-cat. C-7 C-9 Ts.pdf

SENR9517-19 August 2012

Troubleshooting C7 and C9 On-highway Engines SRB1-Up (Engine) LFE1-Up (Engine) 9DG1-Up (Engine) YPG1-Up (Engine) NPH1-Up (Engine) ETK1-Up (Engine) KAL1-Up (Engine) LBM1-Up (Engine) CKP1-Up (Engine) SAP1-Up (Engine) LFR1-Up (Engine) C7T1-Up (Engine) WAX1-Up (Engine)

SAFETY.CAT.COM

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Important Safety Information Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly. Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. You must not use this product in any manner different from that considered by this manual without first satisfying yourself that you have considered all safety rules and precautions applicable to the operation of the product in the location of use, including site-specific rules and precautions applicable to the worksite. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or become unsafe by the operation, lubrication, maintenance or repair procedures that you intend to use. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Cat dealers have the most current information available.

When replacement parts are required for this product Caterpillar recommends using Cat replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. Failure to heed this warning can lead to premature failures, product damage, personal injury or death. In the United States, the maintenance, replacement, or repair of the emission control devices and systems may be performed by any repair establishment or individual of the owner's choosing.

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3 Table of Contents

Table of Contents Troubleshooting Section Electronic Troubleshooting System Overview .................................................... 6 Electronic Service Tools ........................................ 14 Replacing the ECM ............................................... 19 Sensors and Electrical Connectors ....................... 21 Programming Parameters Programming Parameters ..................................... Test ECM Mode .................................................... Customer Passwords ............................................ ECM Date/Time Stamped Information .................. ECM Snapshot ...................................................... Factory Passwords ............................................... Flash Programming .............................................. Injector Trim File ................................................... Service Information Report ...................................

25 25 26 26 27 28 29 29 30

Customer Specified Parameters Customer Specified Parameters ........................... Customer Specified Parameters Table ................. Customer Specified Parameters Worksheet ......... Cruise Control Parameters ................................... Data Link Parameters ........................................... Dedicated PTO Parameters .................................. Engine/Gear Parameters ...................................... Engine Monitoring Parameters ............................. Exhaust Brake Parameters ................................... Idle Parameters .................................................... Input Selections .................................................... Maintenance Parameters ...................................... Output Selections ................................................. Passwords ............................................................ Selected Engine Rating ........................................ Smart Idle Parameters .......................................... Timer Parameters ................................................. Trip Parameters .................................................... Truck Manufacture Parameters ............................ Vehicle Speed Parameters ...................................

32 33 39 41 43 43 47 49 51 52 53 57 57 58 59 59 59 60 62 62

System Configuration Parameters System Configuration Parameters ........................ 65 Troubleshooting without a Diagnostic Code Can Not Reach Top Engine RPM ......................... 66 Can Not Reach Vehicle Speed Limit ..................... 67 Check Engine Lamp or Warning Lamp Is Malfunctioning ..................................................... 69 Cruise Control, Idle, or PTO Can Not Be Set ....... 70 Driver Questionnaire ............................................. 73 Driver Questionnaire Response ............................ 74 ECM Will Not Accept Factory Passwords ............. 75 Electronic Service Tool Will Not Communicate with ECM .................................................................... 75 Elevated Idle ......................................................... 76 Engine Cranks but Will Not Start .......................... 77 Engine Cranks but Will Not Start .......................... 79 Engine Has Early Wear ........................................ 81

Engine Misfires, Runs Rough or Is Unstable ........ Engine Vibration ................................................... Engine Will Not Crank ........................................... Excessive Black Smoke ........................................ Excessive Fuel Consumption ............................... Excessive White Smoke ....................................... Intermittent Cruise Control, Idle, or PTO Kickout .. Intermittent Engine Shutdown ............................... Intermittent Low Power or Power Cutout .............. Low Power/Poor or No Response to Throttle ....... Poor Acceleration or Response ............................

81 82 83 83 84 85 86 88 89 91 93

Troubleshooting with a Diagnostic Code Diagnostic Codes .................................................. 95 No Diagnostic Code Detected (55) ....................... 97 0001-11 Cylinder #1 Injector current fault (72) ..... 98 0002-11 Cylinder #2 Injector current fault (72) ..... 98 0003-11 Cylinder #3 Injector current fault (73) ..... 98 0004-11 Cylinder #4 Injector current fault (73) ..... 99 0005-11 Cylinder #5 Injector current fault (74) ..... 99 0006-11 Cylinder #6 Injector current fault (74) ..... 99 0022-11 Primary to Secondary Engine Speed Signal Calibration (42) ................................................. 100 0022-13 Engine Speed Signal Calibration Not Performed (42) .................................................. 100 0030-08 PTO Throttle signal invalid (29) ............ 101 0030-13 PTO Throttle out of calibration (29) ...... 101 0032-05 Turbo Wastegate Solenoid current low .. 102 0032-06 Turbo Wastegate Solenoid current high ................................................................... 102 0032-11 Turbo Wastegate Solenoid current mismatch ........................................................... 102 0041-03 8 Volt Supply voltage high (21) ............. 103 0041-04 8 Volt Supply voltage low (21) .............. 103 0042-11 Injection Actuation Pressure output fault ................................................................... 103 0043-02 Key Switch Fault (71) ........................... 104 0064-02 Secondary Engine Speed loss of signal (34) .................................................................... 104 0064-11 Secondary Engine Speed no pattern (34) .................................................................... 105 0070-05 Inlet Air Heater current low ................... 105 0070-06 Inlet Air Heater current high .................. 105 0071-00 Idle Shutdown Override (01) ................. 106 0071-01 Idle Shutdown (47) ............................... 106 0071-14 PTO Shutdown (47) .............................. 107 0084-00 Vehicle Overspeed Warning (41) .......... 107 0084-01 Vehicle Speed loss of signal (31) ......... 107 0084-02 Vehicle Speed signal invalid (36) .......... 108 0084-08 Vehicle Speed signal out of range (36) .. 108 0084-10 Vehicle Speed signal rate of change (36) .................................................................... 109 0084-14 Quick Stop Occurrence ........................ 109 0091-08 Throttle Position Invalid (32) .................. 110 0091-13 Throttle Position out of calibration (28) .. 110 0094-01 Low Fuel Pressure Warning (63) ........... 110 0094-03 Fuel Pressure voltage high (37) ............ 112 0094-04 Fuel Pressure voltage low (37) .............. 112 0094-11 Low Cranking Fuel Pressure (63) .......... 112 0096-03 Fuel Level voltage high .......................... 114 0096-04 Fuel Level voltage low ........................... 115 0100-01 Low Oil Pressure Warning (46) .............. 115 0100-03 Oil Pressure voltage high (24) ............... 117

4 Table of Contents

0100-04 Oil Pressure voltage low (24) ................ 118 0100-11 Very Low Oil Pressure (46) .................... 118 0102-01 Low Boost Pressure (25) ...................... 121 0102-02 Boost Pressure signal erratic ................ 121 0102-03 Boost Pressure voltage high (25) ......... 122 0102-04 Boost Pressure voltage low (25) ........... 122 0102-07 Boost Pressure not responding ............ 122 0105-00 High Intake Manifold Air Temperature Warning (64) ..................................................... 123 0105-03 Intake Manifold Air Temperature voltage high (38) ............................................................ 125 0105-04 Intake Manifold Air Temperature voltage low (38) .................................................................... 125 0105-11 Very High Intake Manifold Air Temperature (64) .................................................................... 125 0108-03 Barometric Pressure voltage high (26) .. 127 0108-04 Barometric Pressure voltage low (26) .. 128 0110-00 High Coolant Temperature Warning (61) .................................................................... 128 0110-03 Coolant Temperature voltage high (27) .................................................................... 129 0110-04 Coolant Temperature voltage low (27) .. 129 0110-11 Very High Coolant Temperature (61) ..... 129 0111-01 Low Coolant Level Warning (62) ........... 130 0111-02 Coolant Level signal invalid (12) ........... 132 0111-03 Coolant Level voltage high (12) ............ 132 0111-04 Coolant Level voltage low (12) .............. 133 0111-11 Very Low Coolant Level (62) ................. 133 0111-14 Low Coolant Level Warning .................. 135 0128-03 Secondary Fuel Level voltage high ...... 136 0128-04 Secondary Fuel Level voltage low ........ 136 0164-00 Excessive Injection Actuation Pressure (17) .................................................................... 136 0164-02 Injection Actuation Pressure Signal Erratic (15) .................................................................... 137 0164-03 Injection Actuation Pressure voltage high (15) .................................................................... 137 0164-04 Injection Actuation Pressure voltage low (15) .................................................................... 138 0164-11 Injection Actuation Pressure system fault (39) .................................................................... 138 0168-00 Excessive ECM Battery Power (17) ..... 139 0168-01 Low ECM Battery Power (17) ............... 139 0168-02 ECM Battery Power Intermittent (51) .... 140 0173-00 High Exhaust Gas Temperature Derate ............................................................... 140 0173-11 Very High Exhaust Gas Temperature Derate ............................................................... 141 0186-04 PTO Engine Shutdown Switch voltage low ..................................................................... 141 0186-14 PTO Engine Shutdown Switch Occurrence (47) .................................................................... 142 0190-00 Engine Overspeed Warning (35) .......... 142 0190-02 Primary Engine Speed Loss of Signal (34) .................................................................... 142 0190-11 Primary Engine Speed no pattern (34) .. 143 0224-11 Theft Deterrent Active (00) ................... 143 0224-14 Theft Deterrent Active with Engine Cranking (00) .................................................................... 144 0231-02 J1939 Data Incorrect (58) ..................... 144 0231-11 J1939 Data Link Fault (58) ................... 144 0231-12 J1939 Device Not Responding ............. 145 0231-14 Transmission Data Link Derate ............ 145

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0232-03 5 Volt Supply voltage high (21) ............. 146 0232-04 5 Volt Supply voltage low (21) .............. 147 0246-11 Brake Pedal Switch #1 Fault ................. 147 0247-11 Brake Pedal Switch #2 Fault ................. 147 0252-11 Engine Software Incorrect (59) ............. 148 0253-02 Check Customer or System Parameters (56) .................................................................... 148 0253-14 Truck Manufacturer Parameter Not Programed ........................................................ 149 Diagnostic Functional Tests 5 Volt Engine Pressure Sensor Supply Circuit Test ................................................................... 150 Accelerator Pedal (Throttle) Position Sensor Circuit Test ................................................................... 154 Air Inlet Heater Circuit - Test ............................... 162 ATA (SAE J1587 / J1708) Data Link Circuit Test ................................................................... 171 Change Oil Lamp Circuit - Test ........................... 176 Check Engine Lamp Circuit - Test ...................... 179 Clutch Pedal Position Switch Circuit - Test ......... 183 Coolant Level Sensor Circuit - Test .................... 186 Cooling Fan Circuit and A/C Compressor Clutch Circuit - Test ...................................................... 194 Cooling Fan Circuit and A/C High Pressure Switch Circuit - Test ...................................................... 202 Cruise Control Switch Circuit - Test .................... 216 Diagnostic Enable Switch Circuit - Test .............. 227 ECM Memory - Test ............................................ 231 Electrical Connectors - Inspect ........................... 232 Engine Pressure Sensor Open or Short Circuit Test ................................................................... 237 Engine Running Output Circuit - Test ................. 243 Engine Speed/Timing Sensor Circuit - Test ........ 246 Engine Temperature Sensor Open or Short Circuit Test ................................................................... 251 Exhaust Brake Circuit - Test ............................... 255 Diesel Particulate Filter Circuit - Test .................. 260 Fast Idle Enable Circuit - Test ............................. 262 Fast Idle Lamp Circuit - Test ............................... 265 Fuel Level Sensor Circuit - Test .......................... 269 Idle Shutdown Timer - Test ................................. 273 Ignore Brake/Clutch Switch Circuit - Test ........... 276 Injection Actuation Pressure - Test ..................... 279 Injection Actuation Pressure Control Valve Circuit Test ................................................................... 290 Injection Actuation Pressure Sensor - Test ......... 294 Injector Solenoid Circuit - Test ............................ 297 Neutral Switch Circuit - Test ................................ 307 Powertrain Data Link Circuit - Test ...................... 311 PTO Engine RPM Set Speed (Input A and Input B) Circuit - Test ...................................................... 318 PTO Engine Shutdown Switch Circuit - Test ....... 322 PTO Shutdown Timer - Test ................................ 325 PTO Switch Circuit - Test .................................... 327 PTO Switch ON Lamp Circuit - Test ................... 336 Remote PTO Accelerator Position Sensor Circuit Test ................................................................... 340 Service Brake Pedal Position (Switch 1) Circuit Test ................................................................... 347 Service Brake Pedal Position (Switch 2) Circuit Test ................................................................... 351 Starting Aid Output Circuit - Test ........................ 354

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Tachometer Circuit - Test .................................... Torque Limit Switch Circuit - Test ........................ Transmission (AT/MT/HT) Relay Circuit - Test .... Two Speed Axle Switch Circuit - Test ................. Vehicle Speed and Speedometer Circuit - Test .. Wait To Start Lamp Circuit - Test ........................ Warning Lamp Circuit - Test ................................ Wastegate Solenoid - Test ..................................

5 Table of Contents

357 361 364 368 372 380 383 388

Calibration Procedures Engine Speed/Timing Sensor - Calibrate ............ 397 Vehicle Speed Circuit - Calibrate ........................ 401

Index Section Index ................................................................... 404

6 Troubleshooting Section

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Troubleshooting Section Electronic Troubleshooting i03646436

System Overview

The governor uses the accelerator pedal position sensor to determine the desired engine speed. The governor compares the desired engine speed to the actual engine speed. The actual engine speed is determined through interpretation of the signals that are received by the ECM from the engine speed/timing sensors. If the desired engine speed is greater than the actual engine speed, the governor injects more fuel in order to increase engine speed.

SMCS Code: 1900

System Operation This engine is equipped with Hydraulic Electronic Unit Injectors (HEUI). The injection pump, the fuel lines and the nozzles that are used in mechanical engines have been replaced with an hydraulic electronic unit injector in each cylinder. A solenoid on each injector controls the amount of fuel that is delivered by the injector. A axial piston pump increases the engine oil pressure in order to activate the injector. An Engine Control Module (ECM) sends a signal to the injection actuation pressure control valve in order to control injection pressure. Another electrical signal is sent to each injector solenoid in order to inject fuel.

Electronic Controls The engine's electronic system consists of the ECM, the engine sensors, the injection actuation pressure control valve, and the vehicle interface. The ECM is a computer that controls the operation of the engine. The personality module is the software for this computer. The personality module contains the operating maps. The operating maps define the following characteristics of the engine:

• Horsepower • Torque curves • Engine speed (rpm) Engine Governor Controls The electronic controls that are on the engine serve as the engine governor. The electronic controls determine the timing, the injection pressure and the amount of fuel that is delivered to the cylinders. These factors are based on the actual conditions and the desired conditions at any given time during starting and operation.

Illustration 1

g01120999

Typical example

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

• The position of the accelerator pedal • The desired vehicle speed in cruise control • The desired engine speed in Power Take-Off (PTO) Timing Considerations Once the governor has determined the amount of fuel that is required, the governor must determine the timing of the fuel injection. Fuel injection timing is determined by the ECM after considering input from the following components:

• Coolant temperature sensor • Air temperature sensor for the inlet manifold • Atmospheric pressure sensor • Boost pressure sensor

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The ECM adjusts timing for optimum engine performance, for fuel economy, and for the control of white smoke. Actual timing and desired timing cannot be viewed with Caterpillar Electronic Technician (ET). The ECM determines the location of top center of the number one cylinder from the signal that is provided by the engine speed/timing sensors. The ECM determines when injection should occur relative to top center. The ECM then provides the signal to the injector at the desired time.

Fuel Injection The ECM controls the amount of fuel that is injected by varying the signals to the injectors and by controlling actuation pressure. The injectors will pump fuel only if the injector solenoid is energized. The ECM sends a high voltage signal in order to energize the solenoid. The injector solenoid moves a seated pin that allows the actuation pressure to hold the nozzle check closed. The movement of the seated pin also causes the spool valve to open. This allows the actuation pressure to act on the piston and on the plunger. This produces injection pressure. The hydraulic force that holds the nozzle check closed quickly dissipates and the injection pressure opens the nozzle check. By controlling the timing and the duration of the high voltage signal, the ECM can control the following aspects of injection:

• Injection timing • Fuel delivery • Injection rate shape The ECM controls injection pressure by controlling the Injection Actuation Pressure Control Valve (IAPCV). The IAPCV regulates the unit injector hydraulic pump's outlet pressure by controlling the pump's flow regulation system. The personality module inside the ECM establishes certain limits on the amount of fuel that can be injected. The “FRC Fuel Limit” is a limit that is based on the boost pressure. The “FRC Fuel Limit” is used to control the air/fuel ratio for control of emissions. When the ECM senses a higher boost pressure, the ECM increases the “FRC Fuel Limit”. A higher boost pressure indicates that there is more air in the cylinder. When the ECM increases the “FRC Fuel Limit”, the ECM changes the control signal to the injector in order to allow more fuel into the cylinder. The “Rated Fuel Limit” is a limit that is based on the power rating of the engine and on the engine rpm. The “Rated Fuel Limit” is similar to the rack stops and the torque spring on a mechanically governed engine. The “Rated Fuel Limit” provides the power curves and the torque curves for a specific engine family and a specific engine rating. All of these limits are determined at the factory. These limits are part of the personality module and the limits cannot be changed.

7 Troubleshooting Section

Injection Actuation Pressure Control System The ECM controls the fuel injection delivery and injection pressure by controlling oil pressure to the fuel injectors. The pressure of the oil in the high pressure oil manifold is controlled by the ECM through control of the IAPCV. The IAPCV regulates the unit injector hydraulic pump's outlet pressure. The ECM monitors the pressure in the high pressure manifold through the injection actuation pressure sensor. The injection actuation pressure sensor is located in the top of the manifold on the left side of the engine. The injection actuation pressure sensor's signal is compared by the ECM to the desired injection actuation pressure. The injection actuation pressure sensor's signal is based on sensor inputs. The sensor inputs are used to adjust the control current to the IAPCV in order to adjust the oil pressure in the high pressure manifold. High pressure oil is routed from the unit injector hydraulic pump to the high pressure manifold through a steel tube. The oil is routed to each injector through the high pressure oil manifold. All injectors have a constant supply of oil while the engine is running. Disabling the electrical signal to the injector solenoid does not interrupt the oil flow that is available to the fuel injector.

Cold Mode The engine operates in cold mode when the coolant is cold. Engine performance is reduced while the engine is in cold mode. C7 engines operate in cold mode when the coolant temperature is below 18 °C (64 °F). C9 engines operate in cold mode when the coolant temperature is below 40 °C (104 °F). A status flag on Cat ET indicates that the engine is operating in cold mode.

Customer Parameters and Engine Speed Governing A unique feature with electronic engines is customer specified parameters. These parameters allow the vehicle owner to fine tune the ECM for engine operation. Fine tuning the ECM allows the vehicle owner to accommodate the typical usage of the vehicle and the power train of the vehicle. Many of the customer parameters provide additional restrictions on the actions that will be performed by the ECM in response to the driver's input. The “PTO Top Engine Limit” is an engine rpm limit that is used by the ECM as a cutoff for the fuel. The ECM will not fuel the injectors above this rpm.

8 Troubleshooting Section

Some parameters are intended to notify the driver of potential engine damage (engine monitoring parameters). Some parameters enhance fuel economy (vehicle speed, cruise control, engine/gear speed limit parameter and idle shutdown). Other parameters are used to enhance the engine installation into the vehicle. Other parameters are also used to provide engine operating information to the truck engine owner.

Hybrid Electrical Vehicle Application (HEV) Engines for the Allison Transmission Controlled Hybrid Electric Vehicle (HEV) application will be controlled by the transmission. The transmission is able to control the engine through the J1939 Data Link. The transmission will control the engine start, the engine stop, and the engine rpm. This engine application will not support a cab throttle for control of the engine rpm. Also, this engine application will not support cruise control switches and the engine application will not support the fast idle feature. The HEV application will support the PTO configuration and remote throttle. The remote throttle will be able to control engine speed for service if the transmission is in neutral. Normal engine diagnostics will also be supported.

Engine Monitoring

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An excessive inlet manifold air temperature will not derate the engine. Also, an excessive inlet manifold air temperature will not shut down the engine.

Caterpillar Engine Monitoring “Warning” Operation If the monitoring is programmed to “Warning”, the ECM will illuminate the warning lamp and the ECM will flash the check engine lamp because of the active diagnostic code. The flashing lamp indicates that a problem has been detected by the engine monitoring system. The diagnostic code is logged. No further action by the ECM or action by the engine occurs if the ECM is programmed to “Warning”. “Derate” Operation If the system is programmed to “Derate”, the ECM begins by flashing the check engine lamp and the warning lamp. The flashing lamps indicate that a problem has been detected by the engine monitoring system. The diagnostic code is logged. High coolant temperature will signal the ECM to limit the maximum vehicle speed and the ECM will reduce the engine power. Low coolant level will signal the ECM to limit the maximum vehicle speed and the ECM will reduce the engine power rating. Refer to Illustration 2.

Caterpillar provides a factory installed engine monitoring system. The system monitors engine oil pressure, coolant temperature, inlet manifold air temperature, and coolant level (optional device). Optional devices are installed by the vehicle Original Equipment Manufacturer (OEM). The oil pressure, inlet manifold air temperature, and coolant temperature sensors are standard on all engines. The vehicle OEM installs the coolant level sensor and the associated harness. The coolant level sensor is the only optional component. Coolant level is selected through a customer programmable parameter. The monitoring system can be programmed to three different modes. These three modes of programming are the following modes: “Warning”, “Derate”, and “Shutdown”. The coolant temperature sensor, the oil pressure sensor and the coolant level sensor (optional device) will operate in the engine monitoring mode that is selected. For example, if “Derate” was selected, the engine will derate engine power and vehicle speed. Sensors are used to detect the conditions that exceed acceptable limits.

Illustration 2

g01121033

Graph for the coolant level Derate mode is limited. (10% per second)

Very low oil pressure will signal the ECM to limit the maximum vehicle speed and the ECM will reduce the engine power rating. Refer to Illustration 3.

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9 Troubleshooting Section

Self-Diagnostics The electronic system has the ability to diagnose problems. When a problem is detected, a diagnostic code is generated and the check engine/diagnostic lamp is illuminated. In most cases, the code is also stored in permanent memory or logged in the ECM.

Illustration 3

g01121043

When diagnostic codes occur, the diagnostic codes are called active diagnostic codes. Active diagnostic codes indicate that a problem of some kind currently exists. Always service active diagnostic codes before any other work is performed. If a truck is brought in with an active code, find the code in this manual and proceed to diagnose the cause of the code.

“Shutdown” Operation

Diagnostic codes that are stored in memory are called logged diagnostic codes. Logged diagnostic codes do not necessarily indicate that something needs to be repaired. The problem may have been temporary, or the problem may have been repaired since the problem was logged. Logged diagnostic codes may result from intermittent problems.

If the system is programmed to “Shutdown”, the ECM takes all the action that is indicated for the “Derate” mode and the ECM will eventually shut down the engine under some conditions.

Diagnostic codes that identify operating conditions outside the normal operating range are called events. Event codes are not typically an indication of an electronic system problem.

The “Shutdown” mode begins when any of the following conditions exist:

Some of the diagnostic codes require passwords to be cleared from memory. Diagnostic codes that do not require passwords to be cleared from memory are automatically deleted after 100 hours of engine operation.

Graph for very low oil pressure

This derating of engine performance is provided in order to get the driver's attention so the driver can take action in order to avoid engine damage.

• “Very low oil pressure” • “Very low coolant level” • “Very high coolant temperature” “Shutdown” mode begins by flashing the warning lamp. This response is similar to the response when the system is in “Derate”. “Shutdown” mode will eventually shut down the engine if the conditions continue for a long enough time and the conditions are severe enough. The engine can be restarted as many times as needed after an engine shutdown. This allows the vehicle to be pulled off of the road.

Other ECM Functions for Performance The ECM also provides enhanced control of the engine for vehicle functions such as retarding the engine and controlling the cooling fan. Refer to Troubleshooting, “Customer Specified Parameters” for supplemental information about the systems that can be monitored by the ECM in order to provide enhanced vehicle performance, fuel economy and convenience for the driver.

Engine Snapshot Data Whenever most diagnostic codes occur, the ECM records the time in engine hours of the occurrence. Also, the ECM records the operating parameters of the engine for nine seconds before the diagnostic code and three seconds after the diagnostic code. The operating parameters of the engine that are recorded are similar to the operating parameters of the engine that are displayed in the status screens of Cat ET. Not all of the status screens of Cat ET or parameters are recorded. The engine snapshot can also be triggered from the cruise control's “Set/Resume” switch. In order to trigger the engine snapshot from the cruise control's “Set/Resume” switch, quickly toggle the switch to the SET position. Then, quickly toggle the switch to the RESUME position. You can also toggle the cruise control's “Set/Resume” switch from the RESUME position to the SET position. The engine snapshot can also be triggered from Cat ET.

10 Troubleshooting Section

Effect of Diagnostic Codes on Engine Performance When the ECM detects the engine problem, the ECM generates an active diagnostic code. Also, the ECM logs the diagnostic code in order to indicate the time of the problem's occurrence. The ECM also logs the number of occurrences of the problem. There are two types of diagnostic codes. There are fault codes and event codes.

Diagnostic Fault Codes Diagnostic fault codes are provided in order to indicate that an electrical problem or an electronic problem has been detected by the ECM. In some cases, the engine performance can be affected by the condition that causes the code. More frequently, the driver cannot detect any difference in the engine performance. If the check engine lamp is flashing and the driver indicates that a performance problem occurs, the diagnostic code may indicate the cause of the problem. If the driver does not indicate a problem with the engine performance and a diagnostic code is logged by the ECM, the situation indicates that the ECM detected an abnormal condition, but the abnormal condition did not affect engine performance. In this situation, the system has no faults except when either of the following conditions exist:

• There are several occurrences of the diagnostic code in a very short period of time.

• The ECM is indicating an active code at the present time.

Diagnostic Event Codes Diagnostic event codes are used to indicate that some operational problem has been detected in the engine or in the vehicle by the ECM. Usually, this does not indicate an electronic malfunction. The ECM also provides an ECM date/time clock that is used to time stamp the following diagnostic event codes:

• 84-00 Vehicle overspeed warning (41) • 84-14 Quick stop occurrence • 100-11 Very low oil pressure (46) • 105-11 Very high intake manifold air temperature (64)

• 110-11 Very high coolant temperature (61)

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• 111-11 Very low coolant level (62) • 173-11 Very high exhaust gas temperature derate • 190-00 Engine overspeed warning (35) Refer to Troubleshooting, “Diagnostic Codes” for a listing of all of the diagnostic codes.

ECM Lifetime Totals The ECM maintains total data of the engine for the following parameters:

• “Total Time” (Engine Hours) • “Total Distance” • “PTO Time” • “PTO Fuel” • “Idle Time” • “Idle Fuel” • “Total Fuel” • “Average Load Factor” The “Total Time” is the engine's operating hours. The operating hours do not include the operating time when the ECM is powered but the engine is not running. “Total Distance” data requires a vehicle speed sensor or an electronic vehicle speed source to be connected to the ECM. The same sensor is used for vehicle speed. Distance can be displayed in miles or kilometers. “PTO Time” and “PTO Fuel” are logged when engine rpm is set with the cruise switches and the engine is operating under some load. Also, “PTO Time” and “PTO Fuel” are logged when the PTO On/Off Switch is in the ON position and vehicle speed is within the range of the “PTO Vehicle Speed Limit” parameter. “Idle Time” and “Idle Fuel” can include operating time when all of the following conditions are met:

• When engine speed is set by using the cruise

switches and the vehicle speed is within the range of the “Idle Vehicle Speed Limit” parameter.

• The engine is not operating under a load. Fuel Information can be displayed in US gallons or in liters. “Total Fuel” is the total amount of fuel that is consumed by the engine during operation.

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11 Troubleshooting Section

“Total Max Fuel” is the maximum amount of fuel that could have been consumed by the engine during operation.

• “Maximum Engine Speed”

“Average Load Factor” provides relative engine operating information. “Average Load Factor” compares actual operating information of the engine to the maximum engine operation that is available. “Average Load Factor” is determined by using “Total Max Fuel”, “Idle Fuel”, and “Total Fuel”. All of these parameters are available with Cat ET. These parameters are available within the menu for “Current Totals”.

• “End Time”

Trip Data That is Stored in the ECM The trip data allows the tracking of engine operation by the vehicle owner over intervals that are defined by the vehicle owner. All of the trip data is stored in memory and the trip data is maintained through the unswitched battery lines when the ignition switch is OFF. An internal battery will maintain this information while the unswitched battery lines are disconnected.

Fleet Trip Data Fleet trip data includes histograms and custom data. The fleet trip data includes data for the following parameters:

• “Start Time”

• “Start Odometer” • “End Odometer” Fleet trip data includes a fleet trip segment, histograms, and custom data. The fleet trip segment records the same parameters as the driver trip segment except that the fleet trip segment can be reset independently of the driver trip segment. Three histograms are available. One histogram records engine hours versus the engine speed. The second histogram records engine hours versus vehicle speed. The third histogram records engine hours versus engine speed and vehicle speed. Cat ET calculates the percentage of time that is spent in each of the engine rpm or vehicle speed ranges. Custom data is available. Custom data allows the recording of engine parameters that are specified by the vehicle owner. The ECM records the custom data.

• “Total Time (Engine Hours)”

A reset of the fleet trip data which includes the fleet trip segment, the histograms, and the custom data can be done in several ways. The following tools can be used to reset the fleet trip data:

• “Driving Time”

• Cat ET which may require customer passwords

• “Distance”

• Caterpillar Fleet Information Software (FIS)

• “Fuel”

• Caterpillar Messenger driver information display

• “Overall Fuel Economy”

When the data is reset, the ECM records the current totals at the time of the reset. These totals are used as the starting point for the fleet trip. The following tools access the recorded starting point:

• “Driving Fuel Economy” • “Idle Time” • “Idle Fuel” • “Percent Idle Time” • “PTO Time” • “PTO Fuel” • “Percent PTO Time” • “Average Load Factor” • “Average Vehicle Speed” • “Average Driving Speed” • “Maximum Vehicle Speed”

• Cat ET • Caterpillar FIS • Messenger The tool then subtracts the recorded starting point from the current totals in the ECM in order to calculate the fleet trip data. Resetting the fleet trip data requires customer passwords if the passwords are programmed.

Fleet Trip Custom Data Fleet trip custom data is part of the fleet trip segment. Fleet trip custom data allows the owner of the vehicle to set five customized methods of recording data for the vehicle. Refer to Illustration 4 for the basic program.

12 Troubleshooting Section

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Refer to the example of a custom data program, as shown below. “Fuel Burned when Fuel Temperature is from 7 °C to 67 °C (45 °F to 120 °F) and Vehicle Speed is from 87 km/h to 137 km/h (55 mph to 85 mph) ” The custom data programs are protected by customer passwords. The programs are stored in permanent memory. The programs are not reset when the fleet trip segment is reset, but the data that is recorded for the trip is reset.

Quick Stop Rate Illustration 4

g00628194

Basic program

The following list defines the options for variable 1 of the basic program:

• “Engine Hours”

A customer parameter is available in order to record the quick stop occurrences. The parameter determines the rate of change in vehicle speed that is used by the ECM in order to record a quick stop event code and a quick stop snapshot. Refer to Troubleshooting, “ECM Snapshot”.

• “Distance Traveled”

Maintenance Indicator Data

• “Fuel Burned”

The ECM records the current totals when a reset occurs for the following three levels of maintenance:

• “Occurrences” Refer to the following list for information regarding the options that are available for variable 2 and variable 5. Variables 3, 4, 6, and 7 define the minimum range and the maximum range of variables 2 and 5.

• Engine rpm • Vehicle speed • Fuel rate • Load factor • Coolant temperature • Oil pressure • Fuel temperature • Inlet manifold air temperature • Cruise • PTO • Engine retarder • Throttle position • Brake

• PM1 • PM2 • Cooling system clean/flush The ECM uses the previous point of maintenance in order to calculate the timing of the next scheduled maintenance work. The “Maintenance Indicator Mode” is programmable to “Hours” or “Distance”. The “PM1 Maintenance” is programmable to one of the following positions: “Off”, “Automatic Distance”, “Automatic Hours”, “Manual Distance”, and “Manual Hours”. If the PM1 is programmed to the automatic mode, the ECM calculates the next point of maintenance by considering the history of the vehicle's operation from the previous maintenance interval. If the vehicle has a history of poor fuel economy the maintenance indicator parameter will occur sooner than a vehicle with better fuel economy. The ECM also uses the engine oil capacity. A larger engine oil capacity provides a longer maintenance interval. The engine oil capacity is programmed into the ECM in liters or in quarts. If the PM1 is programmed to the manual mode, the owner can program the ECM in the owner's specific maintenance interval. The maintenance interval can be programmed to the owner's specific interval that is based on mileage or on time. The interval for the PM2 and the interval for the cooling system clean/flush are established by the factory.

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13 Troubleshooting Section

Messenger

• Custom data

Caterpillar Messenger is available to provide engine operating information to the driver. The “Fleet Trip Data”, and the “Maintenance Indicator” data can be viewed. However, the fleet trip histograms and the custom data cannot be viewed from the display.

• Information that is tagged by the ID code

Messenger provides the ability to enter an ID code for a driver in order to divide the “Fleet Trip Data” for two drivers. If the driver enters the information regarding the state of travel, the “Fleet Trip Data” can be tagged by the state of travel. Messenger can be used in order to tag portions of the “Fleet Trip Data” into two ID codes. Messenger can also be used in order to tag portions of the “Fleet Trip Data” into the state of travel. The ID code and the information regarding the state of travel cannot be viewed from the display. Only the Caterpillar FIS can view this information. The ability to reset any of these parameters is dependent on customer parameters in the ECM. Messenger will also display operating information such as engine rpm, coolant temperature, boost pressure, etc. Messenger will also display engine diagnostic codes with the PID-FMI diagnostic codes. Messenger will also display a brief text description of the diagnostic codes. An available feature on Messenger is the theft deterrent. The theft deterrent allows the driver to input a password prior to shutdown. The theft deterrent will prevent the engine from restarting until the password is successfully entered. Messenger must have the version of software that is capable of supporting this feature. An “Auto-Enable” option is available for the theft deterrent. If this option is selected, the theft deterrent will automatically be activated when the engine is shut down. The driver must input the correct password in order to start the engine. “Secure Idle” is another theft deterrent. This allows the driver to bring the engine to an idle condition. The driver then enters the password. The engine will remain at low idle until the password is re-entered. If the engine is shutdown, a password will be required to go above low idle after start-up.

Fleet Information Software (FIS) The Caterpillar FIS is another method that can be used to review the trip information. The entire “Fleet Trip Segment”, which includes the following elements of data can be accessed with the Caterpillar FIS:

• Histograms

• Information that is tagged by the state of travel Maintenance indicator information can be retrieved with the Caterpillar FIS. When the Caterpillar FIS downloads the information, the Caterpillar FIS also resets the ECM in order to prepare the ECM for the next trip. The information can be downloaded to a computer with the Caterpillar FIS program, or the information can be downloaded to an Argo Mobile Data Tool. The Argo Mobile Data Tool is then connected to a computer in order to download the information.

Programmable Parameters Certain parameters that affect engine operation may be changed with Cat ET. The parameters are stored in the ECM, and the parameters are protected from unauthorized changes by passwords. These parameters are either system configuration parameters or customer parameters. System configuration parameters are set at the factory. System configuration parameters affect emissions or power ratings within an engine family. Factory passwords must be obtained and factory passwords must be used to change the system configuration parameters. Customer parameters are variable. Customer parameters can be used to affect the following characteristics of the engine within the limits that are set by the factory, by the monitoring system, and by PTO operation:

• Cruise control • Vehicle speed limits • Progressive shifting • Rpm ratings • Power ratings Customer passwords may be required to change customer specified parameters. Some of the parameters may affect engine operation in an unusual way. A driver might not expect this type of effect. Without adequate training, these parameters may lead to power complaints or performance complaints even though the engine's performance is to the specification. Refer to Troubleshooting, “Customer Specified Parameters”.

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Passwords

Table 1

System configuration parameters are protected by factory passwords. Factory passwords are calculated on a computer system that is available only to Caterpillar dealers. Since factory passwords contain alphabetic characters, only Cat ET may change system configuration parameters. System configuration parameters affect the power rating family or emissions. Customer parameters can be protected by customer passwords. The customer passwords are programmed by the customer. Factory passwords can be used to change customer passwords if customer passwords are lost. Refer to Troubleshooting, “Customer Passwords” and Troubleshooting, “Factory Passwords”. i04930513

Electronic Service Tools SMCS Code: 0785

Service Tools Most of the tools that are listed in Table 1 are required to enable a service technician to perform the test procedures in this manual. Some of the devices may be specific to the type of Electronic Control Module (ECM) that is being used.

Service Tools Part Number N/A

Description 4 mm Allen Wrench

1U-5805

Wire Removal Tool(14-GA, GREEN)

6V-2197

Magnetic Transducer As (TIMING CALIBRATION)

121-9588

Wire Removal Tool (16-GA, BLUE)

147-6456

Wedge Removal Tool

151-6320

Wire Removal Tool (14-GA TO 18-GA, RED)

1U-5804

Crimp Tool (12−AWG TO 18−AWG)

6V-2197

Transducer

7X-1171

Transducer Adapter

7X-1695

Cable As

146-4080 7X-1710

Digital Multimeter Gp (RS232) Multimeter Probes

326-4904

Adapter Cable As (3-PIN BREAKOUT)

7X-1715 134-5195

Adapter Cable As (40-PIN BREAKOUT) Harness (40-PIN) (For ADEM 2 ECM (two 40-pin connectors))

208-0059

Adapter Cable As (70-PIN BREAKOUT) (For ADEM 3 ECM (two 70-pin connectors) and for ADEM 4 ECM (one 70-pin connector and one 120-pin connector))

257-8718

The 257-8718 Adapter Cable As is not applicable with Tier IV Engines. Adapter Cable As (120-PIN BREAKOUT) (For ADEM 4 ECM (one 70-pin connector and one 120-pin connector))

N/A

Torque Wrench (capable of applying 1.5 N·m (13.3 lb in)) Repair Kits for Connectors

362-3555

Connector Repair Kit (AMPSEAL)

175-3700

Connector Repair Kit (Deutsch connector ) Bypass Harnesses for the ECM

129-2018

Power Cable (Stand alone cable for ADEM 2 ECM)

217-0113

Wiring Harness (ECM BYPASS) (The bypass harness connects to the battery. The bypass harness is used with the following harnesses for different types of electronic control modules.)

328-2292

Harness (ENGINE ECM BYPASS) (For ADEM 3 ECM and ADEM 4 ECM)

277-4734

Harness (ENGINE ECM BYPASS) (For A4:E2 ECM (Two 64-pin connectors))

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15 Troubleshooting Section

Two short jumper wires may be needed to check the continuity of some wiring harness circuits by shorting two adjacent terminals together in a connector. A long extension wire may also be needed to check the continuity of some wiring harness circuits.

• Status parameters

Optional Service Tools

• ECM settings

Table 2 lists the optional service tools that may be needed during testing or repair. Table 2

Optional Service Tools Part Number

Description

198-4240 or 1U-5470

Digital Pressure Indicator or Engine Pressure Group

4C-4075

Crimp Tool (4−AWG TO 10−AWG)

4C-4911(1) 5P-7277 6V-9130(2)

Battery Load Tester Voltage Tester Temperature Adapter (MULTIMETER)

• Event codes • Diagnostic codes

• Engine configuration Always use the latest revision of Cat ET. The media is available on CD and the media can also be downloaded from various Caterpillar web sites. Table 3

Software, JEBD3003, “CATERPILLAR ELECTRONIC TECHNICIAN”

Once you have downloaded Cat ET onto your PC, you will need a license from your Caterpillar dealer in order to use the software. Various licenses are available for different users with different requirements. Consult your Caterpillar dealer. Note: For more information regarding the use of Cat ET and PC requirements, refer to the documentation that accompanies your Cat ET software.

8T-5319

Connector Tool Group

349-4199

AC/DC Current Probe

348-5430

Multi-Tool Gp

8T-8726

Adapter Cable As

156-1060

Emissions Analyzer Gp(GAS ENGINE)

Connecting the Communication Adapter

163-5443

Adapter Cable As(3-PIN BREAKOUT)

177-2330

Battery Analyzer(DIGITAL)

Table 4 lists the standard hardware that is required in order to connect Cat ET.

190-8900

Connector Repair Kit

225-5985

Parallel Port Cable(COMMUNICATION ADAPTER)

(1)

Refer to Special Instructions, SEHS9249, “Use of 4C-4911 Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries” and Special Instructions, SEHS7633, “Battery Test Procedure”. (2) Refer to Special Instructions, SEHS8382, “Use of the 6V-9130 Temperature Adapter Group”.

Caterpillar Electronic Technician (ET) Cat ET can be used by the technician to help perform the following procedures:

• Diagnostic testing • Calibrations • Flash programming • Configuration of the ECM • Print various reports Cat ET can display the following information:

Connecting Cat ET

Note: The 275-5120 Communication Adapter Gp was canceled and replaced by the 317-7484 Communication Adapter Gp. However, the 275-5120 Communication Adapter Gp can still be used.

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Table 4

Standard Hardware for Connecting with Cat ET Part Number

Description

N/A

Personal Computer (PC)

317-7484

Communication Adapter Gp

317-7492

Radio Kit (NACD only)

349-1206

Radio Kit (EAME only)

Components of the 317-7484 Communication Adapter Gp 317-7485

Communication Adapter (3)

370-4617

Cable As (USB)

327-8981

Cable As (DATA LINK)

Components of the 317-7492 Radio Kit 317-7493

Wireless Communication Radio

317-7496

Computer Cable As

317-7510

Radio Cable Assembly

326-9606

Antenna (2)

Components of the 349-1206 Radio Kit 348-9250

Communication Radio Gp

317-7496

Computer Cable As

317-7510

Radio Cable Assembly

326-9606

Antenna (2)

Tool Operating Manual & Software CD ROM, NETG5057, “Communication Adapter 3”

Follow the instructions for the communication adapter. Use the following procedure in order to connect Cat ET and the communication adapter to a PC. 1. Remove the electrical power from the ECM.

Illustration 5 (1) (2) (3) (4)

g02051513

PC 353-5083 Cable As (USB) 317-7485 Communication Adapter (3) 327-8981 Cable As (DATA LINK)

2. Connect cables (2) and (4) to communication adapter (3). Note: The communication adapter will power up when the adapter is connected to a PC or to an ECM that is powered up. 3. Connect cable (2) to the USB port of the PC. 4. Connect cable (4) to a service tool connector. 5. Restore electrical power to the ECM. Verify that the “POWER” indicator on the communication adapter is illuminated. Make sure that the PC is powered up. 6. Establish communication between Cat ET and the ECM. If Cat ET indicates that there is more than one ECM, select the engine ECM. 7. If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”. Refer to Troubleshooting, “Electronic Service Tool Does Not Communicate” if any of the following conditions exist:

• Cat ET displays a message that refers to a communication problem.

• Cat ET displays “Error #142 The interface hardware is not responding”.

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17 Troubleshooting Section

• Cat ET displays a message that indicates that

the firmware in the communications adapter is old.

Dual Data Link Communications (If Equipped) When the connection of the communication adapter is complete, observe the communication adapter and Cat ET. Certain applications require that dual data link communications be established in order to perform various test procedures. These tests will be listed in the “Diagnostic Tests” menu, some tests may not be available (grayed out). If there are diagnostic tests that are unavailable in Cat ET, ensure that your service tool is communicating in dual data link mode. Use the following indicators to confirm that Cat ET is communicating on dual data links:

• “J1939” indicator is flashing • “Cat Data Link” indicator is flashing • Cat ET is not displaying “Service tool support is limited”

Refer to Troubleshooting, “Electronic Service Tool Does Not Communicate” if the “J1939” indicator and the “Cat Data Link” indicator are not flashing. Both indicators will be flashing during dual data link communications with the ECM. Communicating with the Wireless Communication Adapter (If Equipped) Table 6 lists the optional hardware that is needed in order to connect Cat ET by using a wireless connection. Note: Some applications cannot use a wireless connection. Also, a dual data link cannot be used with a wireless connection. Table 5

Optional Hardware for the Use of Cat ET Part Number N/A

Description Personal Computer (PC)

Illustration 6 (1) (5) (6) (7)

g02342942

Personal computer (PC) 261-4867 Card (PCMCIA) 239-9955 Communication Radio Gp 259-3183 Data Link Cable As

Note: Items (5), (6), and (7) are part of the 261-3363 Wireless Communication Adapter Gp. Note: The 261-3363 Wireless Communication Adapter Gp was canceled and replaced by the 349-1206 Radio Kit. However, the 261-3363 Wireless Communication Adapter Gp can still be used. Use the following procedure in order to connect the wireless communication adapter for use with Cat ET. 1. Remove the electrical power from the ECM. 2. Ensure that the computer has been correctly configured for the 261-4867 Card. Verify that the PC card is installed in the computer PCMCIA expansion slot. 3. Connect cable (9) between communication radio (8) and the service tool connector. 4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”. Communicating with the 349-1206 Wireless Communication Adapter (If Equipped) Table 6 lists the optional hardware that is needed in order to connect Cat ET by using a wireless connection.

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Note: Some applications cannot use a wireless connection. Also, a dual data link cannot be used with a wireless connection. Although changes can be made to the internal settings of the W-CA3 wirelessly. Caterpillar recommends that the radio is connected to a PC via 317-7496 Computer Cable As (USB)Cable Assembly (8) and 317-7510 Radio Cable Assembly (9). Table 6

Optional Hardware for the Use of Cat ET Part Number N/A

Description Personal Computer (PC)

Illustration 7

g02151132

(8) 317-7496 Computer Cable As (USB) (9) 317-7510 Radio Cable AssemblyC

Illustration 8

g02596964

(9) 317-7510 Radio Cable Assembly (10) W-CA3

Note: Items (8), (9), and (10) are part of the 349-1206 Radio Kit. Use the following procedure in order to connect the wireless communication adapter for use with Cat ET. 1. Remove the electrical power from the ECM.

2. Ensure that the computer has been correctly configured for the 802.11a or 802.11b/g enabled wireless card. Verify that the PC wireless is installed and working correctly. 3. Connect cable (9) between communication radio (8) and the service tool connector. 4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”.

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19 Troubleshooting Section

PL1000E Communication ECM (If Equipped)

Illustration 9

g01163897

The PL1000E is an ECM that provides the customer with the ability to integrate Caterpillar engines into specific applications. The PL1000E enables communication from a J1939 data link to a device that utilizes a MODBUS communication protocol. A PC with Cat ET installed can be connected to the PL1000E through the RS232 serial port of the PC. The PL1000E contains an embedded communications adapter that will allow Cat ET to communicate with the engine over the J1939 data link.

i02408691

Refer to System Operation/Troubleshooting/Test and Adjust, RENR8091, “PL1000E Communication ECM” for additional information.

Replacing the ECM SMCS Code: 1901-510 NOTICE Care must be taken to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting and repair of the product. Be prepared to collect the fluid with suitable containers before opening any compartment or disassembling any component containing fluids. Refer to Special Publication, NENG2500, “Caterpillar Dealer Service Tool Catalog” for tools and supplies suitable to collect and contain fluids on Caterpillar products. Dispose of all fluids according to local regulations and mandates. NOTICE Keep all parts clean from contaminants. Contaminants may cause rapid wear and shortened component life. The Engine Control Module (ECM) contains no moving parts. Replacement of the ECM can be costly. Replacement can also be a time consuming task. Follow the troubleshooting procedures in this manual in order to ensure that replacing the ECM will correct the problem. Verify that the suspect ECM is the cause of the problem.

20 Troubleshooting Section

Note: Ensure that the ECM is receiving power and that the ECM is properly wired to the negative battery circuit before a replacement of the ECM is attempted. Refer to Troubleshooting, “Electrical Power Supply Circuit - Test”. A test ECM can be used to determine if the ECM is faulty. Refer to Troubleshooting, “Test ECM Mode”. NOTICE If the flash file and engine application are not matched, engine damage may result. Perform the following procedure in order to replace the ECM: 1. Record the configuration data: a. Connect Cat ET to the service tool connector. Refer to Troubleshooting, “Electronic Service Tools”. b. Print the parameters from the “Configuration” screen on Cat ET. If a printer is unavailable, record all of the parameters. c. Obtain the customer passwords from the vehicle owner. Access the customer specified parameters with Cat ET. Use the Troubleshooting, “Customer Specified Parameters Worksheet” to record the customer parameters. Note: If the customer passwords are not available proceed to Troubleshooting, “Customer Passwords” for details that are related to customer passwords. d. Record ECM lifetime totals. Use the Troubleshooting, “Customer Specified Parameters Worksheet (Current Totals Worksheet)” to record the ECM lifetime totals. e. Record the mileage from the vehicle odometer. f. Record any logged diagnostic codes. g. Use the “Copy Configuration/ECM Replacement” feature that is found under the “Service” menu on Cat ET. Select “Load from ECM” in order to copy the configuration data from the suspect ECM. Note: If the “Copy Configuration” process fails and the parameters were not obtained in Step 1.b, the parameters must be obtained elsewhere. Some of the system configuration parameters are stamped on the engine information plate. Most of the parameters must be obtained from the factory. Parameters that are related to customer specified parameters must be obtained from the customer or from the Original Equipment Manufacturer (OEM).

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2. Remove the ECM: a. Turn the keyswitch to the OFF position. b. Disconnect the P1 and P2 connectors from the ECM. NOTICE Use a suitable container to catch any fuel that might spill. Clean up any spilled fuel immediately. NOTICE Do not allow dirt to enter the fuel system. Thoroughly clean the area around a fuel system component that will be disconnected. Fit a suitable cover over disconnected fuel system component. c. Remove the fuel lines (if equipped) from the ECM. d. Disconnect the ECM ground strap. e. Remove the mounting bolts from the ECM. 3. Install the replacement ECM: a. Use the old mounting hardware to install the replacement ECM. b. Connect the fuel lines (if equipped). Note: Verify that the fuel lines are installed correctly. The fuel lines must not put tension on the ECM . Rubber grommets are used to protect the ECM from excessive vibration. The ECM should move slightly in the rubber grommets. If the ECM cannot be moved slightly, check that the fuel lines are not pulling the ECM against one side of the grommets. c. Connect the ECM ground strap. d. Connect the P1 and P2 connectors. Tighten the ECM connector (allen head screw) to the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque value. 4. Configure the replacement ECM: a. Flash program the latest available flash file into the ECM. Refer to Troubleshooting, “Flash Programming” for the correct procedure. b. Use Cat ET to match the engine application and the interlock code if the replacement ECM was used for a different application.

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c. If the “Copy Configuration” process from Step 1.b was successful, return to the “Copy Configuration/ECM Replacement” screen on Cat ET and select “Program ECM”. Proceed to Step 4.e when programming is complete. d. If the “Copy Configuration” process from Step 1.b was unsuccessful, manually program the ECM parameters. The parameters must match the parameters from Step 1.b. e. Program the engine monitoring system, if necessary. f. Calibrate the engine speed/timing if there is a diagnostic code for speed/timing sensor calibration. Refer to Troubleshooting, “Engine Speed/Timing Sensor - Calibrate”.

21 Troubleshooting Section

i02469312

Sensors and Electrical Connectors SMCS Code: 1439; 7553-WW Table 7

Connector

Function

J1/P1

Electronic Control Module (ECM) Connector

J2/P2

ECM Connector

J100/P100

Engine Coolant Temperature Sensor Connector

J103/P103

Air Inlet Temperature Sensor Connector

J200/P200

Boost Pressure Sensor Connector

J201/P201

Engine Oil Pressure Sensor Connector

J203/P203

Atmospheric Pressure Sensor Connector

J204/P204

Injection Actuation Pressure Sensor Connector

J209/P209

Fuel Pressure Sensor Connector

J300/P300

Injector Valve Cover Entry Connector

J301/P301

Injector Solenoid Connector (cylinder 1)

J302/P302

Injector Solenoid Connector (cylinder 2)

J303/P303

Injector Solenoid Connector (cylinder 3)

J304/P304

Injector Solenoid Connector (cylinder 4)

J305/P305

Injector Solenoid Connector (cylinder 5)

J306/P306

Injector Solenoid Connector (cylinder 6)

J400/P400

Engine Timing Calibration Probe Connector

J401/P401

Primary Engine Speed/Timing Sensor Connector

J402/P402

Secondary Engine Speed/Timing Sensor Connector

J403/P403

Accelerator Pedal Position Sensor Connector

J500/P500

Injection Actuation Pressure Control Valve Connector

J501/P501

Air Inlet Heater Relay Connector

J511/P511

Wastegate Control Solenoid Connector

J648/P648

Air Inlet Heater Lamp Connector

J802/P802

Engine Oil Level Switch Connector

22 Troubleshooting Section

Illustration 10 Diagram of components for C7 and C9 engines

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23 Troubleshooting Section

C7 Engines

g01114317

Illustration 11 Typical view of the left side of the C7 engine (1) Fuel pressure sensor (if equipped) (2) J500/P500 Injection actuation pressure control valve connector (3) Injection actuation pressure sensor (4) Engine coolant temperature sensor (5) J300/P300 Injector valve cover entry connector

(6) Air inlet temperature sensor (7) Atmospheric pressure sensor (8) Boost pressure sensor (9) Wastegate control solenoid (10) Primary engine speed/timing sensor (11) Secondary engine speed/timing sensor (12) Engine oil pressure sensor

(13) (14) (15) (16)

Engine oil level switch J2/P2 ECM connector ECM J1/P1 ECM connector

24 Troubleshooting Section

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C9 Engines

g01165339

Illustration 12 Typical view of the left side of the C9 engine (1) Engine coolant temperature sensor (2) Fuel pressure sensor (if equipped) (3) J500/P500 Injection actuation pressure control valve connector (4) Injection actuation pressure sensor (5) Boost pressure sensor

(6) Air inlet temperature sensor (7) J300/P300 Injector valve cover entry connector (8) Atmospheric pressure sensor (9) Wastegate control solenoid (10) Primary engine speed/timing sensor

(11) Secondary engine speed/timing sensor (12) Engine oil pressure sensor (option) (13) J2/P2 ECM connector (14) ECM (15) J1/P1 ECM connector

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25 Troubleshooting Section

Programming Parameters i02305999

Programming Parameters SMCS Code: 1901 Programmable parameters affect the operation of the engine. The parameters are stored in the Engine Control Module (ECM). The parameters are divided into two different types: Customer Specified Parameters – Customer specified parameters allow the vehicle owner to influence the operating technique of the driver. Customer passwords may be required to change the values of customer specified parameters. Refer to Troubleshooting, “Customer Specified Parameters” for additional information. System Configuration Parameters – System configuration parameters affect the emissions of the engine or the power of the engine. Factory passwords may be required to change the values of system configuration parameters. Refer to Troubleshooting, “System Configuration Parameters” for additional information.

4. Flash program the test ECM with the latest available flash file. 5. Start the “Test ECM Mode” on Cat ET. Access the feature through the “Service” menu. Cat ET will display the status of the test ECM and the hours that are remaining for the “Test ECM Mode”. Note: “Test ECM Mode” can only be activated if the engine serial number has not already been programmed during normal operation of the ECM. If the engine serial number is programmed and the ECM is not in “Test ECM Mode”, the ECM can never be used as a test ECM. 6. Use the “Copy Configuration” feature on Cat ET to program the test ECM. Note: If the “ECM Replacement” feature can not be used, program the test ECM with the values from the “Customer Specified Parameters Worksheet” and the values from the System Configuration Parameters. 7. Program the engine serial number into the test ECM. Note: The “Test ECM Mode” must be activated before the engine serial number is programmed into the ECM. 8. Verify that the test ECM fixes the problem.

i02552077

Test ECM Mode SMCS Code: 1901 “Test ECM Mode” is a feature that can be used to help troubleshoot an engine that may have a problem with the Engine Control Module (ECM). This feature allows a standard ECM to be used as a test ECM. This feature eliminates the need to stock a test ECM. 1. Obtain the latest available flash file for the engine. Note: If a newer software version is available for the engine, install the newest software on the suspect ECM. If the new software does not fix the problem continue with this procedure. 2. Use the “Copy Configuration” feature on the Caterpillar Electronic Technician (ET) to copy the parameters from the suspect ECM. Note: If the “ECM Replacement” feature cannot be used, record the programmed values into the “Customer Specified Parameters Worksheet”. Also record the system configuration parameters. 3. Disconnect the suspect ECM. Temporarily connect the test ECM to the engine. Do not mount the test ECM on the engine.

When the “Test ECM Mode” is activated, an internal timer sets a 24 hour clock. This clock counts down only while the ECM is powered and the keyswitch is in the ON position. After the ECM has counted down the 24 hour period, the ECM exits the “Test ECM Mode”. The parameters, the accumulated mileage, and the engine serial number are set. If the test ECM fixes the problem, the vehicle can be released while the “Test ECM Mode” is still active. Once an ECM has been activated in the “Test ECM Mode”, the ECM stays in the “Test ECM Mode” until the timer times out. If the ECM is used as a test ECM for more than one engine, the “Test ECM Mode” must be reactivated. Anytime prior to the “Test ECM Mode” timing out, the ECM can be reset to 24 hours by starting the “Test ECM Mode” on Cat ET.

26 Troubleshooting Section

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i03502923

Customer Passwords SMCS Code: 0785 Customer passwords may be used to protect customer parameters from being changed. Caterpillar Electronic Technician (ET) can be used to change certain parameters. There are some parameters that cannot be changed and there are some applications that do not allow any changes to the programmable monitoring system. The passwords are programmed into the Electronic Control Module (ECM) with the Cat ET. One password may be programmed or both passwords may be programmed. If customer passwords are not programmed, customer parameters may be changed by anyone. To obtain customer passwords, contact the owner of the engine. If the owner has forgotten the customer passwords, customer passwords may be read by using Cat ET. Factory passwords are required in order to read customer passwords. Use the following procedure in order to read customer passwords with Cat ET: 1. Select the “Information” menu. Then select “Passwords”. 2. When the “Factory Password” screen appears, record the information that is listed on the “Factory Passwords Worksheet”. Refer to programming parameters Troubleshooting, “Factory Passwords Worksheet” for additional information. 3. Obtain the factory passwords. The information that is recorded on the “Factory Passwords Worksheet” must be provided. When you obtain the factory passwords, a permanent record of your access is generated at Caterpillar. 4. From the “Factory Password” screen, enter the factory passwords. 5. When the “Read Customer Passwords” screen appears, record the customer passwords. The customer passwords may then be used to change parameters that are customer programmable.

i02306136

ECM Date/Time Stamped Information SMCS Code: 0785

ECM Date/Time Clock The Electronic Control Module (ECM) contains a Date/Time Clock. Typically, the Date/Time Clock indicates the time of day and the date. The clock is used to time stamp the following diagnostic event codes:

• 84-00 Vehicle Overspeed Warning • 84-14 Quick Stop Occurrence • 94-01 Low Fuel Pressure • 100-11 Very Low Oil Pressure • 110-11 Very High Coolant Temperature • 111-11 Very Low Coolant Level • 190-00 Engine Overspeed Warning The ECM also attaches a time stamp to each snapshot.

Adjustment of the ECM Date/Time Clock Do not replace an ECM because of an incorrect time of day. Do not change the ECM Date/Time Clock just because the date or the time is incorrect. Remember that the vehicle may be based in a different time zone. Before adjusting the ECM Date/Time Clock, ask the owner/operator if the time stamped information should be recorded. After the time stamped information is recorded, clear the information before adjusting the ECM Date/Time Clock. This is a very important step if the adjustment of the clock is a big adjustment. This will prevent unnecessary confusion if someone else views the information at a later date. Compare the current time of day on the ECM to the time stamped information in the ECM in order to determine the amount of time that has passed since the occurrence of the time stamped event. Refer to the following example: The Caterpillar Electronic Technician (ET) indicates that a diagnostic code occurred. The 190-00 Engine Overspeed Warning occurred on 19 November 1998 at 10:30:46. Cat ET also indicates that the current time of day in the ECM is 24 November 1998 at 11:20:58. This indicates that the problem occurred in the past (approximately one week and 50 minutes).

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27 Troubleshooting Section

The engine control module's time of day may differ significantly from the current time of day. For example, the month may be incorrect. In this case, ensure that any important time stamped information is recorded before the clock is adjusted. After recording the information, clear the code or the snapshot. Then adjust the clock.

Diagnostic Clock Do not confuse the ECM Date/Time Clock with the diagnostic clock. The diagnostic clock starts at zero when battery power and the key switch input are first applied to the ECM. Then, the diagnostic clock will increment while the key switch and battery power are applied to the ECM. The diagnostic clock is used to time stamp diagnostic codes and event codes. Logged diagnostic codes and logged event codes display the diagnostic clock hour of the first occurrence and the last occurrence and the total number of occurrences.

• The snapshot has been stored for 100 hours.

Snapshot That is Triggered by a Diagnostic Code When certain diagnostic codes occur the ECM records many of the status parameters that are available on Cat ET. The ECM records this information for approximately nine seconds before the code occurs and approximately four seconds after the code occurs.

Snapshot That is Triggered by the Operator A snapshot can be triggered by the operator by using the Cruise Control Set/Resume Switch, or by using Cat ET. Use the following procedure in order to trigger the snapshot with the Cruise Control Set/Resume Switch:

Total Time The “Total Time” is the total cumulative time of engine operation. The “Total Time” can be obtained from the “Current Totals” menu of Cat ET. i02551950

ECM Snapshot SMCS Code: 0785 The Engine Control Module (ECM) can record a snapshot of certain engine parameters and certain vehicle parameters. The snapshot records the parameters for a period of 13 seconds that surround an event. The following events trigger snapshots:

• Certain diagnostic codes • Operator request • Quick Stop event The ECM can store a maximum of two snapshots that are triggered by a diagnostic code, two snapshots that are triggered manually, and one Quick Stop snapshot. The snapshots are stored in a circular buffer. The newest snapshot will replace the oldest snapshot. The ECM stores the snapshots in memory. Snapshots are maintained by the internal battery in the ECM until the snapshots are cleared. The following conditions will clear a snapshot:

• Operator request via the Caterpillar Electronic Technician (ET)

Illustration 13

g00627693

(1) OFF position (2) SET position (3) RESUME position

1. Toggle the switch quickly from the OFF position (1) to the SET position (2). 2. Toggle the switch quickly from the SET position (2) to the RESUME position (3). 3. Toggle the switch quickly from the RESUME position (3) back to the OFF position (1). Note: All three steps must occur within a one second time period in order to take a snapshot. Performing the steps in the reverse order also triggers a snapshot. On Cat ET, the snapshot can be triggered from the Snapshot Recorder Tool. Refer to the instructions on the screen or the system's documentation for help.

28 Troubleshooting Section

Snapshot That is Triggered by a Quick Stop A snapshot can also be recorded for a Quick Stop event if the customer parameter is programmed. The ECM stores the number of occurrences of the Quick Stop event and a snapshot of the latest occurrence. One data record is kept for the most recent Quick Stop event. The previous record is replaced by the most recent record. Each Quick Stop record contains 60 frames of information. Frame 45 is the Quick Stop event. The record contains 44 frames before the Quick Stop event and 15 frames after the Quick Stop event. Each frame is separated by one second. Each frame of the Quick Stop record stores the following data:

• Engine RPM • Throttle Position • Clutch Switch • Vehicle Speed • Cruise Status • Brake Switch

Use of Snapshot Data Use snapshot data only to help determine engine/vehicle operating conditions when an intermittent problem occurs. If an intermittent diagnostic code is causing problems, use the snapshot data. Snapshot data can be used to determine whether the problem occurs under specific circumstances. The following list contains examples of specific circumstances:

• Engine rpm • Range of vehicle speeds • Range of coolant temperatures Use the snapshot data in order to determine the operating conditions that were present during the event. Attempt to duplicate the conditions in order to get the code to recur.

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Do not replace electronic components only because of snapshot data. If too much emphasis is put on snapshot data, the result could be a misdiagnosed root cause. Also when snapshot data that is triggered by a diagnostic code is being viewed, the ECM sets a sensor value with an active diagnostic code to a default value when the code is active. This is the reason that the sensor value suddenly jumps to a specific value at the trigger point and the sensor value remains at the specific value for the rest of the snapshot frames. i02297862

Factory Passwords SMCS Code: 0785 NOTICE Operating the engine with a flash file not designed for that engine will damage the engine. Be sure the flash file is correct for your engine. Note: Factory passwords are provided only to Caterpillar dealers. Factory passwords are required to perform each of the following functions:

• Program a new Electronic Control Module (ECM). When an ECM is replaced, the system configuration parameters must be programmed into the new ECM. A new ECM will allow these parameters to be programmed once without factory passwords. After the initial programming, some parameters are protected by factory passwords.

• Rerate the engine. This may require changing the interlock code, which is protected by factory passwords. This includes the rerate of the multitorque parameter for the engine.

• Clear engine events and certain diagnostic codes. Most engine events require factory passwords in order to clear the code from ECM memory. Clear these codes only when you are certain that the problem has been corrected. For example, the 190-00 Engine Overspeed Warning requires the use of factory passwords in order to clear the code from ECM memory. Factory passwords must also be obtained in order to clear a 252-11 Incorrect Engine Software (59) from memory.

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29 Troubleshooting Section

• Read customer passwords. If the customer passwords are lost, the customer will not be able to change customer parameters. The factory passwords must be obtained in order to read the customer passwords from ECM memory.

• Unlock parameters. Factory passwords are required in order to unlock certain system configuration parameters and customer parameters. If this occasion arises, Cat ET will request factory passwords before the changes are allowed. Note: The “Customer Parameter Lockout” may restrict changing some customer parameters unless factory passwords are obtained. If changing a customer parameter indicates that the factory passwords are required, the parameter has been locked out. Refer to Troubleshooting, “Customer Specified Parameters” for additional information. Since factory passwords contain alphabetic characters, the Caterpillar Electronic Technician (ET) must be used to perform these functions. In order to obtain factory passwords, proceed as if you already have the password. If factory passwords are needed, Cat ET will request the factory passwords and Cat ET will display the information that is required to obtain the passwords. For the worksheet that is used for acquiring factory passwords, refer to Troubleshooting, “Factory Passwords Worksheet”.

2. Select “WinFlash” from the “Utilities” menu on Cat ET. Note: If “WinFlash” will not communicate with the ECM, refer to troubleshooting without a diagnostic code Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”. 3. Program the flash file into the ECM. a. Select the engine ECM under the “Detected ECMs”. b. Press the “Browse” button in order to select the name of the flash file that will be programmed into the ECM. c. When the correct flash file is selected, press the “Open” button. d. Verify that the “File Values” match the application. If the “File Values” do not match the application, obtain the correct flash file. e. When the correct flash file is selected, press the “Begin Flash” button. f. Cat ET will indicate when flash programming has been successfully completed. 4. Start the engine and check for proper operation. Repair any active diagnostic or event codes.

“WinFlash” Error Messages i02419726

Flash Programming SMCS Code: 1901-591 Flash Programming – This is a method of programming or updating the flash file in an engine's Electronic Control Module (ECM). Caterpillar Electronic Technician (ET) is used to flash program a file into the memory of the engine's ECM. If you do not have the flash file, use the “Flash File Search” tool on the Service Technician Workbench (STW) to obtain the flash file for your engine. Alternatively, use the “Service Software Files” feature on SIS Web to obtain the flash file for your engine. You must have the engine serial number in order to search for the flash file. After locating the correct flash file, download the flash file to your PC. Write down the name of the flash file for future reference.

If you receive any error messages during flash programming, click on the “Cancel” button in order to stop the process. Access the information about the “ECM Summary” under the “Information” menu. Make sure that you are flashing the correct file for your engine. i02502741

Injector Trim File SMCS Code: 1290 The Caterpillar Electronic Technician (ET) is used to load the injector trim files into the Electronic Control Module (ECM). The injector trim files must be loaded into the ECM if any of the following conditions occur:

• An injector is replaced.

Programming a Flash File

• The ECM is replaced.

1. Establish communication between Cat ET and the engine's ECM.

• A 253-02 diagnostic code is active. • Injectors are exchanged between cylinders.

30 Troubleshooting Section

SENR9517-19

Exchanging Injectors Exchanging injectors can help determine if a combustion problem is in the injector or in the cylinder. If two injectors that are currently installed in the engine are exchanged between cylinders, the injector trim files can also be exchanged. Press the “Exchange” button at the bottom of the “Injector Trim Calibration” screen on Cat ET. Select the two injectors that will be exchanged and press the “OK” button. The tattletale for the injectors that were exchanged will increase by one. Note: The injector serial number and the injector confirmation code are located on the injector. Cat ET may require the entry of injector confirmation code during this process. Cat ET will prompt you for the code, if necessary. 1. Record the injector serial number and the injector confirmation code for each injector. 2. Click on “Service Software Files” in SIS Web. 3. Enter the serial number for the injector in the search field. 4. Download the injector trim file to the PC. Repeat this procedure for each injector, as required. 5. Connect Cat ET to the service tool connector. Refer to Troubleshooting, “Electronic Service Tools” for details. 6. Turn the keyswitch to the ON position. 7. Select the following menu options on Cat ET:

• “Service” • “Calibrations” • “Injector Trim Calibration” 8. Select the appropriate cylinder. 9. Click on the “Change” button. 10. Select the appropriate injector trim file from the PC. 11. Click on the “Open” button. 12. If you are prompted by Cat ET, enter the injector confirmation code into the field. 13. Click on the “OK” button. The injector trim file is loaded into the ECM. 14. Repeat the procedure for each cylinder, as required.

i02278907

Service Information Report SMCS Code: 0336 After verifying the correct repair has been performed on the engine, it is critical to provide brief, detailed information. This information helps Caterpillar better serve you and the customer.

Recommendations Customer's Complaint Obtain as much information from the customer as possible. Investigate any written information that is available and document any information that is gathered from the customer. The following information is of particular importance:

• Indicate if the diagnostic lamp was flashing. • Indicate if the warning lamp was flashing, or if the lamp was on continuously.

• Indicate the symptoms of engine operation that are present.

Be as specific as possible.

Cause of Failure Comments on the cause of failure should include the number of diagnostic codes that were logged. Comments should also indicate if the code was an active code. Indicate the source of the problem. Also indicate the method that was used to discover the problem. Examples of the methods that were used to discover the problem could be one of the following methods:

• A specific procedure in the manual was followed. • A visual inspection indicated that wire abrasion on the engine harness existed.

• An engine dynamometer test indicated that the

power was below the specification at 1700 rpm due to the loss of the no. 4 injector and an engine dynamometer test indicated that the power was below the specification at all engine speeds above 1700 rpm due to the loss of the no. 4 injector.

Be as specific as possible.

Repair Procedure Comments on the repair procedure should include the following types of information:

• The wiring harness was repaired.

SENR9517-19

• The Full Load Setting (FLS) was changed per the factory's instructions.

Be as specific as possible.

31 Troubleshooting Section

32 Troubleshooting Section

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Customer Specified Parameters

A locked out parameter also provides an audit trail. The audit trail can be used to determine the following information: i02194925

Customer Specified Parameters SMCS Code: 1901 Customer specified parameters allow the vehicle owner to influence the operating technique of a driver. Some parameters may affect engine operation in a way that would not be expected by an inadequately trained driver. These parameters may lead to power or performance complaints even though the engine's performance is within the engine performance specification. Customer parameters may be changed repeatedly as a customer's operation changes or as new drivers are assigned to a truck. Customer passwords may be required to change these parameters. The following information is a brief description of the customer specified parameters. The following parameter values are included with the descriptions:

• Minimum • Maximum • Default The tables show values in an approximate range for metric units that is followed by the metric conversion to English units. The exact range of the parameter in metric units depends on the service tool that is being used. Each tool may use slightly different conversion factors.

Customer Parameter Lockout The customer parameter lockout is available in order to restrict access to changing some of the available parameters. Locking out a parameter requires customer passwords (if used). Once a parameter is locked out, factory passwords are required to change the parameter. Also, once a parameter is locked out, factory passwords are required to unlock the parameter. If a lockable parameter is not locked out, factory passwords are not required. A locked out parameter restricts the parameter from being changed directly by the customer. This helps vehicle owners that are encountering problems with operators that are obtaining customer passwords and altering some of these parameters.

• Time of change • Operator during change The following customer parameters are available for lockout:

• “A/C Pressure Switch Fan-On Time” • “Battery Monitor and Engine Control Voltage ” • “Battery Monitor and Low Idle Engine Speed” • “High Cruise Control Speed Set Limit” • “High Speed Range Axle Ratio” • “Low Speed Range Axle Ratio” • “Max PTO Vehicle Speed” • “Soft Vehicle Speed Limit” • “Top Engine Limit” • “Transmission Style” • “Two Speed Axle Switch” • “Vehicle ID” • “Vehicle Speed Cal (J1939-ABS)” • “Vehicle Speed Cal (J1939-Trans)” • “Vehicle Speed+ Calibration” • “Vehicle Speed Limit” • “VSL Protection” When an attempt to change a locked out parameter occurs, the “Factory Password” screen will come up. If changing the parameter is required, follow the instructions on the service tool display. Factory passwords are also required to change a parameter from a locked parameter to an unlocked parameter. If more than one parameter is locked out, and each one needs to be unlocked, one factory password is required.

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33 Troubleshooting Section

i02195048

Customer Specified Parameters Table SMCS Code: 1901 Table 8

Customer Specified Parameters Possible Values

Default Value

Dependent on engine power

-

17 Digits Available characters are dependent on the service tool that is used.

Not Programmed

GM Other

Not Programmed

GM 530/540 GMT-560

GM 530/540

GM: 2485 to 238080 PPKM (4000 to 384000 PPM) Other: 2485 to 238080 PPKM (4000 to 384000 PPM)

19884 PPKM (32000 PPM) Not Programmed

“Vehicle Speed CAL (J1939-Trans)”

0 to 43000 rev per km (0 to 65000 rev per mile)

Not Programmed

“Vehicle Speed CAL (J1939-ABS)”

0 to 6.550

Not Programmed

GM: 48 to 121 km/h (30 to 75 mph) Other: 48 to 204 km/h (30 to 127 mph)

GM: 121 km/h (75 mph) Other: 204 km/h (127 mph)

1700 to TEL rpm

TEL rpm

(2.0 to 500.0 PPR)

GM 530/540: (17.5 PPR) GMT-560: (2.0 PPR) Other: (134.0 PPR)

Yes No

No

“Low Speed Range Axle Ratio”

0.00 to 19.99

0.00

“High Speed Range Axle Ratio”

0.0 to 9.99

0.00

“Low Cruise Control Speed Set Limit”

GM: 40 to 121 km/h (25 to 75 mph) Other: 24 to 204 km/h (15 to 127 mph)

GM: 40 km/h (25 mph) Other: 204 km/h (127 mph)

“High Cruise Control Speed Set Limit”

GM: 48 to 121 km/h (30 to 75 mph) Other: 32 to 204 km/h (20 to 127 mph)

GM: 121 km/h (75 mph) Other: 204 km/h (127 mph)

Coast Latch Manual

Manual

Set/Decel-Res/Accel Set/Accel-Res/Decel

GM: Set/Decel Other: Set/Accel

Yes No

GM: No Other: Yes

ECM Parameter Engine Rating Parameter “Rating Number” Vehicle ID “Vehicle ID”

+Truck Manufacturer “Truck Manufacturer” (C7 Engines) “Truck Model Type” (C7 Engines) Vehicle Speed Parameters “Vehicle Speed Calibration”

“Vehicle Speed Limit (VSL)” “VSL Protection” “Tachometer Calibration”

“Soft Vehicle Speed Limit”

Cruise Control Parameters

“Engine Brake Mode”

“Cruise/Idle/PTO Switch Configuration” “Soft Cruise Control”

(continued)

34 Troubleshooting Section

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(Table 8, contd)

Customer Specified Parameters ECM Parameter

Possible Values

Default Value

5 to 16 km/h (3 to 10 mph)

0 km/h (0 mph)

2 to 24 km/h (1 to 15 mph)

2 km/h (1 mph)

700 to TEL rpm

TEL rpm

(5 to 1000 rpm/sec)

(50 rpm/sec)

5 to 500 rpm

20 rpm

“Fast Idle RPM 1”

700 to TEL rpm

1000 rpm

“Fast Idle RPM 2”

700 to TEL rpm

0 rpm

“Warm up Mode Idle Speed”

700 to 1400 rpm

1000 rpm

Off Cab Switches Remote Switches Remote Throttle

Off

700 to TEL rpm

TEL rpm

“PTO Engine RPM Set Speed”

Low idle to PTO TEL rpm

0 rpm

“PTO Engine RPM Set Speed A”

Low Idle to PTO TEL rpm

0 rpm

“PTO Engine RPM Set Speed B”

Low Idle to PTO TEL rpm

0 rpm

Yes No

No

“Maximum PTO Enable Speed”

700 to TEL rpm

TEL rpm

“PTO Cab Controls RPM Limit”

Low idle rpm TEL rpm PTO TEL rpm

TEL rpm

“PTO Kickout Vehicle Speed Limit”

2 to 204 km/h (1 to 127 mph)

2 km/h (1 mph)

Maximum PTO Vehicle Speed

5 to 204 km/h (3 to 127 mph)

204 km/h (127 mph)

135 N·m (100 lb ft) to Rated Torque

2712 N·m (2000 lb ft)

3 to 1440 minutes

0 minutes

Normal Continuous

Normal

None Warm Up Only Exhaust Brake Only Exhaust Brake & Warm Up

GM 530/540: Exhaust Brake Only GMT-560: None Other: Exhaust Brake Only

1500 to TEL rpm

TEL rpm

2 to 24 km/h (1 to 15 mph)

2 km/h (1 mph)

1500 to TEL rpm

TEL rpm

16 to 80 km/h (10 to 50 mph)

16 km/h (10 mph)

1700 to TEL rpm

TEL rpm

GM: 48 to 121 km/h (30 to 75 mph) Other: 48 to 204 km/h (30 to 127 mph)

GM: 121 km/h (75 mph) Other: 204 km/h (127 mph)

“Auto Retarder in Cruise (0 = Off)” Idle Parameters “Idle Vehicle Speed Limit” “Idle RPM Limit” “Idle/PTO RPM Ramp Rate” “Idle/PTO Bump RPM”

PTO Parameters “PTO Configuration”

“PTO Top Engine Limit”

“PTO to Set Speed”

“Torque Limit” “PTO Shutdown Time” “PTO Activates Cooling Fan” Exhaust Brake Options “Exhaust Brake Warm Up Enable”

Engine/Gear Speed Limit Parameters “Lower Gears Engine RPM Limit” “Lower Gears Turn Off Speed” “Intermediate Gears Engine RPM Limit” “Intermediate Gears Turn Off Speed” “Gear Down Protection RPM Limit” “Gear Down Protection Turn On Speed”

(continued)

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35 Troubleshooting Section

(Table 8, contd)

Customer Specified Parameters ECM Parameter

Possible Values

Default Value

“Top Engine Limit (TEL)”

Dependent on the engine and the rating

Dependent on the engine rating

“Low Idle Engine RPM”

700 to 800 rpm

700 rpm

GM: Universal Manual Option 1 GM: Manual Option 2 Automatic Option 1 Automatic Option 2 Automatic Option 3 Automatic Option 4 AT/MT/HT Option 1 AT/MT/HT Option 2 AT/MT/HT Option 3 AT/MT/HT Option 4

GM 530/540: Universal GMT-560: Manual Option 2 Other: Manual Option 1

Low (80% Enable/65% Disabel) Medium (70% Enable/55% Disable) High (60% Enable/45% Disable)

High (60% Enable/45% Disable)

Automatic Off

Off

Min/Max Min/Max with Speed Control Full Range

Full Range

“Battery Monitor & Engine Control Voltage”

0 to 25.5 Volts

GM 530/540: 0 Volts GMT-560: 11.5 Volts Other: 0 Volts

“Battery Monitor Low Idle Speed Monitor”

700 to TEL rpm

1000 rpm

3 to 1440 minutes

0 minutes

Yes No

Yes

0 to 600 seconds

0 seconds

Yes No

Yes

“Engine Monitoring Mode”

Warning Shutdown Derate

GM 530/540: Warning GMT-560: Derate Other: Warning

“Engine Monitoring Lamps” (GM 530/540 & Other)

GM 530/540: Warning Lamp Other GM 530/540: High Coolant Temp Warning Lamp Other: Option 1

GM 530/540: Warning Lamp Other: Warning Lamp

No 4 Pin GMT-560: 2-pin switch Other: 2 Wire Float Sensor

GM 530/540: No GMT-560: 2-Pin Switch Other: No

Installed Not Installed

GM 530/540: Not Installed GMT-560: Installed Other: Not Installed

“Transmission Style”

“AT/MT/HT Part Throttle Shift Speed”

“Starting Aid Output” “Governor Type”

Smart Idle Parameters

Timer Parameters “Idle Shutdown Time” “Allow Idle Shutdown Override” “A/C Switch Fan-On Time” “Fan with Engine Brake On” Engine Monitoring Parameters

“Coolant Level Sensor”

“Engine Oil Pressure Sensor”

(continued)

36 Troubleshooting Section

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(Table 8, contd)

Customer Specified Parameters ECM Parameter

Possible Values

Default Value

“Engine Oil Pressure Sensor”

Installed Not Installed

GM 530/540: Not Installed GMT-560: Installed Other: Not Installed

“Fuel Pressure Sensor”

Installed Not Installed

Installed

“Oil Level Switch” (GMT-560)

Installed Not Installed

GMT-560: Installed

OFF Manual Distance Manual Hours Automatic Distance Automatic Hours

GM 530/540: Off GMT-560: Automatic Distance Other: Off

Manual Distance: 8050 to 56325 km (5000 to 35000 miles) Manual Hours: 100 to 750 hours

GM 530/540: 1900 kilometers (1200 miles) or 250 hours GMT-560: 1900 kilometers (1200 miles) or 250 hours Other: 24140 km (15000 miles)

19 to 57 L (20 to 60 qt)

GM 530/540: 21 L (22 qt) GMT-560: 21 L (22 qt) Other: 31 L (33 qt)

“Dash - PM 1 Reset”

Yes No

GM 530/540: No GMT-560: Yes Other: No

“Dash - Customer Parameters”

Yes No

No

Yes No Auto-Enable

No

“Theft Deterrent Password”

Four Characters Available characters are dependent on the service tool that is used.

0000

“Quick Stop Rate”

0 to 205 km/h (0 to 128 mph) per second

0 km/h (0 mph) per second

None J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

J1/P1:62 J1939

J1/P1:62

None J1/P1:16 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“Ignore Brake/Clutch Switch”

None J1/P1:47

None

“2-Speed Axle Switch”

None J1/P1:6

None

Maintenance Parameters “Maintenance Indicator Mode”

“PM 1 Interval (Manual Maintenance Indicator Mode)”

“Engine Oil Capacity”

Trip Parameters

“Theft Deterrent System Control”

Input Selections “Fan Override Switch”

“Transmission Neutral Switch” “Exhaust Brake Switch”

(continued)

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37 Troubleshooting Section

(Table 8, contd)

Customer Specified Parameters ECM Parameter

Possible Values

Default Value

“Vehicle Speed Input”

None J1/P1:32 & J1/P1:33 J1939-ABS J1939-Trans

J1/P1:32 & J1/P1:33

“PTO On/Off Switch”

J1/P1:56 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:56

“Remote PTO Set Switch”

None J1/P1:58 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:58

“Remote PTO Resume Switch”

None J1/P1:60 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:60

“PTO Engine Shutdown Switch”

None J1/P1:7 J1/P1:23

None

“Torque Limit Switch”

None J1/P1:7 J1/P1:23

None

“PTO Engine RPM Set Speed Input A”

None J1/P1:46 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“PTO Engine RPM Set Speed Input B”

None J1/P1:7 J1/P1:23

None

“Diagnostic Enable”

None J1/P1:46 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“Cruise Control On/Off Switch”

J1/P1:59 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:59

“Cruise Control Set/Resume/Accel/ Decel Switch”

J1/P1:35 & J1/P1:44 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:35 & J1/P1:44

“Cruise Control Pause Switch”

None J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“Clutch Pedal Position Switch”

J1/P1:22 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:22

(continued)

38 Troubleshooting Section

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(Table 8, contd)

Customer Specified Parameters ECM Parameter

Possible Values

Default Value

J1/P1:45 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:45

“Accelerator Pedal Position”

J1/P1:66

J1/P1:66

“A/C High Pressure Switch” (GM 530/540 & Other)

None J1/P1:41

J1/P1:41 GM 530/540: J1/P1:41

“A/C Fan Request Switch” (GM 530/540)

None J1/P1:41 J1/P1:62

GM 530/540: J1/P1:62

None On/Off PWM On/Off DC Variable Speed Fan Option S

None

“PTO Active Output Configuration”

None J1/P1:19

None

“PTO Switch On Lamp”

None J1/P1:30

J1/P1:30

Fast Idle Enable Lamp (GMT-560 & Other)

None J1/P1:21 J1/P1:31

GMT-560: J1/P1:21 Other: J1/P1:31

“Wait To Start Lamp” (Other)

None J1/P1:31 J1939

None

“Engine Running Output” (GMT-560)

None J1/P1:31

GMT-560: J1/P1:31

“Change Oil Lamp”

None J1/P1:30

None

“Primary Fuel Level Tank Capacity” (GMT-560)

None 95 L (25 US gal) 130 L (35 US gal) 190 L (50 US gal)

GMT-560: 190 L (50 US gal)

“Secondary Fuel Level Tank Capacity” (GMT-560)

None 95 L (25 US gal) 130 L (35 US gal) 190 L (50 US gal)

GMT-560: None

“Customer Password #1”

8 Characters Available characters are dependent on the service tool that is used.

Not Programmed

“Customer Password #2”

8 Characters Available characters are dependent on the service tool that is used.

Not Programmed

None J1939

GM 530/540: J1939 GMT-560: J1939 Other: None

“Service Brake Pedal Position Switch #1”

Output Selections “Fan Control Type”

Customer Passwords

Data Link Parameters “Powertrain Data Link”

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39 Troubleshooting Section

i02374180

Customer Specified Parameters Worksheet SMCS Code: 1901 Table 9

Selected Engine Rating Rating Number

Table 14

Idle Parameters Idle Vehicle Speed Limit Idle RPM Limit Idle/PTO RPM Ramp Rate (rpm/sec) Idle/PTO Bump RPM Fast Idle RPM (1) Fast Idle RPM (2)

Table 10

ECM Identification Parameters Vehicle ID

Warm Up Mode Idle Speed Table 15

Dedicated PTO Parameters Table 11

Truck Manufacturer Parameters Truck Manufacturer Truck Model Type

PTO Configuration PTO Top Engine Limit PTO Engine RPM Set Speed PTO Engine RPM Set Speed Input A

Table 12

Vehicle Speed Parameters Vehicle Speed Calibration (PPM)

PTO Engine RPM Set Speed Input B PTO to Set Speed

Vehicle Speed CAL (J1939-Trans)

Maximum PTO Enable Speed

Vehicle Speed CAL (J1939-ABS)

PTO Cab Throttle Control RPM Limit

Vehicle Speed Limit (VSL) VSL Protection (rpm)

PTO Kickout Vehicle Speed Limit

Tachometer Calibration (PPR)

Maximum PTO Vehicle Speed

Soft Vehicle Speed Limit

Torque Limit

Low Speed Range Axle Ratio

PTO Shutdown Time

High Speed Range Axle Ratio

PTO Activates Cooling Fan Table 16

Exhaust Brake Options

Table 13

Cruise Control Parameters Low Cruise Control Speed Set Limit High Cruise Control Speed Set Limit Engine Brake Mode Cruise/Idle/PTO Switch Configuration Soft Cruise Control Auto Retarder in Cruise (0 = Off)

Exhaust Brake Configuration

40 Troubleshooting Section

Table 17

SENR9517-19

Table 20

Engine Monitoring Parameters

Engine/Gear Parameters Lower Gears Engine RPM Limit Lower Gears Turn Off Speed Intermediate Gears Engine RPM Limit Intermediate Gears Turn Off Speed Gear Down Protection RPM Limit Gear Down Protection Turn On Speed Top Engine Limit (TEL) Low Idle Engine rpm Transmission Style AT/MT/HT Part Throttle Shift Speed Governor Type

Engine Monitoring Mode Engine Monitoring Lamps (GM only) Engine Monitoring Lamps Option 1 (Other only) Coolant Level Sensor Engine Oil Pressure Sensor Fuel Pressure Sensor (if equipped) Oil Level Switch Installation Status GMT-560 Only Table 21

Maintenance Parameters Maintenance Indicator Mode PM 1 Interval (Distance/Hrs.)

Table 18

Smart Idle Parameters Battery Monitor & Engine Control Voltage Battery Monitor Low Idle Speed Monitor

Engine Oil Capacity Quarts/Liters Table 22

Trip Parameters Dash - PM 1 Reset

Table 19

Timer Parameters

Dash - Customer Parameters

Idle Shutdown Time (minutes)

Theft Deterrent Control System

Allow Idle Shutdown Override

Theft Deterrent Password

A/C Switch Fan-On Time Fan with Engine Brake On

Quick Stop Rate

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41 Troubleshooting Section

Table 23

Table 25

Fuel Tank Parameters

Input Selections Fan Override Switch Transmission Neutral Switch Exhaust Brake Switch Ignore Brake/Clutch Switch 2-Speed Axle Switch

Primary Fuel Level Tank Size GMT-560 Only Secondary Fuel Level Tank Size GMT-560 Only Table 26

Vehicle Speed Input PTO Engine Shutdown Switch Torque Limit Switch PTO Engine RPM Set Speed Input A PTO Engine RPM Set Speed Input B Diagnostic Enable Cruise Control On/Off Switch Cruise Control Set/Resume Switch

Customer Passwords Customer Password (1) Customer Password (2) Table 27

Data Link Parameters Power train Data Link

Current Totals Worksheet Table 28

Lifetime Totals

Cruise Pause Switch

Total Time

Clutch Pedal Position Switch

Total PTO Time

Service Brake Pedal Position Switch #1

Total Distance

Accelerator Pedal Position A/C High Pressure Switch A/C Fan Request Switch GMT-560 Only

Total Idle Time

Total Fuel Total PTO Fuel Total Idle Fuel

i02374186

Table 24

Output Selections Fan Control Type PTO Active Output Configuration PTO Switch On Lamp Fast Idle Enable Lamp Wait To Start Lamp This feature is only available when “Truck Manufacturer” is programmed to “Other”. Engine Running Output GMT-560 only Change Oil Lamp Starting Aid Output

Cruise Control Parameters SMCS Code: 1901

“Low Cruise Control Speed Set Limit” The “Low Cruise Control Speed Set Limit” parameter defines the lowest vehicle speed that will allow the cruise control to be set. Programming this parameter to the maximum value disables cruise control. Table 29

Application

Minimum

Maximum

Default

Other

24 km/h (15 mph)

204 km/h (127 mph)

204 km/h (127 mph)

GM

40 km/h (25 mph)

121 km/h (75 mph)

40 km/h (25 mph)

42 Troubleshooting Section

SENR9517-19

“High Cruise Control Speed Set Limit” The “High Cruise Control Speed Set Limit” parameter defines the highest vehicle speed that will allow the cruise control to be set. If a driver attempts to set a vehicle speed higher than this limit, the high cruise control set limit will be the cruise set speed. If the “High Cruise Control Speed Set Limit” parameter is programmed to a value that is greater than the “Vehicle Speed Limit” parameter, the cruise control switches can be used to exceed the programmed vehicle speed limit. Table 30

Application

Minimum

Maximum

Default

Other

32 km/h (20 mph)

204 km/h (127 mph)

204 km/h (127 mph)

GM

48 km/h (30 mph)

121 km/h (75 mph)

121 km/h (75 mph)

“Auto Retarder In Cruise” The “Auto Retarder In Cruise” parameter defines the vehicle speed in kilometers per hour (km/h) or miles per hour (mph) above the cruise set speed when the engine retarder will be activated. The engine retarder switch must be in the ON position and the cruise control must be set for this feature to operate. This parameter affects the engine while the cruise control is activated. Programming the “Auto Retarder In Cruise” parameter to “0” disables this feature. If soft cruise control is programmed to “Yes”, the retarder will not come on until the vehicle speed is at least 8 km/h (5 mph) above the cruise set speed. Note: Some transmissions will down shift when the engine retarder engages. The Caterpillar recommended setting for the “Auto Retarder in Cruise” parameter is 8 km/h (5 mph) in order to reduce the constant down shifting. The “Auto Retarder In Cruise” will turn off once the vehicle speed has been reduced by 3 km/h (2 mph).

“Exhaust Brake Mode” The “Exhaust Brake Mode” parameter determines the operation of the engine brake while the cruise control on/off switch is in the ON position, but the engine is not in cruise control. This feature does not determine, and the feature does not allow the operation of the engine brake while the engine is in cruise control. When the “Exhaust Brake Mode” is programmed to the coast mode, the engine brake is enabled only while the service brakes are being applied. When the Engine Control Module (ECM) is programmed to the latch mode, the engine brake stays enabled after the service brakes are released. A direct, immediate pressure on the brake pedal latches the engine brake in the ON position. The engine brake will remain in the ON position until the accelerator pedal is depressed. When the “Exhaust Brake Mode” is programmed to the manual mode, the engine brake operates independently of the cruise control status. The engine brake operates with the application and the release of the service brake in the coast mode. The engine brake turns on with the application of the service brakes in the latch mode. The engine brake stays on even when the service brakes are released. Table 31

Alternative

Default

Coast Latch

Manual

Table 32

“Soft Cruise” NO Minimum

Maximum

Default

5 km/h (3 mph)

16 km/h (10 mph)

0 km/h (0 mph)

“Cruise/Idle/PTO Switch Configuration” “Cruise/Idle/PTO Switch Configuration” defines the function of the set/resume switch for “Accel” mode and “Decel” mode. This parameter affects cruise control mode, idle mode and PTO mode. Table 33

Alternative

Default

Set/Decel-Res/Accel

Set/Accel-Res/Decel

“Soft Cruise Control” “Soft Cruise Control” provides an 8 km/h (5 mph) operating range around the cruise control set speed in order to provide a smoother cruise control. “Soft Cruise Control” controls the cruise speed within the following range:

• 4 km/h (2.5 mph) below the set vehicle speed at full load

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43 Troubleshooting Section

• 4 km/h (2.5 mph) above the set vehicle speed at no load

Note: A 231-11 J1939 Data Link Fault will occur if the parameter for the power train data link is set to “J1939” without a J1939 chassis electronic control system on the vehicle. The J1939 chassis electronic control system is used to communicate with the engine ECM. Table 35

Manufacturer

Alternative

Default

GM

None

J1939

Other

J1939

None

i02202187

Dedicated PTO Parameters SMCS Code: 1901

“PTO Configuration” g00670797

Illustration 14 Soft Cruise control and soft vehicle speed limit Table 34

Application

Alternative

Default

Yes

No

No

Yes

GM 530/540 GMT-560 Other

i02203227

Data Link Parameters

The “PTO Configuration” parameter determines the features that are available and the input signals that are used for dedicated PTO applications. If this parameter is programmed to “Off”, the Engine Control Module (ECM) does not use the following configurations for the PTO. In order for the ECM to utilize the remaining parameters that are used for the PTO configuration, a PTO on/off circuit must be connected to J1/P1-56 Input #1 of the ECM. Also connect a PTO switch on lamp to J1/P1-30 Output #1 of the ECM . If the “PTO Configuration” parameter is programmed to “Cab Switches”, the ECM will use the signals from the following two cab switches for PTO and cruise control:

SMCS Code: 1901

• J1/P1-35 PTO set switch

“Powertrain Data Link”

• J1/P1-44 PTO resume switch

This parameter must be programmed to “J1939” in order to receive any switch inputs from the J1939 data link. This parameter determines if the Engine Control Module (ECM) will communicate to a chassis component through the J1939 data link. If the vehicle is not using the data link for communication to the chassis components, program this parameter to “None”. The following systems are examples of chassis components:

• Traction control systems • Anti-lock brake systems • Electronically controlled transmissions

If the “PTO Configuration” parameter is programmed to “Remote Switches”, the ECM will monitor the inputs that have been programmed for the remote control switches. All cab switches that are used for PTO control will be ignored when the PTO on/off circuit is on. If the “PTO Configuration” parameter is programmed to “Remote Throttle”, the ECM will monitor J1/P1-68 Input #8 for the remote throttle input. The ECM will monitor the inputs that have been programmed for the remote control switches. All cab switches for the PTO control will be ignored when the PTO on/off circuit is on.

44 Troubleshooting Section

SENR9517-19

Table 36

Alternative

Default

Cab Switches Remote Switches Remote Throttle

Off

“PTO Top Engine Limit” The “PTO Top Engine Limit” is the top engine limit that is available during PTO operation. Note: The “PTO Configuration” parameter must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” before this parameter can be programmed. Table 37

Minimum

Maximum

Default

700

TEL rpm

TEL rpm

“PTO Engine RPM Set Speed” The “PTO Engine RPM Set Speed” parameter defines a preset value for the engine speed during PTO operation. The engine will proceed to this speed when the PTO on/off circuit is turned on or after the PTO set switch is actuated one time. The “PTO Configuration” parameter must be programmed to “Cab Switches” or to “Remote Switches” for this parameter to be enabled. Consider the following operational conditions during the setup of this parameter:

• This parameter must be programmed higher than the programmed low idle of the engine.

• If the “PTO to Set Speed” is programmed to a

higher value than the “PTO Top Engine Limit”, the set speed will be limited by the lower “PTO Top Engine Limit”.

• In order for the PTO to operate at one rpm set speed above the engine's low idle, program the “PTO Top Engine Limit” to the same rpm as the “PTO Engine RPM Set Speed”. • In order for the PTO to operate at two rpm set

speeds above the engine's low idle, program this parameter to some intermediate value between the low idle setting and the “PTO Top Engine Limit”.

To operate the PTO in the above example, place the PTO on/off switch to the ON position. Toggle the set switch once in order to cause the rpm to advance to the “PTO Engine RPM Set Speed”. Toggle the set switch again in order to increase the engine rpm to the “PTO Top Engine Limit”. Toggling the resume switch decreases the engine rpm to the previous set speed. Table 38

Minimum

Maximum

Default

Low Idle rpm

PTO TEL rpm

0 rpm

“PTO Engine RPM Set Speed A” The “PTO Engine RPM Set Speed A” parameter provides a preset value for a primary engine rpm during PTO operation. All other speed control switches will be ignored during the use of this feature. If the switch for the PTO on/off circuit is on and the switch that is used for the PTO engine RPM set speed A is placed in the ON position then the engine rpm will proceed to the programmed value. The engine speed will remain at this engine speed until the switch is turned off or one of the kickout controls for the PTO is activated. If a kickout control is activated, the engine will return to low idle rpm. The “PTO Configuration” parameter must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” for this feature to be enabled. The “PTO Engine RPM Set Speed Input A” parameter must be programmed to J1/P1-46 for this feature to function. Note: This parameter can be used in conjunction with the “PTO to Set Speed” and the “PTO Engine RPM Set Speed B” features for multiple speed PTO operation. If this feature is used in this manner, the PTO engine rpm set speed A feature will override the controls that are mentioned above. Table 39

Minimum

Maximum

Default

Low Idle rpm

PTO TEL rpm

0 rpm

“PTO Engine RPM Set Speed B” The “PTO Engine RPM Set Speed B” parameter provides a preset value for a secondary engine rpm during PTO operation. The speed control switches except PTO engine RPM set speed A will be ignored during the use of this feature. The following switch positions are necessary for the operation of this feature:

• The switch for the PTO on/off circuit is on. • The switch that is used for the PTO engine RPM set speed A is off.

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45 Troubleshooting Section

• The switch that is used for the PTO engine RPM set speed B is on.

If all of the conditions that are stated above are satisfied then the engine rpm will be ramped to the programmed value. The engine will remain at this engine speed until one of the following conditions are present:

• The switch that is used for the PTO engine RPM set speed B is placed in the OFF position.

“Maximum PTO Enable Speed” The “Maximum PTO Enable Speed” parameter specifies the maximum engine speed for the engagement of the PTO mode. The PTO mode will engage when the engine rpm is less than or equal to the programmed limit. Table 42

Minimum

Maximum

Default

700 rpm

TEL rpm

TEL rpm

• The switch that is used for the PTO engine RPM set speed A is turned on.

“PTO Cab Throttle RPM Limit”

• One of the kickout controls for the PTO is activated. If any of the conditions that are stated above are satisfied the engine will return to low idle rpm. Note: This parameter can be used in conjunction with the “PTO to Set Speed” feature and the “PTO Engine RPM Set Speed A” feature for multiple speed PTO operation. If this feature is used in this manner, the PTO engine rpm set speed A feature will override all of the controls that are mentioned above.

The “PTO Cab Throttle RPM Limit” parameter defines the top engine rpm limit of the cab's accelerator pedal position sensor when the following conditions exist:

• The “PTO Configuration” is programmed to “Cab Switches”.

• The PTO on/off switch is in the ON position. This parameter is intended to prevent engine overspeed when the dedicated PTO is used.

The “PTO Engine RPM Set Speed Input B” parameter must be programmed to J1/P1-7 or to J1/P1-23 for this feature to function.

This feature will have the following effect on PTO operation:

Table 40

• The cab controls are ignored if this parameter is

Minimum

Maximum

Default

Low Idle rpm

PTO TEL rpm

0 rpm

“PTO to Set Speed” The “PTO to Set Speed” parameter enables the engine to be ramped to the PTO Engine RPM Set Speed when the PTO is activated. When the PTO is activated with this parameter set to “Yes”, the engine speed will ramp to the speed parameter's preset value at a rate that is determined by the “Idle/PTO RPM Ramp Rate” parameter. The “PTO Engine RPM Set Speed A” and “PTO Engine RPM Set Speed B” parameters will override this feature. If this parameter is programmed to “No” the PTO Engine RPM Set Speed will be disabled and the ramp up to the designated engine speed will not take place. Note: This parameter is not available when “PTO Configuration” is programmed to “Remote Throttle”.

programmed to “Low Idle”.

• The engine will operate to the top engine limit

that has been programmed if this parameter is programmed to “TEL”.

• The engine will operate at the PTO top engine

limit that has been programmed if the parameter is programmed to “PTO TEL”.

Note: “PTO Configuration” must be programmed to “Cab Switches” for this parameter to function. If “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”, the ECM will always ignore the cab controls when the PTO on/off circuit is on. Table 43

Alternative

Default

Low Idle PTO TEL

TEL

“PTO Kickout Vehicle Speed Limit ”

Table 41

Alternative

Default

Yes

No

The “PTO Kickout Vehicle Speed Limit ” parameter defines the maximum vehicle speed for setting or for maintaining a set engine rpm while the PTO is in operation. If the vehicle's speed signal exceeds this value, the engine will not maintain the set engine rpm.

46 Troubleshooting Section

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“PTO Shutdown Time”

Table 44

Minimum

Maximum

Default

2 km/h (1 mph)

204 km/h (127 mph)

2 km/h (1 mph)

“Maximum PTO Vehicle Speed” The “Maximum PTO Vehicle Speed” parameter specifies the maximum vehicle speed that is allowed when PTO mode is active. The engine will be derated in order to maintain this vehicle speed when the PTO mode is active. Table 45

Minimum

Maximum

Default

15 km/h (24 mph)

204 km/h (127 mph)

204 km/h (127 mph)

“Torque Limit”

The “PTO Shutdown Time” parameter is the duration of continuous operation of the PTO. The timer will remain active only while there is no vehicle speed and the PTO on/off switch is in the ON position. The PTO shutdown timer will not activate until the engine exits cold mode operation. This parameter requires the “PTO Configuration” to be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” for the parameter to be programmed. The “Fan Control Type” parameter must also be programmed to “On/Off PWM”, to “On/Off DC”, or to “Variable Speed Fan Option S”. Note: This feature does not shut down the vehicle's power. The ECM and the vehicle remain powered. Table 47

Minimum

Maximum

Default

3 Minutes

1440 Minutes

0 Minutes

“PTO Activates Cooling Fan”

g00628600

Illustration 15 Typical example

The “PTO Activates Cooling Fan” parameter requires the use of the ECM cooling fan circuit. When this parameter is programmed to “Continuous”, the ECM will signal the cooling fan to run continuously when the PTO on/off switch is in the ON position. The cooling fan runs continuously in order to reduce changes in the load while the engine is being dedicated to PTO operation. When this parameter is programmed to “Normal”, the PTO on/off circuit does not contribute to the control of the cooling fan. In this mode, the operation of the fan is based on the engine parameters that determine the operation of the cooling fan.

(1) Programmed torque limit

The “Torque Limit” parameter defines the maximum torque output of the engine during operation of the PTO. This parameter provides temporary protection of equipment. The “Torque Limit” of the engine is active when the torque limit switch is in the ON position. The maximum value for this parameter is the rated torque of the engine. Programming a value higher than the rated torque is limited by the ECM. Refer to the graph in Illustration 15 for a typical example of the torque limit that is provided. Table 46

Minimum

Maximum

Default

135 N·m (100 lb ft)

2712 N·m (2000 lb ft)

2712 N·m (2000 lb ft)

The “PTO Configuration” must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” before this parameter can be programmed. The “Fan Control Type” parameter must also be programmed to “On/Off PWM”, to “On/Off DC”, or to “Variable Speed Fan Option S”. Note: If the “Fan Control Type” parameter is programmed to “On/Off PWM”, to “On/Off DC”, or to “Variable Speed Fan Option S” the transmission also has the ability to control the operation of the cooling fan via the J1939 Data Link. Table 48

Alternate

Default

Continuous

Normal

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47 Troubleshooting Section

i02203044

Engine/Gear Parameters SMCS Code: 1901

“Lower Gears Engine RPM Limit” The engine will accelerate at a slower rate when this limit is exceeded under normal driving conditions. This parameter is used to encourage the driver to shift to the next highest gear. Table 49

Minimum

Maximum

Default

1500 rpm

TEL rpm

TEL rpm

“Lower Gears Turn Off Speed” The “Lower Gears Turn Off Speed” parameter is the vehicle speed when the “Lower Gears Engine RPM Limit” is shut off. This must be matched with the “Lower Gears Engine RPM Limit” to the specific drive train for optimum performance. Table 50

Minimum

Maximum

Default

2 km/h (1 mph)

24 km/h (15 mph)

2 km/h (1 mph)

“Intermediate Gears Engine RPM Limit” This parameter is similar to the “Lower Gears Engine RPM Limit”. The engine will accelerate at a slower rate when this limit is exceeded under normal driving conditions. This parameter is typically programmed to a slightly higher rpm than the “Lower Gears Engine RPM Limit”. Table 51

Minimum

Maximum

Default

1500 rpm

TEL rpm

TEL rpm

“Intermediate Gears Turn Off Speed” This parameter is similar to the “Lower Gears Turn Off Speed”. This parameter is typically programmed to a slightly higher vehicle speed than the “Lower Gears Turn Off Speed”. Table 52

Minimum

Maximum

Default

16 km/h (10 mph)

80 km/h (50 mph)

16 km/h (10 mph)

“Gear Down Protection RPM Limit” This parameter is the engine rpm limit when the vehicle speed is above the “Gear Down Protection Turn On Speed”. This is a hard limit. The Engine Control Module (ECM) will not allow fuel to the engine above this limit. This parameter is used to encourage the driver to shift into overdrive or into top gear. Table 53

Minimum

Maximum

Default

1700 rpm

TEL rpm

TEL rpm

“Gear Down Protection Turn On Speed” This parameter is the vehicle speed when the “Gear Down Protection RPM Limit” is turned on. This must be matched to the specific drive train for best performance. Above this “Vehicle Speed Limit”, the engine rpm will be limited by the “Gear Down Protection RPM Limit”. Table 54

Application

Minimum

Maximum

Default

GM

48 km/h (30 mph)

121 km/h (75 mph)

121 km/h (75 mph)

Other

48 km/h (30 mph)

204 km/h (127 mph)

204 km/h (127 mph)

“Top Engine Limit (TEL)” This parameter is the maximum engine rpm when the engine is under load. The engine will still achieve rated rpm under no load conditions. Table 55

Minimum

Maximum

Default

2640 rpm

2640 rpm

2640 rpm

Note: Select ratings have a different “Top Engine Limit”.

“Low Idle Engine RPM” The “Low Idle Engine RPM” is the minimum engine rpm.

48 Troubleshooting Section

SENR9517-19

Table 56

Table 57

Minimum

Maximum

Default

700 rpm

800 rpm

700 rpm

“Transmission Style” This parameter is used to tell the ECM the type of transmission that is installed in the vehicle. This parameter is used to configure the ECM for the following inputs:

• Brake switch 2 • Clutch switch • Neutral switches The ECM must be programmed to one of the following options if an Allison Wt Automatic Transmission is installed:

• AT/MT/HT Option 1 • AT/MT/HT Option 2 • AT/MT/HT Option 3 • AT/MT/HT Option 4 If any other automatic transmission is installed, program this parameter to one of the following options:

Configuration Parameter

Brake Switch 1

Brake Switch 2

Manual Option 1

X

Manual Option 2

X

Automatic Option 1

X

Automatic Option 2

X

X

Automatic Option 3

X

X

Automatic Option 4

X

AT/MT/HT Option 1

X

AT/MT/HT Option 2

X

X

AT/MT/HT Option 3

X

X

AT/MT/HT Option 4

X

Universal Option

X

Clutch Switch

Neutral Switch

X X

X

X X

X X

X

X

X

Table 58

• Automatic Option 1

Application

Alternatives

Default

• Automatic Option 2

GM 530/540

Automatic Option 1 Automatic Option 2 Automatic Option 3 Automatic Option 4 AT/MT/HT Option 1 AT/MT/HT Option 2 AT/MT/HT Option 3 AT/MT/HT Option 4 Manual Option 1 Manual Option 2

Universal

• Automatic Option 3 • Automatic Option 4 If one of the manual options is selected, J1/P1:24 is used to receive a signal from a clutch pedal position switch. The message is also available from one of the supported J1939 sources. If one of the transmissions with a neutral switch is selected, J1/P1-62 Input #12 must receive a signal from a transmission neutral switch. This message is also available from one of the supported J1939 sources. If one of the transmissions with two brake switches is selected, the second brake switch must be connected to J1/P1:64 Input #13.

GMT-560

Other

Automatic Option 1 Automatic Option 2 Automatic Option 3 Automatic Option 4 AT/MT/HTOption 1 AT/MT/HT Option 2 AT/MT/HT Option 3 AT/MT/HT Option 4

Manual Option 2

Manual Option 1

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49 Troubleshooting Section

“AT/MT/HT Part Throttle Shift Speed” The Allison AT/MT/HT Automatic Transmissions require an input from the ECM to regulate the transmission shifting. The ECM monitors the accelerator pedal position, the engine speed, the vehicle speed, the load and the cruise control status in order to determine if the transmission should use full throttle, closed throttle shift modulation, or full throttle shift modulation. The “AT/MT/HT Part Throttle Shift Speed” parameter provides three different settings for shift modulation. Table 59

Alternative

Default

Low (80% Enable/65% Disable) Medium (70% Enable/55% Disable)

High (60% Enable/45% Disable)

g01121083

Illustration 16

Programming the “Transmission Style” to “AT/MT/HT Option 1”, “AT/MT/HT Option 2”, “AT/MT/HT Option 3”, or “AT/MT/HT Option 4” activates Output #7. This output controls a transmission interface relay that is connected to a modulator in the Allison transmission. The high setting will cause the transmission to remain in a lower gear longer before upshifting to the next gear. The medium setting is a compromise between the default setting and the high setting.

Graph for the Min/Max governor control Table 60

Alternative

Default

Min/Max With Speed Control Min/Max

“Full Range”

i02200372

“Governor Type”

Engine Monitoring Parameters

The “Governor Type” parameter defines the type of governor that is used to control the engine. Select the “Full Range” option for manual transmissions and manual transmissions that are electronically shifted. Select the “Min/Max” option or the “Min/Max With Speed Control” for automatic transmissions.

SMCS Code: 1901

The full range governor provides control that maintains a constant engine speed for a throttle position. The “Min/Max” setting only allows the ECM to govern the engine speed when the engine speed is at the minimum allowable engine speed or at the maximum allowable engine speed. When the engine is operating between the engine speed limits, the “Min/Max” setting only allows the ECM to govern the engine in order to provide constant power across the engine speed range.

“Engine Monitoring Mode” The engine monitoring system continuously monitors the status of the following engine components:

• Coolant level sensor (customer option) • Coolant temperature sensor • Engine oil pressure sensor (customer option) • Fuel level sensor (if equipped) • Intake manifold air temperature sensor The “Engine Monitoring Mode” determines the level of action that will be taken by the Engine Control Module (ECM) in response to a condition that has the capacity of damaging the engine. As a default setting for the ECM, a check engine lamp will be illuminated when the monitoring system detects an engine condition that is abnormal. The ECM can be programmed to respond to the abnormal condition with the illumination of a warning lamp, with an engine derate, or with an engine shutdown.

50 Troubleshooting Section

SENR9517-19

• J1/P1-30 low coolant level indicator is continuously

Table 61

Application

Alternative

Default

GM 530/540

Derate Shutdown

Warning

GMT-560

Warning Shutdown

Other

Derate Shutdown

Derate Warning

powered when 111-01 Low coolant level warning and/or 111-11 Very low coolant level are active. The lamp will flash if the engine has been derated due to the condition.

• J1/P1-31 high coolant temperature lamp is

continuously powered if 110-00 or 110-11 is active. The lamp will flash if the engine has been derated.

Table 62

“Engine Monitoring Lamps” Note: “Option 1” is not available when the parameter for “Truck Manufacturer” is programmed to GM 530/540 or to GMT-560. The “Engine Monitoring Lamps” parameter allows the customer to configure the engine monitoring software. The parameter is lockable by the customer. If the “Engine Monitoring Lamps” parameter is programmed to “Warning Lamp”, then J1/P1-28 is available to the customer for the installation of a check engine lamp circuit. The check engine lamp is used to alert the operator that one of the engine monitoring parameters is not within specifications. The ECM powers the check engine lamp circuit when the engine condition is detected. The ECM will also power this circuit when the engine is derated or when the engine is shutdown due to an abnormal condition.

Alternative

Default

Option 1

Warning Lamp

“Coolant Level Sensor” The “Coolant Level Sensor” parameter determines if the ECM will monitor the input signal of the coolant level sensor. A coolant level sensor that is installed by the Original Equipment Manufacturer (OEM) must be connected to the ECM in order to use this parameter. Table 63

Application

Alternative

Default

GM 530/540

4 Pin

No

GMT-560

No

2 Pin Switch

Other

2-Wire Float Sensor

No

If the “Engine Monitoring Lamps” parameter is programmed to “Option 1”, three additional analog outputs are available for engine status lamps. J1/P1-29 is configured as an output for the connection of a low oil pressure lamp and J1/P1-31 is configured for the connection of a high coolant temperature lamp. If a coolant level sensor is used, then J1/P1-30 is also available for the connection of a low coolant level indicator. If the parameter for the coolant level sensor is programmed to “No” then J1/P1-30 is configured as an output for the PTO switch on lamp.

“Engine Oil Pressure Sensor”

When “Engine Monitoring Lamp” is programmed to “Option 1” the engine monitoring lamps will function in the following manner:

If an engine oil pressure sensor is installed in the engine, the “Engine Oil Pressure Sensor” parameter must be set to “Installed”. The engine oil pressure signal will be communicated over the ATA data link.

Note: J1/P1-28 is not affected by the “Option 1” setting.

Table 64

• J1/P1-29 low oil pressure lamp is continuously

powered when 100-01 Low oil pressure warning or 100-11 Very low oil pressure is active. The lamp will flash if the engine has been derated due to the condition.

An optional engine oil pressure sensor is sometimes installed on applications with an instrument cluster that requires an engine oil pressure gauge. These engines do not require an engine oil pressure sensor for engine protection. Note: The HEUI fuel system will not allow the engine to run if no oil pressure is present. The oil pressure is measured at the injection actuation pressure sensor.

Application

Alternatives

Default

GM 530/540

Installed

Not Installed

GMT-560

Not Installed

Installed

Other

Installed

Not Installed

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51 Troubleshooting Section

“Fuel Pressure Sensor” (if equipped) The “Fuel Pressure Sensor” parameter determines if the ECM will monitor the input signal of the fuel pressure sensor. A fuel pressure sensor must be connected to the ECM in order to use this parameter. If a fuel pressure sensor is installed in the engine, the “Fuel Pressure Sensor” parameter must be set to “Installed”. The ECM will monitor the low pressure fuel system for a condition of low fuel pressure. The ECM monitors the fuel pressure while the engine is cranked and also while the engine is running. This parameter is used to program the ECM for a fuel pressure sensor that is installed.

Table 67

Default

Not Installed

Installed

Note: The status of the “Fuel Pressure Sensor” parameter is read at powerup of the ECM. If the parameter is changed, the ECM must be cycled in order for the ECM to recognize the change.

“Oil Level Switch Installation Status” Note: This feature is only available when the parameter for “Truck Manufacturer” is programmed to GMT-560. A normally open switch that is installed in the oil pan is used to detect the condition of a low oil level in the engine. The switch circuit is wired to the J2 ECM connector. During the installation of the switch into the oil pan, the switch is oriented so that an engine oil level that is normal will cause the switch to remain closed, and a low engine oil level will allow the switch to open. If the ECM detects an open switch on three sequential starts, low oil level will be indicated. This parameter is used to program the ECM for an oil level sensor that is installed. Table 66

Alternatives

Default

Not Installed

Installed

Default

None 25 Gallons 35 Gallons

50 Gallons

“Secondary Fuel Tank Size” Note: This feature is only available when the parameter for “Truck Manufacturer” is programmed to GMT-560. This parameter is used to identify the volume of the secondary fuel tank in gallons. Table 68

Table 65

Alternatives

Alternatives

Alternatives

Default

25 Gallons 35 Gallons 50 Gallons

None

i02200215

Exhaust Brake Parameters SMCS Code: 1901

“Exhaust Brake/Warm Up Enable” This parameter determines the functionality of the exhaust brake. The exhaust brake can be programmed only as an exhaust brake to aid in slowing the vehicle or the exhaust brake can be programmed to put a load on the engine in order to warm up the engine at a faster rate. Table 69

Alternatives

Default

None Exhaust Brake Only Warm-Up Exhaust Brake and Warm-Up

Exhaust Brake Only

“Warm Up Mode Idle Speed” This parameter will not allow the operator to program the idle speed above the normal range. Normal “Low Idle Speed” is 700 to 1400 rpm. Table 70

“Primary Fuel Tank Size” Note: This feature is only available when the parameter for “Truck Manufacturer” is programmed to GMT-560. This parameter is used to identify the volume of the primary fuel tank.

Alternatives

Default

None 700 to 1400 rpm

1000 rpm

52 Troubleshooting Section

SENR9517-19

“Auto Retarder in Cruise”

• Accel

This parameter allows the exhaust brake to automatically become enabled if the vehicle speed exceeds the “Cruise Control Set Speed” by a predetermined amount.

• Decel

Table 71

Alternatives

Default

0 km/h (0 mph)

5 to 16 km/h (3 to 10 mph)

i02200171

Idle Parameters SMCS Code: 1901

• Resume idle • PTO The parameter can be set to a value between 5 rpm and 1000 rpm in increments of one rpm. Note: This parameter affects both idle control and PTO control. The idle mode occurs if the engine rpm is set by using the cruise control on/off switch and the set/resume switch. The PTO mode occurs if the engine rpm is set by using the PTO on/off switch and the set/resume switch. Table 74

“Idle Vehicle Speed Limit” The “Idle Vehicle Speed Limit” is the maximum vehicle speed for setting or maintaining a set engine rpm in the idle mode. In order to enter the idle mode, the engine rpm must be set by the set/resume switch while the cruise control on/off switch is in the ON position. If the vehicle speed signal exceeds this value, the engine will not maintain the set engine rpm. Table 72

Minimum

Maximum

Default

2 km/h (1 mph)

24 km/h (15 mph)

2 km/h (1 mph)

“Idle RPM Limit” The “Idle RPM Limit” is the maximum engine rpm in idle mode. The idle mode occurs if the engine rpm is set by using the cruise control on/off switch and the set/resume switch. Refer to “Idle Vehicle Speed Limit”. The actual high limit of this parameter is determined by the programmed “Top Engine Limit”. The lower limit is determined by the programmed “Low Idle Engine RPM”. Programming this parameter to 600 rpm will prevent the engine from idling at a constant rpm above the programmed “Low Idle Engine RPM”. Table 73

Minimum

Maximum

Default

700 rpm

TEL rpm

TEL rpm

“Idle/PTO RPM Ramp Rate” The “Idle/PTO RPM Ramp Rate” determines the rate of increase or decrease of engine rpm. This parameter determines rates of increase or decrease in engine rpm for the following functions:

Minimum

Maximum

Default

5 rpm/sec

1000 rpm/sec

50 rpm/sec

“Idle/PTO Bump RPM” The “Idle/PTO Bump RPM” determines the increment or the decrement in engine rpm when the “Accel” switch or the “Decel” switch is briefly toggled. The “Idle/PTO Bump RPM” also pertains to the dedicated PTO and to engine idle. If the “PTO Engine RPM Set Speed” has been set then the “Idle/PTO Bump RPM” pertains only to the engine speed control that is initiated with the cruise control on/off switch. When the “PTO Engine RPM Set Speed” has been programmed, the “Idle/PTO Bump RPM” does not pertain to the control of the engine rpm that is initiated by utilizing the PTO on/off circuit. Table 75

Minimum

Maximum

Default

5 rpm

500 rpm

20 rpm

“Fast Idle RPM 1” “Fast Idle RPM 1” determines the fast idle engine rpm that is controlled by the fast idle enable switch. Actuating the fast idle switch will cause the engine speed to increase to the programmed value. This rpm can be overridden by the operator. To override the “Fast Idle RPM 1” setting, depress the accelerator pedal until the desired rpm is reached. Once the desired engine rpm is reached, depress the “Fast Idle Enable” switch. The ECM retains this value as the “Fast Idle RPM 1” parameter until the ECM is powered down. Table 76

Minimum

Maximum

Default

700 rpm

TEL rpm

1000 rpm

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53 Troubleshooting Section

“Fast Idle RPM 2”

“Exhaust Brake Switch”

“Fast Idle RPM 2” determines the second fast idle engine rpm that is controlled by the fast idle enable switch. The “Fast Idle RPM 2” is disabled by changing the parameter to 0.

The exhaust brake can be controlled by connecting an on/off switch into the ECM circuit for the output of the exhaust brake. The “Exhaust Brake Switch” parameter must be programmed to “NONE” if a switch is installed in the output circuit. A switch that is installed in the output circuit will disable the brake by opening the circuit.

If the engine is operating at the “Fast Idle RPM 1” setting, actuating the “Fast Idle Enable” switch will increase the engine idle speed to the engine speed that is programmed at the “Fast Idle RPM 2” parameter. Actuating the fast idle enable switch for a third time will cause the engine rpm to return to low idle. The engine rpm changes to “Fast Idle RPM 1”, “Fast Idle RPM 2”, and low idle rpm at a rate that is independent of the value that is programmed as the “Idle/PTO RPM Ramp Rate” parameter. Table 77

The exhaust brake can also be controlled by connecting a switch circuit to the ECM switch input. This parameter must be programmed to “J1/P1:16”, to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a switch is connected to the ECM at the dedicated input for the exhaust brake. Table 79

Minimum

Maximum

Default

Alternatives

Default

700 rpm

TEL rpm

0 rpm

J1/P1:16 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

i02294317

Input Selections

“Torque Limit Switch”

SMCS Code: 1901

“Transmission Neutral Switch” The “Transmission Neutral Switch” parameter defines the switch input for the transmission neutral switch. If this parameter is set to “J1/P1:62”, the ECM will be configured to monitor this terminal for the signal from the neutral switch circuit. If this parameter is set to “J1939”, the ECM will be configured to receive the status of the neutral switch via the J1939 data link. The transmission's Electronic Control Unit (ECU) must be capable of supporting the required protocol of the broadcast announcement message. Note: The “Powertrain Data Link” parameter must also be set to “J1939” in order to enable communications. Table 78

Alternatives

Default

J1939 None

J1/P1:62

The “Torque Limit Switch” parameter configures an input for a torque limit switch. The torque limit switch is used to limit the engine torque. Only use this feature for temporary protection of the equipment. This parameter must be programmed to J1/P1:7 or to J1/P1:23 in order to enable this feature. Table 80

Alternatives

Default

J1/P1:7 J1/P1:23

None

“Ignore Brake/Clutch Switch” The “Ignore Brake/Clutch Switch” parameter is used to configure an input for a brake/clutch disable switch. The “Ignore Brake/Clutch Switch” is used for applications that require the mobile use of the vehicle with a set engine rpm that does not require the brake or the clutch to disengage the engine rpm set speed. This parameter must be programmed to “J1/P1:47” for this feature to be enabled. Table 81

Alternative

Default

J1/P1:47

None

54 Troubleshooting Section

SENR9517-19

“Two-Speed Axle Switch”

“Remote PTO Set Switch”

This parameter configures an input for a two-speed axle switch. When a two-speed axle is used, the change in gear ratios from the main drive axle ratio to the two-speed axle ratio alters the calibration of the vehicle speed signal. When the parameter is programmed to “J1/P1:6” and the switch is in the ON position the ECM automatically adjusts the vehicle speed calibration. This will ensure that the ECM driven speedometer and the information that is stored in the ECM correctly reflect the actual vehicle speed.

The J1939 data link and Input #2 can be used to connect a remote PTO set switch. The remote PTO set switch is used when the “PTO Configuration” parameter is programmed to “Remote Switches” and the remote PTO set switch is in the ON position.

Table 82

Alternative

Default

J1P1:6

None

“Diagnostic Enable” The “Diagnostic Enable” parameter is used to configure an input for a diagnostic enable switch. The diagnostic enable switch is used to retrieve diagnostic flash codes. Set this parameter to “J1/P1:46” if a switch is wired to this input. Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used.

Table 85

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster None

J1/P1:58

“Remote PTO Resume Switch” The J1939 data link and Input #3 can be used to connect a remote PTO resume switch. The remote PTO resume switch is used when the “PTO Configuration” parameter is programmed to “Remote Switches” and the PTO on/off switch is in the ON position. Table 86

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster None

J1/P1:60

Table 83

Alternatives

Default

J1/P1:46 J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“PTO On/Off Switch” The “PTO On/Off Switch” parameter defines the switch input for the clutch pedal position switch.

“PTO Engine RPM Set Speed Input A” This parameter configures an input for a PTO engine rpm set speed A switch. This switch is used to control engine speed during PTO operation. The “PTO Configuration” parameter must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” and the “PTO Engine RPM Set Speed A” parameter must be programmed to a valid speed. Table 87

Set this parameter to “J1/P1:56” if a switch is wired to ECM terminal J1/P1-22. Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used. Table 84

Alternatives

Defaults

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:56

Alternatives

Default

“J1P1:46” J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“PTO Engine RPM Speed Input B” This parameter configures an input for a PTO engine rpm set speed B switch. This switch is used to control engine speed during PTO operation. The “PTO Configuration” parameter must be programmed to “Cab Switches”, “Remote Switches” or “Remote Throttle” and the “PTO Engine RPM Set Speed B” parameter must be programmed to a valid speed.

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55 Troubleshooting Section

“Cruise Control Pause Switch”

Table 88

Alternatives

Default

J1/P1:7 J1P1:23

None

“PTO Engine Shutdown Switch” The “PTO Engine Shutdown Switch” parameter configures an ECM input that will be used for a PTO engine shutdown switch. The switch will shut down the engine when the engine is in PTO mode and there is no vehicle speed.

The “Cruise Control Pause Switch” parameter configures the ECM to detect an input for use as a cruise control pause switch. This functionality is only available for use over a J1939 data link. This feature affects cruise control, elevated idle, and PTO operation. Table 92

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

Table 89

Alternatives

Default

J1/P1:7 J1P1:23

None

“Cruise Control On/Off Switch” The “Cruise Control On/Off Switch” parameter configures an ECM input for a cruise control on/off switch. Set this parameter to “J1/P1:59” if a switch is wired to the ECM terminal J1/P1-59. Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used.

“A/C High Pressure Switch” This parameter determines if the high pressure switch for the air conditioning system will control the output for the cooling fan. When this parameter is programmed to “J1/P1:41”, the ECM will turn on the cooling fan when the A/C high pressure switch opens. Note: If the “Fan Control Type” parameter is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission control may cause the fan to turn on via the J1939 data link. Some types of transmissions use the engine cooling fan to cool the transmission as well. Table 93

Table 90

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:59

Alternative

Default

None

J1/P1:41

“A/C Fan Request Switch”

“Cruise Control Set/Resume Switch”

Note: This feature is only available when the “Truck Manufacturer” parameter is programmed to “GMT-560”.

The “Cruise Control Set/Resume Switch” parameter configures the ECM to detect an input for the cruise control set/resume switch.

This parameter configures the cooling fan to start when the clutch for the air conditioning compressor is engaged.

Set this parameter to “J1/P1:35&44” if a switch is wired to ECM terminals J1/P1-35&44.

Note: If the “Fan Control Type” parameter is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission control may cause the fan to turn on via the J1939 data link. Some types of transmissions use the engine cooling fan to cool the transmission as well.

Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used. Table 91

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:35&44

56 Troubleshooting Section

SENR9517-19

Table 94

Table 96

Alternatives

Default

None J1/P1:41

J1/P1:62

“Vehicle Speed Input” The ECM has an input circuit that can be used to receive vehicle speed information. The ECM input can receive the vehicle speed information in either of the following ways:

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

None

“Service Brake Pedal Position Switch #1”

• A vehicle speed sensor can be connected to the

The “Service Brake Pedal Position Switch #1” parameter defines the switch input for the service brake pedal position switch #1. This switch input is required.

• A signal wire from an electronic control can be

Set this parameter to “J1/P1:45” if a switch is wired to ECM terminal J1/P1-45.

The “Vehicle Speed Input” parameter must be programmed to “J1/P1:32&33” to use this feature.

Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used.

input.

connected to the input.

The ECM can also be configured to receive vehicle speed information from an electronic transmission control unit via the J1939 data link. The transmission must be capable of supporting a J1939 ETC1 Broadcast Message. The “Vehicle Speed Input” parameter must be programmed to “J1939-Trans”. The ECM can also be configured to receive vehicle speed information from the Anti-lock Brake System (ABS) via the J1939 data link. The ABS must be capable of supporting a J1939 High Resolution Wheel Speed Broadcast Message. The “Vehicle Speed Input” parameter must be programmed to “J1939-ABS”. Table 95

Alternatives

Default

J1939 - Trans J1939 - ABS

J1/P1:32&33

“Fan Override Switch” The “Fan Override Switch” parameter defines the J1939 source that will broadcast a switch position in order to override the fan control. When the fan override switch is activated, the ECM will receive a J1939 message. The ECM will disregard all other parameters for fan control and the ECM will turn on the fan. If the “Fan Control Type” parameter is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission control may cause the fan to turn on via the J1939 data link. Some types of transmissions use the engine cooling fan to cool the transmission as well.

Table 97

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:45

“Clutch Pedal Position Switch” The “Clutch Pedal Position Switch” parameter defines the switch input for the clutch pedal position switch. This switch input is required for some transmission styles. Set this parameter to “J1/P1:22” if a switch is wired to ECM terminal J1/P1-22. Set this parameter to “J1939 Body Controller”, to “J1939 Cab Controller”, or to “J1939 Instrument Cluster” if a J1939 message is used. Table 98

Alternatives

Default

J1939 Body Controller J1939 Cab Controller J1939 Instrument Cluster

J1/P1:22

SENR9517-19

57 Troubleshooting Section

i02203529

Maintenance Parameters SMCS Code: 1901

“Maintenance Indicator Mode” The Engine Control Module (ECM) records data that is related to the vehicle's maintenance. The “Maintenance Indicator Mode” parameter defines the maintenance indicators that will be displayed on the Caterpillar Electronic Technician (ET).

“PM1 Engine Oil Capacity (Automatic Maintenance Indicator Mode)” The “PM 1 Interval” can be determined by the ECM. The ECM bases the “PM 1 Interval” on fuel usage. This parameter must be programmed only when the maintenance indicator mode is programmed to an automatic mode (distance or hours). Capacity of the sump influences the maintenance interval. Table 102

Application

Minimum

Maximum

Default

GM 530/540

19 L (20 qt)

57 L (60 qt)

21 L (22 qt)

If “Hour” is selected, all maintenance indications on Cat ET will be displayed in hours.

GMT-560

19 L (20 qt)

57 L (60 qt)

Note: Typical maintenance indications are “PM 1”, “PM 2”, and “Coolant Flush/Fill”. The ECM provides “PM 1” maintenance interval and last maintenance information.

Other

19 L (20 qt)

57 L (60 qt)

If “Distance” is selected, all maintenance indications on Cat ET will be displayed in distance.

28 L (30 qt) 31 L (33 qt)

i02377513

Output Selections

Table 99

Application

Alternatives

GM 530/540 Other

Manual Distance Manual Hours Automatic Distance Automatic Hours

GMT-560

Default Off Automatic Distance

“PM 1 Interval (Manual Maintenance Indicator Mode)” The “PM 1 Interval (Manual Maintenance Indicator Mode)” parameter allows a maintenance interval to be specified by the user. This parameter must be programmed only when the maintenance indicator mode is programmed to a manual mode (distance or hours).

SMCS Code: 1901

“Fast Idle Enabled Lamp” The “Fast Idle Enabled Lamp” parameter configures the Engine Control Module (ECM) to turn on a lamp that is connected to output J1/P1:31 or connected to output J1/P1:21. The output is active when Fast Idle #1 or Fast Idle #2 operation is active. J1/P1:31 cannot be used if the “Engine Monitoring Lamps” parameter is programmed to “Option 1”. To use this feature, a momentary switch must be connected to Input #18 (J1/P1:40) and the parameter “Fast Idle RPM #1” must be programmed to a valid speed that is above low idle. Table 103

Table 100

“Manual Distance” Minimum

Maximum

Default

8047 km (5000 miles)

56327 km (35000 miles)

24140 km (15000 miles)

Table 101

Alternatives

Default

J1/P1:21 None

J1/P1:31

“Wait To Start Lamp” Note: This feature is only available when the “Truck Manufacturer” parameter is programmed to “Other”.

“Manual Hours” Minimum

Maximum

Default

100

750

250

This parameter configures the ECM to turn on a lamp that is connected to J1/P1:31 or connected to J1939 when the air inlet heater is on and the engine is not running. “Fast Idle Enabled Lamp” must be programmed to “J1/P1:21” for this feature to be used.

58 Troubleshooting Section

SENR9517-19

Table 104

Alternatives

Default

J1/P1:31 J1939

None

“PTO Active Output ”

Note: If the “Fan Control Type” parameter is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission control may cause the fan to turn on via the J1939 data link. Some types of transmissions use the engine cooling fan to cool the transmission as well. Table 108

The “PTO Active Output” parameter allows the configuration of an output circuit that is used to signal that the PTO mode is active. The output driver is capable of providing 1.0 Amp. The output is on if the following conditions are met:

• The PTO switch is on.

Alternatives

Default

On/Off On/Off PWM On/Off DC Variable Speed Fan Option S

None

“Engine Running Output”

• PTO mode is active. • The engine speed is within the programmed limits. • The vehicle speed is within the programmed limits. Table 105

Alternative

Default

None

J1/P1:19

Note: This feature is only available when the “Truck Manufacturer” parameter is programmed to GMT-560. This parameter configures the ECM to control a solenoid or a relay in order to prevent the starting motor from being engaged after the engine has started. Table 109

“PTO Switch On Lamp” This parameter configures the ECM to turn on a lamp that is connected to output J1/P1:30 when the engine is in PTO mode. Table 106

Alternative

Default

None

J1/P1:30

“Change Oil Lamp” This parameter configures the ECM to turn on a lamp that is connected to J1/P1:30 when the programmed maintenance parameters indicate that an oil change is needed. Table 107

Alternative

Default

J1/P1:30

None

Alternative

Default

None

J1/P1:31

“Starting Aid Output” This parameter is used to allow the ECM to determine if conditions are correct for the use of a starting aid (ether). Table 110

Alternative

Default

Automatic

Off

i02374245

Passwords SMCS Code: 1901

Customer Passwords

“Fan Control Type”

“Customer Password #1”

If the ECM is used to control the operation of the cooling fan, the “Fan Control Type” parameter must be programmed to “On/Off” or to one of the optional parameters. Program this parameter to “None” if the ECM is not connected to the cooling fan relay or to the cooling fan solenoid. Use Caterpillar Electronic Technician (ET) to determine if the ECM is used to control the fan circuit.

This parameter is optional. This parameter is a password that is created by the customer. This parameter can be up to eight alphanumeric characters in length. If this parameter is programmed, Password 1 is required in order to change any of the customer specified parameters.

SENR9517-19

59 Troubleshooting Section

“Customer Password #2” This parameter is optional. This parameter is a password that is created by the customer. This parameter can be up to eight alphanumeric characters in length. If this parameter is programmed, Password 2 is required in order to change any of the customer specified parameters.

“Battery Monitor Low Idle Engine Speed” This parameter sets the engine speed if the battery voltage falls below the trip point that is specified in the “Battery Monitor & Engine Control Voltage” parameter. Table 112

i02126985

Selected Engine Rating

Minimum

Maximum

Default

700 rpm

TEL

1000 rpm

SMCS Code: 1901

“Rating Number”

i02377571

The rating number is the selected rating within a power rating family. The personality module defines the power rating family (224 kW (300 hp)) and the personality module may contain only one or several ratings. The rating number defines the power rating that is used within the power rating family.

ECM Identification Parameters “Vehicle ID” “Vehicle Identification” is the identification of the vehicle that is assigned by the customer. “Vehicle Identification” is used only for the customer's reference. “Vehicle Identification” is not required by the Engine Control Module (ECM).

Timer Parameters SMCS Code: 1901

“Idle Shutdown Time” The “Idle Shutdown Time” is the time (minutes) of engine idle before shutting down. The engine will only shut down if the Engine Control Module (ECM) detects low engine load and no vehicle speed. The “Idle Shutdown Time” will not begin counting if the engine is in cold mode. If this parameter is programmed to zero, this feature is disabled and the engine will idle until the key switch is turned off. Note: The ECM and the vehicle remain powered. Table 113

i02203618

Smart Idle Parameters

Minimum

Maximum

Default

3 minutes

1440 minutes

0 minutes

SMCS Code: 1901

“Allow Idle Shutdown Override”

“Battery Monitor & Engine Control Voltage”

The “Allow Idle Shutdown Override” parameter configures the ECM to allow the clutch or the service brake to override the idle shutdown timer during the driver alert. The driver alert is the last 90 seconds when the check engine lamp begins flashing. This parameter requires the “Idle Shutdown Time” to be programmed to “3 Minutes” or more in order to enable the parameter. When the “Idle Shutdown Time” is programmed to “0 seconds”, the parameter is turned off.

This parameter sets a voltage trip point. When the voltage falls below the trip point the Engine Control Module (ECM) will automatically elevate the engine speed to the rpm that is specified in the “Battery Monitor & Low Idle Engine Speed” parameter. Note: If the “Transmission Style” parameter is programmed to “AT/MT/HT Option 3” or to “AA/MT/HT Option 4”, a neutral switch must be installed at Input #12 (J1/P1:62) of the ECM. A J1939 broadcast message will also enable this feature. Table 111

Minimum

Maximum

Default

0 Volts

25.5 Volts

0 Volts

Table 114

Alternative

Default

No

Yes

60 Troubleshooting Section

SENR9517-19

“A/C Switch Fan-On Time”

Table 117

The Input #11 to the ECM can be used for the connection of a normally closed high pressure A/C switch. The ECM has a built-in timer. The timer is used to prevent excessive cycling of the cooling fan clutch due to successive cycling of the A/C switch. Programming this parameter to “0 seconds” disables the function. Programming depends on the refrigerant and the design of the air conditioning system as well as the use of the signal input. Program the timer to one second for the connection of this input to another system. Programming the timer to “1 second” also provides a time delay. This feature requires the “Fan Control Type” parameter to be programmed to “On/Off” or to “Variable Speed Fan Option S”. Also, the “A/C High Pressure Switch” parameter must be programmed to “J1/P1:41” or to “J1/P1:62” for GMT-560. Table 115

Minimum

Maximum

Default

0 seconds

600 seconds

0 seconds

“Fan With Engine Brake On” This parameter configures the ECM to turn on the cooling fan when the engine brake has been active for at least two seconds. This feature requires the “Fan Control Type” parameter to be programmed to “On/Off”. The cooling fan must also be controlled by the ECM in order for this option to be functional. Note: If the “Fan Control Type” parameter is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission control may cause the fan to turn on via the J1939 data link. Some types of transmissions use the engine cooling fan to cool the transmission as well. Table 116

Alternative

Default

Yes

No

“Exhaust Brake Configuration” This parameter configures the ECM to use the exhaust brake for assisting in engine warm-up. The exhaust brake can be programmed as an exhaust brake to aid in slowing the vehicle and the exhaust brake can be programmed to put a load on the engine in order to warm up the engine faster.

Application

Alternatives

Default

GM 530/540 Other

None Exhaust Brake Only Warm Up Only Exhaust Brake & Warm Up

Exhaust Brake Only

GMT-560

None

“Warm Up Mode Idle Speed” This parameter determines the idle speed of the engine until the engine reaches operating temperature. Table 118

Minimum

Maximum

Default

700 rpm

1400 rpm

1000 rpm

i02203685

Trip Parameters SMCS Code: 1901

“Dash - PM 1 Reset” This parameter configures the Engine Control Module (ECM) to allow the Caterpillar Driver Information Display (ID) to reset the PM 1 maintenance interval. The “Maintenance Indicator Mode” must be programmed to “On” for the PM 1 reset parameter to take effect. Table 119

Application

Alternative

Default

GM 530/540 Other

Yes

No

GMT-560

No

Yes

“Dash - Customer Parameters” This parameter configures the ECM to allow Cat ID to reset the following four parameters:

• “Soft Cruise Control” • “Fast Idle RPM #1” • “Fast Idle RPM #2” • “Low Idle Engine RPM” Each parameter that is listed has a “Yes/No” option with “No” as the default. Note: This feature requires a Cat ID (version number 1.3 or higher).

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61 Troubleshooting Section

“Quick Stop Rate”

Table 120

Alternative

Default

Yes

No

“Theft Deterrent System Control” When this parameter is used with a “Theft Deterrent Password”, this parameter prevents the engine from starting unless the password has been entered via the dash display of the CAT ID. Before the operator can use the feature of theft deterrent of the CAT ID, the system must be turned on. In order to turn on the theft deterrent, use Caterpillar Electronic Technician (ET) to program the parameter for the theft deterrent to “Yes”. The operator must first enter the password before the engine is shut off. This will enable the system. Enabling the system prevents the engine from starting without re-entering the password on the next attempted start. If this parameter is programmed to the “Auto-Enable” option, the system will automatically be armed when the keyswitch is turned off. Note: The “Auto-Enable” feature requires a Cat ID (version number 2.1 or higher).

This parameter determines the rate of vehicle speed change that is used by the ECM to record a quick stop event code and a quick stop snapshot. Programming this parameter to 0 will disable this feature and no quick stop events will be logged. Each quick stop snapshot contains 60 frames of information. Frame 45 is the quick stop event. The quick stop snapshot also contains 44 frames before the quick stop event and 15 frames after the quick stop event. Each frame is separated by 1.0 second. Table 123

ECM Snapshot Frame Data Engine rpm Throttle position Clutch switch

Vehicle speed Cruise status Brake switch

The most recent quick stop snapshot is stored in the ECM memory. When a quick stop event occurs the ECM replaces the old quick stop snapshot with the new quick stop snapshot. The ECM also logs a diagnostic event code for each quick stop event. The ECM stores a maximum of 255 occurrences. Table 124

Table 121

Alternatives

Default

Yes Auto-Enable

No

“Theft Deterrent Password” The “Theft Deterrent Password” is the password that is required by the ECM before the feature of theft deterrent is enabled. After the theft deterrent is enabled, the “Theft Deterrent Password” is the password that is required to restart the engine. All of the characters must be uppercase. Four characters are available for the password. If the password is lost, the use of Cat ET and a factory password are required in order to start the engine. Table 122

Alternative

Default

Four characters A through Z 0 through 9

0000

Alternative

Default

0 kilometers per hour per second to 205 kilometers per hour per second (0 miles per hour per second to 128 miles per hour per second)

0 kilometers per hour per second (0 miles per hour per second)

Note: Programming the “Quick Stop Rate” to a value that is too low will cause an excessive number of quick stop event codes. A vehicle without a load or a trailer will be able to stop much more quickly than a vehicle with a heavy load. If too many quick stop event codes are being logged, increase the “Quick Stop Rate”. This will improve the detection of the exceptions when the exceptions occur.

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i02203881

Truck Manufacture Parameters SMCS Code: 1901

“Truck Manufacturer” This parameter is used to configure the correct set of options and/or of ranges for the default parameter for the application. The option for the “Truck Manufacturer” parameter is set at the factory to provide the same functionality with one Engine Control Module (ECM) and one set of personality module software. If an ECM replacement is required, the “Truck Manufacturer” parameter must be programmed before programming other customer parameters in order to configure the proper set of defaults and/or ranges. Table 125

Alternatives

Default

GM Other

Not programmed

“Truck Model Type”

The “Vehicle Speed Calibration” is the value that is used by the ECM in order to translate the vehicle speed signal into kilometers per hour (miles per hour). When a vehicle speed sensor is wired to the ECM, the “Vehicle Speed Input” must be programmed to “J1/P1-32&33”. This parameter is programmed in pulses per kilometer (PPKM) or pulses per mile (PPM). This parameter must be programmed. If this parameter is not programmed a 253-02 Check Customer or System Parameters will become active. This parameter affects the cruise control and the ECM speedometer signal. Also, this parameter can affect the PTO operation, extended idle, and trip totals. Table 127

Application

Minimum

Maximum

Default

GM 530/540 GMT-560

2485 PPKM (4000 PPM)

238080 PPKM (384000 PPM)

19884 PPKM (32000 PPM)

Other

2485 PPKM (4000 PPM)

238080 PPKM (384000 PPM)

Not programmed

“Vehicle Speed Cal (J1939-Trans)”

This parameter is used to configure the correct set of default parameter options/ranges for GM truck models. The personality module software will depend on the vehicle application. The option for the “Truck Model Type” parameter is set at the factory. If an ECM replacement is required, the “Truck Model Type” parameter must be programmed before programming other customer parameters in order to configure the proper set of defaults and/or ranges. When the software is flashed into the personality module, this parameter will default to “GM 530/540”. Table 126

Alternative

Default

GMT-560

GM 530/540

The “Vehicle Speed Cal (J1939-Trans)” parameter is used when the ECM is configured to use the speed of the transmission output shaft in order to calculate vehicle speed. The “Vehicle Speed Input” parameter must be programmed to “J1939-Trans”. This value represents the revolution of the transmission output shaft as revolutions per kilometer (revolutions per mile). This parameter must be programmed. If this parameter is not programmed a 253-02 Check Customer or System Parameters will become active. This parameter affects the cruise control and the ECM speedometer signal. Also, this parameter can affect the PTO operation, extended idle, and trip totals. Table 128

Minimum

Maximum

Default

0 revolutions per km (0 revolutions per mile)

43000 revolutions per km (65000 revolutions per mile)

Not programmed

i02203899

Vehicle Speed Parameters SMCS Code: 1901

“Vehicle Speed Calibration” This calibration is used when the Engine Control Module (ECM) is configured to use a vehicle speed sensor that is connected to J1/P1-32 and J1/P1-33.

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63 Troubleshooting Section

“Vehicle Speed Cal (J1939 ABS)”

“VSL Protection”

The “Vehicle Speed Cal (J1939-ABS)” parameter is used to calculate vehicle speed by using the input from the wheel speed. The data from the wheel speed is transmitted via the J1939 data link. The “Vehicle Speed Input” parameter must be programmed to “Vehicle Speed Cal J1939-ABS”. The control for the Anti-lock Brake System (ABS) must transmit tire revolutions per mile that is based on the tire size. If the tire size is changed from the tire size that is programmed into the control for the ABS, the “Vehicle Speed Cal (J1939-ABS)” must also be changed. The value that is contained in the “Vehicle Speed Cal (J1939-ABS)” parameter is a ratio. If the actual tire size is equal to the tire size that is programmed into the control for the ABS, the “Vehicle Speed Cal (J1939-ABS)” parameter will be “1”. The ratio can be found by dividing the tire revolutions per mile that is transmitted by the ABS by the actual tire revolutions per mile. Contact the manufacturer of the ABS in order to verify that this message is supported.

The “VSL Protection” is the maximum engine rpm when there is a problem with the vehicle speed signal that is detected by the ECM. The ECM limits the engine to this engine rpm when the ECM senses no vehicle speed signal, and a load on the engine. This is a feature that is used to prevent tampering by running without a Vehicle Speed input to the ECM.

If the “Vehicle Speed Input” parameter is programmed to “Vehicle Speed Cal J1939-ABS”, this parameter must be programmed. If this parameter is not programmed a 253-02 Check Customer or System Parameters will become active. This parameter affects the cruise control and the ECM speedometer signal. Also, this parameter can affect the PTO operation, extended idle and trip totals. Table 129

Minimum

Maximum

Default

0

6.550

Not programmed

“Vehicle Speed Limit (VSL)” The “Vehicle Speed Limit (VSL)” is the maximum vehicle speed that is allowed by the ECM. The ECM will shut off fuel to the injectors above this speed. An inexperienced driver may think that something is wrong with the engine because the ECM will not fuel the engine above this vehicle speed limit. Vehicle speed limiting allows the implementation of a gear fast/run slow specification for the truck. The gear fast/run slow specification for the truck improves fuel economy while the parameter for the vehicle speed limit limits the maximum vehicle speed of the truck. Table 130

Application

Minimum

Maximum

Default

GM 530/540 GMT-560

48 km/h (30 mph)

121 km/h (75 mph)

121 km/h (75 mph)

Other

48 km/h (30 mph)

204 km/h (127 mph)

204 km/h (127 mph)

Note: When this parameter is programmed to the TEL rpm, the ECM disables the 84-01 Vehicle Speed loss of signal and the 84-10 Vehicle Speed signal rate of change. Also, the “VSL Protection” can be exceeded by disconnecting the vehicle speed sensor. Table 131

Application

Minimum

Maximum

Default

GM 530/540 GMT-560

1700 rpm

1700 rpm

1700 rpm

Other

1700 rpm

TEL rpm

TEL rpm

“Tachometer Calibration” The “Tachometer Calibration” parameter is used by the ECM to translate the engine speed signal into revolutions per minute for a tachometer. This parameter is programmed in pulses per revolution (PPR). The programmable range is from 2.0 to 500.0 in increments of 0.1 PPR. Table 132

Application

Minimum

Maximum

Default

GM 530/540 GMT-560

2.0 PPR

500.0 PPR

17.5 PPR

Other

2.0 PPR

500.0 PPR

134.0 PPR

“Soft Vehicle Speed Limit” The “Soft Vehicle Speed Limit” operates in conjunction with the “Vehicle Speed Limit”. The “Soft Vehicle Speed Limit” limits the vehicle speed within the following range:

• The minimum value is 4 km/h (2.5 mph) below the programmed “Vehicle Speed Limit” at full load.

• The maximum value is 4 km/h (2.5 mph) above the selected “Vehicle Speed Limit” at no load.

Table 133

Alternative

Default

No

Yes

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“Low Speed Range Axle Ratio” The “Low Speed Range Axle Ratio” parameter must be programmed when the two-speed axle switch is used by the ECM to adjust the vehicle speed calibration. When a two-speed axle is used, the change in gear ratios from the high speed range to the low speed range alters the calibration of the vehicle speed signal. Since the vehicle speed signal has been altered, a calibration adjustment is required to ensure that the ECM driven speedometer and the information that is stored in the ECM correctly reflect the actual vehicle speed. This parameter should be programmed to the “Low Speed Range Axle Ratio”. This parameter only requires programming when the “Two-Speed Axle Switch” parameter is enabled. Table 134

Minimum

Maximum

Default

0.00

19.99

0.00

“High Speed Range Axle Ratio” This parameter only requires programming when the “Two-Speed Axle Switch” parameter is enabled. The “High Speed Range Axle Ratio” must be programmed when a two-speed axle switch is used by the ECM to adjust the vehicle speed calibration. When a two-speed axle is used, the change in gear ratios from the high speed range to the low speed range alters the calibration of the vehicle speed signal. Since the vehicle speed signal has been altered, a calibration adjustment is required to ensure that the ECM driven speedometer and the information that is stored in the ECM correctly reflect the actual vehicle speed. This parameter should be programmed to the “High Speed Range Axle Ratio”. Table 135

Minimum

Maximum

Default

0.00

9.99

0.00

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65 Troubleshooting Section

System Configuration Parameters i02297846

System Configuration Parameters SMCS Code: 1901 System configuration parameters affect the emissions of the engine or the power of the engine. System configuration parameters are programmed at the factory. Normally, the system configuration parameters would never need to be changed through the life of the engine. System configuration parameters must be reprogrammed if an Engine Control Module (ECM) is replaced. Unless the engine rating has changed, system configuration parameters do not need to be reprogrammed when the ECM flash file is updated. The system configuration parameters are stamped on the engine information plate. Factory passwords are required to change these parameters. The following information is a description of the system configuration parameters.

“Full Load Setting” “Full Load Setting” is a number that represents the adjustment to the fuel system that was made at the factory in order to fine tune the fuel system. The correct value for this parameter is stamped on the engine information plate. A new ECM requires this parameter to be programmed to avoid generating a 253-02 Check Customer Or System Parameters (56).

“Full Torque Setting” “Full Torque Setting” is similar to “Full Load Setting”. This parameter must be programmed to avoid generating a 253-02 Check Customer Or System Parameters (56).

Interlock Code The interlock code is a code that prevents the use of incorrect ECM software for this engine. Each horsepower family and each emission certification has a different code that is associated with the horsepower family or the emission certification. When a flash file is replaced this code must match the code that is stored in the ECM. If the interlock code does not match the code that is stored in the ECM, both of the following situations will exist:

• The engine will only run at low idle. • A 253-02 Check Customer Or System Parameters (56) will be generated.

When the engine is being rerated, programming this code to 0 will prompt the ECM to read the interlock code that is stored in memory. The stored interlock code will be used by the ECM for the engine. This code does not need to be programmed when the flash file is installed under both of the following conditions:

• The new flash file is for the same family. • The new flash file is for an engine with the same rating for emissions.

If the flash file is from a different family, the following components may need to be changed: pistons, injectors, and other components. The engine information plate must also be changed in order to reflect the new rating. Some vehicle systems such as the cooling system or the transmission may also require changes when the engine is rerated. Please contact the system's Original Equipment Manufacturer (OEM) for further information.

“Engine Serial Number” Program the “Engine Serial Number” to match the engine serial number that is stamped on the engine information plate. When a new ECM is delivered, the engine serial number in the ECM is not programmed.

“Personality Module Release Date” This parameter is defined by the Personality Module and this parameter is not programmable. The “Personality Module Release Date” is used to provide the version of the software. The customer parameters and the software change levels can be monitored by this date. The date is provided in the month and the year (NOV99). NOV is the month (November). 99 is the year (1999).

66 Troubleshooting Section

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Troubleshooting without a Diagnostic Code i02204523

Can Not Reach Top Engine RPM SMCS Code: 1915-035

Probable Causes Note: If this problem occurs under load, refer to Troubleshooting, “Low Power/Poor or No Response to Throttle”.

• Diagnostic codes

• “Lower Gears Engine RPM Limit” • “Intermediate Gears Engine RPM Limit” • “Gear Down Protection Engine RPM Limit” • “Top Engine Limit” engines with software prior to DEC02

• “VSL Protection” • “PTO Top Engine Limit” with the PTO on/off switch in the ON position

• “PTO Vehicle Speed Limit” with the PTO on/off switch in the ON position

d. Set each parameter to the parameter's maximum value one at a time and determine whether the problem is corrected.

• Customer specified parameters (normal operation)

3. Check cold mode operation.

• Cold mode

Note: This is normal operation if the problem occurs only after start-up in cold weather.

• Accelerator pedal position sensor • Vehicle speed signal • Fuel supply • Power train data link • Air intake and exhaust system • Diesel particulate filter (if equipped)

Recommended Actions 1. Check for diagnostic codes. a. Connect Caterpillar Electronic Technician (ET) to the data link connector. b. Check for active diagnostic codes and/or logged diagnostic codes. Certain diagnostic codes will limit the engine speed. c. Troubleshoot all active diagnostic codes before continuing with this procedure. 2. Check customer specified parameters. a. Verify that the complaint is not normal operation (programmed parameter). b. Access the “Configuration” screen on Cat ET. c. Check the following parameters:

• “Vehicle Speed Limit”

a. Monitor the electronic service tool in order to verify that the engine has progressed from cold mode. “Cold Mode” is indicated in the upper corner of any status screen. 4. Check the accelerator pedal position sensor. a. Use the cruise/idle on/off switch to put the engine in idle mode. b. Vary the engine rpm with the set/resume switches. If both of the following conditions are met, monitor the status of the accelerator pedal position sensor.

• The engine is stable by using idle mode to control the engine rpm.

• The engine is unstable by using the accelerator pedal position sensor.

If the status of the accelerator pedal position sensor is unstable, refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”. 5. Monitor the vehicle speed signal. Ensure the accuracy of the vehicle speed signal by comparing the vehicle speed signal to the actual vehicle speed.

SENR9517-19

If the vehicle speed is greater than the VSL, the engine rpm is limited to the programmed “VSL Protection”. If a problem is discovered, refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test”. 6. Check the fuel supply. a. Monitor the exhaust for smoke while the engine is being cranked. If no smoke is present, there may be a problem with the fuel quality or there may be a problem with the fuel supply. b. Check the fuel quality. Refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. c. Check the fuel pressure. Refer to Testing and Adjusting, “Fuel System”. d. Ensure that the fuel system has been primed. Refer to Testing and Adjusting, “Fuel System”. e. Check for fuel supply lines that are restricted. f. Check the fuel filters. g. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax). h. Check for air in the fuel system. Refer to Testing and Adjusting, “Fuel System”. 7. Check the power train data link. Ensure that the power train data link is not limiting the power. a. Monitor the status screen for the power train data link while the vehicle is experiencing problems. If the status screen indicates that the power train data link is limiting the power or the rpm, verify that this is not normal operation. If this is not normal operation, refer to the vehicle's Original Equipment Manufacturer (OEM) for repairs. 8. Air intake and exhaust system a. Clean plugged air filters or replace plugged air filters. Refer to the Operation and Maintenance Manual. b. Check the air intake and the exhaust system for restrictions and/or leaks. Refer to Testing and Adjusting for more information. 9. Diesel particulate filter (if equipped)

67 Troubleshooting Section

a. Check for active “Warning” or “Alarm” lights that are associated with the diagnostic module for the diesel particulate filter. Refer to Troubleshooting, “Exhaust Particulate Filter Circuit-Test” and Special Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters”. b. Clean the diesel particulate filter, if necessary. Refer to Special Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters” for more information. i02309128

Can Not Reach Vehicle Speed Limit SMCS Code: 7463-035

Probable Causes • Excessive load • Brakes • Programmable parameters • Vehicle speed circuit • A system on the power train data link • Electronic control system • Accelerator pedal position sensor • Air inlet and exhaust system • Fuel system

Recommended Repairs Verify that the Load is Not Excessive Interview the operator. Verify that the load is within the specification of the engine and the drive train.

Check the Brakes A brake that drags can limit the vehicle's speed. Check the vehicle's brake system for proper operation.

Check Programmable Parameters Certain programmable parameters may limit vehicle speed. Use the Caterpillar Electronic Technician (ET) to check the following programmable parameters:

• Vehicle Speed Limit (VSL)

68 Troubleshooting Section

• Lower Gears Engine RPM Limit • Intermediate Gears Engine RPM Limit • Gear Down Protection Engine RPM Limit • VSL Protection • “PTO Top Engine Limit” with the PTO on/off switch in the ON position

• “Maximum PTO Vehicle Speed” with the PTO on/off switch in the ON position

• Soft Vehicle Speed Limit Set each parameter to the maximum value one at a time and determine whether the problem is corrected. Note: Programming the “Soft Vehicle Speed Limit” to “No” may eliminate the complaint.

Check the Vehicle Speed Circuit Use Cat ET to monitor the vehicle speed signal while the vehicle is operated. Verify that the vehicle speed signal is reasonably close to the vehicle's actual speed. Refer to Troubleshooting, “Vehicle Speed Circuit - Calibrate”, if necessary.

Check the Electronic Control System Use Cat ET to monitor the fuel position, the rated fuel limit, and the FRC limit. While the vehicle is operating under full load, the parameters should meet the following conditions:

• The fuel position is equal to the rated fuel limit. • The fuel position is less than the FRC limit. If the fuel position is equal to the rated fuel limit and the fuel position is less than the FRC limit, the electronic control system is operating correctly. If the fuel position is not equal to the rated fuel limit and/or the fuel position is not less than the FRC limit, check the boost pressure on Cat ET when the engine is not running. The boost pressure should be 0 kPa (0 psi).

Check the Accelerator Pedal Position Sensor Use Cat ET to monitor the status of the accelerator pedal position sensor. Operate the engine at high idle with the vehicle in neutral. If the engine cannot reach the programmed “Top Engine Limit”, check the duty cycle for the accelerator pedal position sensor. Refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”.

SENR9517-19

Check the Systems on the Power Train Data Link A system that is connected to the power train data link may be limiting the vehicle's speed. These systems include the brakes and the transmission. Note: You may need a special service tool in order to monitor the other modules on the J1939 data link. Obtain the necessary equipment, when possible. Monitor the appropriate parameters while the vehicle is experiencing problems. Determine if the systems are limiting the engine's speed. Determine if the condition is normal operation. Refer to the vehicle's Original Equipment Manufacturer (OEM) if the condition is not normal operation.

Check the Air Inlet and Exhaust System Check the air cleaner element according to the procedure in the Operation and Maintenance Manual. Check the air inlet and the exhaust system for restrictions. The procedure is in the Systems Operation/Testing and Adjusting manual. Check for aftercooler core leakage. The procedure is in the Systems Operation/Testing and Adjusting manual.

Check the Fuel System Monitor the exhaust for smoke while the engine is being cranked. If smoke is present, there may be a problem with the quality of the fuel. Refer to the Operation and Maintenance Manual for additional information on fuel quality. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance Manual for information on improving the characteristics of the fuel during cold weather operation. Ensure that the fuel system has been primed. The priming procedure is in the Operation and Maintenance manual. Check for air in the fuel system. Also check the fuel pressure. The procedures are in the Systems Operation/Testing and Adjusting manual. Check for a restriction in the fuel supply lines. Check the fuel filters.

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69 Troubleshooting Section

i02204546

Check Engine Lamp or Warning Lamp Is Malfunctioning SMCS Code: 7431-035

Probable Causes • Intermittent diagnostic codes • Check engine lamp

If the check engine lamp comes on there may be a problem with the circuit. Place the ignition key switch in the OFF position. Check the power connection and the ground connection of the ECM. Refer to Troubleshooting, “Check Engine Lamp Circuit - Test” for additional information. If the lamp does not come on there may be a problem with the lamp. Place the ignition key switch in the OFF position. Check the lamp in order to ensure that the lamp is not burned out. Also, check the wiring in order to ensure that there is not an open circuit or a short circuit.

• Warning lamp

Warning Lamp

• Cruise control set/resume switch

1. In order to check the warning lamp, start the engine.

• Short in vehicle harness

Recommended Actions

The warning lamp should come on for at least two seconds. Then, the warning lamp should turn off. The warning lamp will remain on or flash if there is a problem with the engine.

Note: GM vehicles refer to the Check Engine Lamp as the Service Engine Soon Lamp.

a. Place the ignition key switch in the OFF position. The engine should be off.

Perform the following diagnostic procedures in order:

Intermittent Diagnostic Codes

b. If the warning lamp did not operate correctly remove the terminal for the warning lamp (terminal 29) from the 70-pin connector at the ECM.

Use Caterpillar Electronic Technician (ET) to check for any diagnostic codes that may be logged or active. Check for any intermittent diagnostic codes.

c. Connect the warning lamp (terminal 29) to the ground stud. Place the ignition key switch in the ON position.

Check Engine Lamp

d. Observe the warning lamp.

• Service engine soon lamp (GM)

1. In order to check the check engine lamp, place the ignition key switch in the ON position while the engine is off. The check engine lamp should turn on. Then, the check engine lamp should turn off. The check engine lamp will flash if there is an active diagnostic code. a. Place the ignition key switch in the OFF position. b. If the check engine lamp did not operate correctly remove the terminal for the check engine lamp (terminal 28) from the 70-pin connector at the Engine Control Module (ECM). c. Connect the check engine lamp (terminal 28) to the ground stud. Place the ignition key switch in the ON position. d. Observe the check engine lamp.

If the warning lamp comes on there may be a problem with the circuit. Place the ignition key switch in the OFF position. Check the power connection and the ground connection of the ECM. Refer to Troubleshooting, “Warning Lamp Circuit - Test” for additional information. If the lamp does not come on there may be a problem with the lamp. Place the ignition key switch in the OFF position. Check the lamp in order to ensure that the lamp is not burned out. Also, check the wiring in order to ensure that there is not an open circuit.

Cruise Control Set/Resume Switch Connect Cat ET to the cab data link connector. Place the ignition key switch in the ON position. Observe the status screen for the cruise control set/resume switch.

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If the status screen indicates that the switch is on and the switch is not in the ON position, the switch is shorted out. Refer to Troubleshooting, “Cruise Control Switch Circuit - Test”.

Cruise Control, Idle, or PTO Can Not Be Set

Short in Vehicle Harness

SMCS Code: 1915-035

Check Engine Lamp

Probable Causes

Monitor the check engine lamp while the terminal for the check engine lamp (terminal 28) is removed from the P2 ECM connector. Also, the technician could monitor the check engine lamp while the ECM connector is disconnected.

• Programmable parameters

If the lamp remains on and the terminal has been removed from the ECM, there is a short circuit to ground in the vehicle harness.

Recommended Actions

Warning Lamp Monitor the warning lamp while the terminal for the warning lamp (terminal 29) is removed from the P2 ECM connector. Also, the technician could monitor the warning lamp while the ECM connector is disconnected. If the lamp remains on and the terminal has been removed from the ECM there is a short circuit to ground in the vehicle harness.

i02318966

• Problem with a switch • Clutch switch or clutch spring

Note: If a kickout occurred, the Engine Control Module (ECM) stores the most recent cause of the kickout. However, the ECM will not store the information if the ECM is powered down. The ECM is powered down when the keyswitch is placed in the OFF position. It may be necessary to operate the vehicle in order to duplicate the problem. Then, check the value of the “Cruise Kickout”, the “Idle Kickout”, or the “PTO Kickout” status parameter before the ECM is powered down. Perform the actions that relate to the feature that has the complaint.

Service Engine Soon Lamp (GM)

Check the Programmable Parameters

Check the ALDL connector in order to ensure that there is not a short circuit between terminal 4 and terminal 6. Also, check for a short between terminal 5 and terminal 6.

Refer to Table 136. Use the Caterpillar Electronic Technician (ET) to verify that configuration parameters for the feature with the complaint are programmed correctly:

Illustration 17 GM ALDL cab connector. (4) -Battery (5) -Battery (6) Diagnostic enable (7) J1587 Data Link + (15) J1587 Data Link (16) +Battery

g01113297

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71 Troubleshooting Section

Table 136

Parameters for the Features Feature Cruise Control

Configuration Parameters

Notes

Low Cruise Control Set Speed Limit

If the vehicle speed is below the “Low Cruise Control Set Speed Limit”, the cruise control can not be set or resumed.

High Cruise Control Set Speed Limit

If the vehicle speed exceeds the “High Cruise Control Set Speed Limit” and the driver attempts to set a cruise control speed, the cruise set speed will be the “High Cruise Control Set Speed Limit”.

Transmission Neutral Switch Cruise Control On/Off Switch Cruise Control Set/Resume/Accel/Decel Switch Cruise Control Pause Switch Extended Idle

Idle Vehicle Speed Limit

If the driver attempts to set an idle engine rpm and the vehicle speed exceeds the “Idle Vehicle Speed Limit”, the idle will not activate.

Idle RPM Limit

If the engine rpm is above the “Idle RPM Limit” and the driver attempts to set an idle engine rpm, the idle engine rpm will be the idle rpm limit.

Transmission Neutral Switch Cruise Control On/Off Switch Cruise Control Set/Resume/Accel/Decel Switch Cruise Control Pause Switch PTO

PTO Top Engine Limit PTO Kickout Vehicle Speed Limit

If the vehicle speed exceeds the programmed “PTO Kickout Vehicle Speed Limit”, the ECM will not maintain the set speed.

Transmission Neutral Switch PTO On/Off Switch Remote PTO Set Switch Remote PTO Resume Switch

Check the Switches Typically, the operation of the PTO requires an interlock switch such as a parking brake switch. Ensure that all interlocks are set to allow PTO operation. Cat ET uses the following status parameters to display the most recent cause of the kick out for each feature: “Cruise Kickout”, “Idle Kickout”, and “PTO Kickout”. If the cause of the kick out is “Switch Turned Off”, the ECM has detected an open circuit in the circuit for the cruise switch or the PTO switch. Verify that the operator did not turn off the switch. Use Cat ET to check the status of the on/off switch while the switch is operated. Refer to Troubleshooting, “Cruise Control Switch Circuit - Test” or Troubleshooting, “PTO Switch Circuit - Test”, if necessary.

If the cause of the kick out is “Brake”, the ECM has detected an open circuit in the circuit for a service brake switch. Verify that the operator did not operate the service brake. Use Cat ET to check the status of the service brake switches while the service brake is operated. Refer to Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test” or , “Service Brake Pedal Position (Switch 2) Circuit - Test”, if necessary. If the cause of the kick out is “Clutch”, the ECM has detected an open circuit in the circuit for the clutch switch. Verify that the operator did not operate the clutch. Use Cat ET to check the status of the clutch switch while the clutch is operated. Refer to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”, if necessary.

72 Troubleshooting Section

If the cause of the kick out is “Neutral”, the ECM has detected an open circuit in the circuit for the transmission neutral switch. Verify that the operator did not shift the transmission into neutral. Use Cat ET to check the status of the transmission neutral switch while the transmission is shifted into neutral. Refer to Troubleshooting, “Neutral Switch Circuit Test”, if necessary. If the cause of the kick out is “Set SW Timeout”, then the cruise control set/resume switch was placed to the “Set” position by the operator for more than 15 seconds or there is a short circuit in the circuit for the “Set” position of the switch. Determine the condition that caused the kickout. Refer to Troubleshooting, “Cruise Control Switch Circuit - Test”, if necessary. Turn off the cruise control switch and turn on the cruise control switch in order to get the cruise control to work again. If the cause of the kick out is “Res SW Timeout”, then the cruise control set/resume switch was placed to the “Resume” position by the operator for more than 15 seconds or there is a short circuit in the circuit for the “Resume” position of the switch. Determine the condition that caused the kickout. Refer to Troubleshooting, “Cruise Control Switch Circuit Test”, if necessary. Turn off the cruise control switch and turn on the cruise control switch in order to get the cruise control to work again. If the cause of the kick out is “Vehicle Speed < Limit”, the vehicle speed signal exceeded the programmed Idle/PTO vehicle speed limit or the vehicle speed signal is missing or erratic. Perform the following steps: 1. Inspect the vehicle speed sensor for debris. 2. Carefully inspect the vehicle's electrical connectors for the speed circuit. Look for corrosion, for debris, and for loose terminals. 3. Check the P1 connector for corrosion, for debris, and for loose terminals. 4. Use Cat ET to check the vehicle speed while the vehicle is parked. Also check the vehicle speed while the vehicle is being driven in order to determine that the vehicle speed that is indicated by Cat ET does not vary significantly from the vehicle speed that is indicated by the speedometer. Refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test”.

Check the Clutch Switch and the Clutch Spring Check the clutch switch adjustment and the clutch spring. Make repairs, if necessary.

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i02127473

Driver Questionnaire SMCS Code: 0336 Table 137

Ask the driver to answer the following questions before attempting to repair an intermittent problem, or a problem with symptoms but no diagnostic codes. Use this and the response guideline to these questions on the next page. Questions 1. Ask the driver if the check engine lamp turned on during the problem or if the check engine lamp turned on after the problem. The check engine lamp stays on for the following time period: 2. Ask the driver for the number of occurrences for this problem. Ask the driver to duplicate the problem if the problem can be duplicated in less than one hour. 3. Ask the driver if other shops have worked on the same problem. If the answer is yes, ask the names of the shops. Also ask for the time period for the work that was performed. 4. Ask the driver if the engine completely shut down. Ask the driver if the restart required the use of the key switch. Ask the driver for the waiting period before the driver could restart the engine after the shutdown. 5. Ask the driver if the engine had a hesitation, a speed burp or a misfire without a complete shutdown. 6. Ask the driver if the radio, dash gauges or lights momentarily turn off during an occurrence of the problem. Ask the driver if there are any other observations about the truck's components. 7. Ask the driver if the problem occurs only at specific engine loads. Ask the driver for additional details. 8. Ask the driver if the problem occurs at a specific engine operating temperature. If the problem occurs at a specific engine operating temperature, record the engine temperature. 9. Ask the driver if the problem occurs only at specific outside temperatures or temperature ranges. If the problem occurs only at specific outside temperatures or temperature ranges, record the outside temperature or temperature range. 10. Ask the driver if the problem occurs during any other specific conditions. 11. Ask the driver if the problem occurs at a specific vehicle speed. If the problem occurs at a specific vehicle speed, record the vehicle speed. 12. Ask the driver if the vehicle kicked out of cruise control mode, idle mode or PTO mode. 13. Ask the driver if the problem occurs during the use of the accelerator. During this time, the engine is not in cruise control mode or PTO mode. 14. Ask the driver if the problem occurs at a specific engine rpm. If the problem occurs at a specific engine rpm record the engine rpm.

Yes

Comments

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i02127475

Driver Questionnaire Response SMCS Code: 0336 Table 138

1. If the check engine lamp turned on there will be a logged diagnostic code. Refer to Troubleshooting, “Troubleshooting with a Diagnostic Code” in order to determine if the driver's indicated symptoms agree with the symptoms that are associated with the diagnostic code. If the driver's symptoms do not match the symptoms of the diagnostic code, troubleshooting the diagnostic code will not correct the problem. Review the snapshots that are associated with each diagnostic code in order to determine the operating conditions of the engine during the occurrence of the problem. Try to duplicate these conditions. If there are not any logged diagnostic codes check the battery connections for the Engine Control Module (ECM). Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”. 2. If the problem is easily repeatable, take the vehicle for a test drive while Caterpillar Electronic Technician (ET) is connected to the data link connector. Note the conditions when the problem occurs. The operator should be prepared to take snapshot data by using Cat ET or the cruise control set/resume switches. Ensure that you operate the vehicle after correcting the problem. During vehicle operation, duplicate the operating conditions before releasing the vehicle in order to verify that the problem has been corrected. 3. If the vehicle has been to other shops for the same problem, call the other shops in order to determine the type of work that has been done. Avoid replacing the same components again, unless you are absolutely sure that the components are the problem. If a component has recently been changed, it is unlikely that the component will fail again. 4. Troubleshoot the reason that the engine will not start. Repair the reason that the engine does not start. When you repair the reason that the engine did not start you should repair the reason that the engine shut down. If the engine shut down completely, check the ECM battery connections, the ground connections, the fuel system, the fuel, the primary engine speed/timing sensor and the secondary engine speed/timing sensor. If the engine will not restart, refer to Troubleshooting, “Engine Cranks but Will Not Start”. 5. If the problem is easily repeatable, refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”. If the problem is not easily repeatable, refer to Troubleshooting, “Intermittent Low Power or Power Cutout”. 6. If other devices on the vehicle are affected, something is wrong with the vehicle wiring. Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit Test” for information on inspecting the ECM battery connections. 7. Operate the engine under similar load conditions. Check the low pressure fuel lines for restrictions. Also check the fuel/water separator and the fuel tanks for foreign objects that are blocking the fuel supply. 8. Operate the engine at this temperature. Attempt to duplicate the problem. 9. When possible, troubleshoot the problem in this temperature range. 10. If the problem seems to occur during the rain or a washing, thoroughly inspect the connectors for moisture. Refer to Troubleshooting, “Electrical Connectors - Inspect”. 11. If the problem occurs at a specific vehicle speed, check the parameters that affect vehicle speed in order to verify that the parameters are programmed close to the vehicle speed of the occurrence of the problem. Check the following parameters: “Vehicle Speed Limit” “VSL Protection” “Low Cruise Control Speed Set Limit” “High Cruise Control Speed Set Limit” “Idle Vehicle Speed Limit” “PTO Vehicle Speed Limit” “Engine/Gear Speed Limit” Set each parameter to the maximum value one at a time and verify that the problem is corrected. 12. If the vehicle kicks out of cruise control mode, idle mode or PTO mode and it can be duplicated, check the status screen on the electronic service tool. Check the status of the “Cruise Kickout”, the “Idle Kickout” or the *PTO Kickout*. If the problem can not be duplicated, inspect the vehicle speed circuit, the service brake circuit and the clutch switch circuit and switch adjustment, the circuit for the neutral switch and the circuits for the cruise/idle/pto switches, as required. 13. Check for logged diagnostic codes that are associated with the accelerator pedal position sensor. Refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”. 14. If the problem occurs at a specific engine rpm, check the “VSL Protection”, the “Idle rpm Limit”, the “Top Engine Limit”, the “PTO Top Engine Limit” and the Progressive Shift Parameters. These parameters are programmable. Set each parameter to the maximum value one at a time and verify that the problem is corrected.

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i02319575

i02504511

ECM Will Not Accept Factory Passwords

Electronic Service Tool Will Not Communicate with ECM

SMCS Code: 1901-035

SMCS Code: 0785-035; 1901-035

Probable Causes

Probable Causes

• Incorrect information for the password request

• Configuration for the communications adapter

• Incorrect passwords

• J1/P1 connectors for the Engine Control Module

Recommended Actions

(ECM)

• Communication adapter and/or cables

Check the Information for the Password Request

• Electrical power supply to the service tool

The information for the password request must be obtained from the Engine Control Module (ECM) that is being programmed. Do not use information from an old ECM in order to program factory passwords on a replacement ECM.

• Caterpillar Electronic Technician (ET) and related

Verify that the information that is used to request the passwords is identical to the information that is displayed on the Caterpillar Electronic Technician (ET). Engine Serial Number – The engine serial number must be from the Cat ET screen rather than the engine information plate. Reason Code – Use the reason code from the factory password screen. Reason codes are assigned for specific purposes and reason codes are not interchangeable.

connector hardware

• Electrical power supply to the ECM • Override switches • ATA data link • J1939 data link

Recommended Actions Attempt to start the engine. If the engine starts, but the ECM will not communicate with the Cat ET, continue with this procedure. If the engine will not start, refer to Troubleshooting, “Engine Cranks but Will Not Start”. If the engine will not crank, refer to Troubleshooting, “Engine Will Not Crank”.

Turn the key switch to the OFF position. Then, turn the keyswitch to the ON position. Try to enter the passwords again.

Configuration for the Communications Adapter

Incorrect Passwords

1. Access “Preferences” under the “Utilities” menu on Cat ET.

Verify that the correct passwords were entered. Check each character in each password. If rechecking the passwords does not correct the problem, change a customer parameter from the current value to another value and then change the customer parameter back to the original value. This will change the total tattletale. The new total tattletale will require obtaining new factory passwords. Obtain new factory passwords and enter the passwords.

2. Verify that the correct “Communications Interface Device” is selected. 3. Verify that the correct “Port” is selected for use by the communication adapter. The most commonly used port is “COM 1”. 4. Check for any hardware that is utilizing the same port as the communications adapter. If any devices are configured to use the same port, exit or close the software programs for that device.

J1/P1 ECM Connectors Check the J1/P1 ECM connectors for the following problems:

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• Proper torque

1. Turn the keyswitch to the OFF position.

• Cleanliness of the terminals

2. Disconnect Cat ET.

• Wires and terminals are properly installed into the

3. Turn the keyswitch to the ON position.

connector.

Refer to Troubleshooting, “Electrical Connectors Inspect” for additional information.

4. Connect Cat ET. This may solve the communication problem.

Communication Adapter and/or Cables

ATA Data Link

Verify that the correct cable is being used between the communication adapter and the service tool connector. Refer to Troubleshooting, “Electronic Service Tools”.

Troubleshoot the ATA data link for possible problems. Refer to Troubleshooting, “ATA (SAE J1587 / J1708) Data Link Circuit - Test”.

If you are using a 171-4401 Communication Adapter As, ensure that the firmware and software files for the communication adapter are the most current files that are available. If the firmware and software do not match, the communication adapter will not communicate with Cat ET.

J1939 Data Link Troubleshoot the J1939 data link for possible problems. Refer to Troubleshooting, “Powertrain Data Link Circuit - Test”. i02319720

Electrical Power Supply to the Service Tool Connector Verify that battery voltage is present between terminals A and B of the service tool connector. If the communication adapter is not receiving power, the communication adapter's display will be blank.

Cat ET and Related Hardware In order to eliminate Cat ET and the related hardware as the problem, connect Cat ET to a different engine. If the same problem occurs on a different engine, check Cat ET and the related hardware in order to determine the cause of the problem.

Electrical Power Supply to the ECM If the ECM is not receiving battery voltage, the ECM will not communicate. Check the electrical power to the ECM. Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”.

Override Switches Verify that there are no aftermarket devices that are preventing battery voltage from reaching the ECM. Some type of override switch is interrupting the power to the ECM if the following conditions are true:

• Communication occurs when the engine is running. • No communication occurs when the engine is not running and the keyswitch is ON.

Perform the following procedure:

Elevated Idle SMCS Code: 1915-035

Probable Causes This condition may be normal operation. One of the following features may be causing the elevated idle:

• Low Battery Elevated Idle • Cold Mode Elevated Idle • PTO operation • Exhaust Brake Use the Caterpillar Electronic Technician (ET) to verify that the engine is not in elevated idle. Elevated idle is indicated in the upper part of any status screen.

Conditions Low Battery Elevated Idle The engine idle speed will be elevated to the value that is programmed into the “Battery Monitor Low Idle Engine Speed” parameter when all of the following conditions occur:

• The vehicle is stopped. • The transmission is not in gear. • The brake pedal is not depressed. • The clutch pedal is not depressed.

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• System battery voltage is less than the value that

is programmed into the “Battery Monitor & Engine Control Voltage” parameter for 30 seconds.

• Aftermarket engine protection devices • Power to ECM • Electrical connections to the electronic unit

Cold Mode Elevated Idle

injectors

The engine idle speed will be elevated to the value that is programmed into the “Warm Up Mode Idle Speed” parameter when all of the following conditions occur:

• Fuel supply • Combustion problem

• The transmission is not in gear.

• Cold weather and problems with the starting aids

• The brake pedal is not depressed.

Recommended Actions

• The clutch pedal is not depressed.

Theft Deterrent

• Cold mode is active. PTO Operation The engine speed may be elevated during PTO operation. Check the value of the “PTO Engine RPM Set Speed” parameter.

The Exhaust Brake Is Being Used as a Warm Up Device Check the value of the “Exhaust Brake/Warm Up Enable” parameter. If the parameter is programmed to “Warm Up” or “Exhaust Brake and Warm Up”, the engine idle speed may be elevated during idle. Refer to , “Exhaust Brake Circuit - Test” for additional information about this feature. i02718331

If the display screen on Messenger indicates that the theft deterrent is enabled, the theft deterrent passwords must be entered before the engine will start. Ensure that the theft deterrent (if equipped) is not active. Turn the keyswitch to the ON position. Observe the display screen on Messenger.

Diagnostic Codes 1. Check for active diagnostic codes. 2. Connect Caterpillar Electronic Technician (ET) to the data link connector. 3. Check for active diagnostic codes. Certain diagnostic codes will prevent the engine from starting. 4. Troubleshoot any diagnostic codes that are present.

Engine Cranks but Will Not Start

Flash File for the Engine Control Module (ECM)

SMCS Code: 1000-035

• Diagnostic codes

Check that the latest version of the ECM flash file has been installed. Verify that the flash file that is installed matches the application. A new ECM is not programmed at the factory. The engine will not start until the ECM flash file is installed for the specific application. Also, the ECM will not communicate until the flash file has been installed. Use “WinFlash” to program a new ECM.

• ECM flash file

Air Inlet Shutoff (If Equipped)

• Air inlet shutoff (if equipped)

Check the air inlet shutoff system. If the engine was shut down due to the air inlet shutoff system, the air inlet shutoff needs to be manually reset.

Probable Causes • Theft deterrent

• Engine speed/timing signal • Keyswitch • Communications between the Engine Control Module (ECM) and the Caterpillar Electronic Technician (ET)

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Engine Speed/timing Signal

Aftermarket Engine Protection Devices

Check the engine speed/timing signal. Observe the engine rpm on Cat ET while the engine is being cranked. This may require Cat ET to be powered directly by the vehicle batteries or this may require Cat ET to be powered directly by a separate power source. Use the 167-9225 Harness (SERVICE TOOL ADAPTER).

1. Check aftermarket engine protection devices. These devices usually interrupt power to the ECM. This will prevent communications between the ECM and Cat ET.

If Cat ET displays 0 rpm and the engine is being cranked, there is a problem in the circuit for the primary engine speed/timing sensor or in the circuit for the secondary engine speed/timing sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor Circuit - Test”. If an engine rpm is present, check the sensor installation. If the sensor is not properly installed, the sensor may read engine speed but the sensor may not be able to sense the tooth pattern. The ability to detect the tooth pattern is necessary to determine the cylinder position. Engine rpm is present when the engine rpm is 50 rpm or more.

Keyswitch 1. Use Cat ET to check the status of the keyswitch.

a. Check for the correct installation of the aftermarket engine protection device. b. Check for the correct operation of the aftermarket engine protection device. c. Verify that the ECM is receiving the correct battery voltage.

Power to the ECM 1. Check the power supply connections for the ECM and the ground connections for the ECM. 2. Verify that the ECM is receiving battery voltage with the keyswitch in the ON position. Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”. 3. Check for proper operation of the ECM.

a. Access the status for “Ignition Key Switch” in Cat ET.

Before replacing the ECM, try to install a new flash file into the existing ECM. Refer to Troubleshooting, “Flash Programming”.

b. Slowly cycle the keyswitch on and off while the status of the keyswitch is being monitored. The status should indicate the state of the switch.

If the ECM is suspected of being the problem, temporarily connect a test ECM. This will prove whether the problem is with the suspect ECM.

If the ECM will not communicate and the keyswitch is in the ON position, refer to “Aftermarket Engine Protection Devices”.

Electrical Connections to the Electronic Unit Injectors

Note: If the engine shutdown output is used, the status for the keyswitch may indicate that the switch is on even though the keyswitch is in the OFF position.

Check the electrical connections to the electronic unit injectors. Ensure that the valve cover connectors are fully connected. Ensure that the valve cover connectors are free of corrosion and of moisture.

Communications Between the ECM and Cat ET

Fuel Supply

1. Check the communications between the ECM and Cat ET. a. Ensure that the keyswitch is in the ON position. Attempt to access one of the status screens on Cat ET. If Cat ET indicates that the ECM will not communicate go to “Aftermarket Engine Protection Devices”. If the ECM communicates go to “Power to the ECM”.

1. Check the fuel supply. a. Monitor the exhaust for smoke while the engine is being cranked. If no smoke is present, there may be a problem with the fuel quality or with the fuel supply. b. Check the fuel quality. Refer to Systems Operation/Testing and Adjusting, “Fuel Quality - Test”. Also refer to Truck Application and Installation Guide, LEBT5109. c. Check the operation of the low pressure fuel system. Refer to Systems Operation/Testing and Adjusting, “Fuel System Pressure - Test”.

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d. Ensure that the fuel system has been primed. Refer to Systems Operation/Testing and Adjusting, “Fuel System - Prime”.

• Engine shutdown switches (if applicable)

e. Check for a restriction in the fuel supply lines.

• Air shutoff system (if applicable)

f. Check the fuel filters.

• Engine speed/timing

g. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax).

• Fuel supply

Combustion Problem

• Crank without inject (if applicable)

• Unit injectors • Combustion

Check for mechanical problems that may affect combustion of the fuel.

Recommended Actions

Cold Weather and Problems with the Starting Aids

Diagnostic Codes, Event Codes, and ECM Power Supply

The engine may have an air inlet heater and a starting aid (ether) may also be utilized. If the “Starting Aid Output” is programmed to “Automatic” and if the conditions are correct, the ECM will enable the output for a maximum of 30 seconds. The air inlet heater will not turn on until five seconds after completion of the ether injection.

Certain diagnostic codes and/or event codes may prevent the engine from starting. Connect the Caterpillar Electronic Technician (ET) and check for active codes and/or for logged codes. Troubleshoot any codes that are present before continuing with this procedure.

If there is a problem with the ether injection system, excessive cranking and/or failure to start could result. For example, if the ether canister is empty, the ECM might activate the starting aid output for 30 seconds. Another five seconds would elapse before the air inlet heater is turned on. Make sure that the starting aid system is OK. For engines that do not use the starting aid output, the air inlet heater is designed to help with starting in cold weather. Make sure that the circuit for the air inlet heater is OK. i04523833

Engine Cranks but Will Not Start SMCS Code: 1000-035

Note: If Cat ET will not communicate with the ECM, the problem is most likely with the electrical power supply to the ECM. Refer to the diagnostic functional test Troubleshooting, “Electrical Power Supply Circuit - Test”.

Starting Circuit Test the operation of the starting motor and associated circuit components. Refer to the Systems Operation/Testing and Adjusting manual.

Flash File Verify that the correct flash file has been flashed into the ECM. Refer to programming parameters Troubleshooting, “Flash Programming”.

Starting Aids Air Inlet Heater (if applicable)

Probable Causes • Diagnostic codes • Event codes • Flash file • Power supply for the Electronic Control Module (ECM) • Starting circuit • Starting aids (if applicable)

Make sure that the air inlet heater is programmed to the On position. Refer to the diagnostic functional test Troubleshooting, “Air Inlet Heater Circuit - Test”. Ether Injection System (if applicable) Ensure that the ether injection system is programmed to “On”. Refer to the diagnostic functional test Troubleshooting, “Ether Injection System - Test”.

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Engine Shutdown Switches (If Applicable) The engine shutdown switches should be in the OFF position. Use Cat ET to verify the status of the shutdown switches. When a shutdown occurs, the engine control must be in the OFF/RESET mode for at least 15 seconds before restarting the engine. Note: If Cat ET will not communicate with the ECM, the problem is most likely with the electrical power supply to the ECM. Refer to the diagnostic functional test Troubleshooting, “Electrical Power Supply Circuit - Test”.

Crank Without Inject (If Applicable) Ensure the crank without inject circuit is not active.

Air Shutoff System (If Applicable) Check the air shutoff mechanism. If an engine overspeed has occurred, the keyswitch must be cycled. There may be a manual reset for the air shutoff mechanism that is on the engine.

Engine Speed/Timing NOTICE Do not crank the engine continuously for more than 30 seconds. Allow the starting motor to cool for two minutes before cranking the engine again. 1. Crank the engine and observe the engine speed on the Cat ET status screen. If Cat ET indicates zero rpm, refer to the diagnostic functional test Troubleshooting, “Engine Speed/Timing Sensor Circuit - Test”. Note: Upon initial cranking, the status for engine speed may indicate that the engine speed signal is abnormal. This message will be replaced with an engine speed once the ECM is able to calculate a speed from the signal. 2. Ensure that the timing reference gear is installed correctly. The engine will not start if the gear was installed backward. Check for proper orientation between the crankshaft and camshaft drive gears. Correct the orientation and/or replace the drive gear, if necessary. Refer to the Disassembly and Assembly manual.

Fuel Supply 1. Visually check the fuel level. Do not rely on the fuel gauge only. If necessary, add fuel. If the engine has been run out of fuel, it will be necessary to prime the fuel system. Refer to the Operation and Maintenance Manual.

SENR9517-19

2. Check the fuel lines for the following problems: restrictions, collapsed lines, and pinched lines. If problems are found with the fuel lines, repair the lines and/or replace the lines. 3. Check the fuel tank for foreign objects which may block the fuel supply. NOTICE Do not crank the engine continuously for more than 30 seconds. Allow the starting motor to cool for two minutes before cranking the engine again. 4. Prime the low-pressure fuel supply system if any of the following procedures have been performed:

• Replacement of the fuel filters • Service on the low-pressure fuel supply circuit • Replacement of unit injectors Note: A sight glass in the low-pressure supply line is helpful in diagnosing air in the fuel. Refer to Testing and Adjusting. 5. Check fuel quality. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance Manual. 6. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer to Testing and Adjusting for the correct pressure values. If the fuel pressure is low, replace the fuel filters. If the fuel pressure is still low, check the following items: fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve. Refer to Testing and Adjusting.

Unit Injectors Perform the “Injector Solenoid Test” on Cat ET in order to determine if all of the injector solenoids are being energized by the ECM. Perform the cylinder cutout test on Cat ET in order to check the performance of each cylinder. Refer to the diagnostic functional test Troubleshooting, “Injector Solenoid Circuit - Test”. Verify that the injection system is delivering the correct pressure. Refer to the diagnostic functional test Troubleshooting, “Injection Actuation Pressure Test”. Note: Refer to the procedure in Special Instruction, REHS3819, "Procedure for Troubleshooting and Cleaning the Oil Rail System for the Hydraulic Electronic Unit Injector". Verify that the repair eliminates the problem.

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Combustion

i02204716

Engine Misfires, Runs Rough or Is Unstable

Check for combustion problems. i01434232

Engine Has Early Wear SMCS Code: 1000-035

Probable Causes • Dirt in the engine oil • Air inlet leaks • Fuel leakage into engine oil • Incorrect engine oil • Incorrect maintenance interval for the application

Recommended Repairs Dirt in the Engine Oil Remove dirty engine oil. Install new filter elements. Put clean oil in the engine. Check the oil filter bypass valve for a weak spring or a broken spring. Look for the source of the contamination.

Air Inlet Leaks Inspect the air filter for leaks. Inspect all gaskets and connections. Make repairs if leaks are found.

Fuel Leakage into the Engine Oil Fuel leakage into the engine oil will cause high fuel consumption and low engine oil pressure. This condition may also increase the oil level in the crankcase. Make repairs if leaks are found. Install new parts, as required.

Incorrect Engine Oil Check oil recommendations for the proper oil specifications for the engine operating conditions.

Incorrect Maintenance Interval Review the oil change intervals in relation to the nature and severity of the engine application. Review the records for the engine in order to verify that the recommended intervals are being followed.

SMCS Code: 1000-035

Probable Causes Note: If the problem is intermittent and the problem can not be duplicated, refer to Troubleshooting, “Intermittent Low Power or Power Cutout”.

• Malfunction of an individual cylinder • Fuel supply • Injection actuation pressure • Accelerator pedal position sensor • Power train data link • Valve lash

Recommended Repairs Perform the following diagnostic procedures in order: Note: If the problem only occurs under certain conditions, test the engine under those conditions. Examples of certain conditions are high rpm, full load and engine operating temperature. Troubleshooting the symptoms under other conditions can give misleading results.

Malfunction of an Individual Cylinder 1. Check for a malfunction of an individual cylinder. 2. Ensure that the unit injector connectors are fully connected and free of corrosion. 3. Ensure that the J2/P2 connector for the Engine Control Module (ECM) is fully connected and ensure that the J2/P2 connector for the ECM is free of corrosion. 4. Connect Caterpillar Electronic Technician (ET) to the service tool connector. Access the “Cylinder Cutout Test” in the “Diagnostic Tests” under the “Diagnostic” menu. Start the “Cylinder Cutout Test” in order to test the injectors. Disabling each injector allows the technician to isolate the misfiring cylinder. If the misfiring cylinder can be isolated to a specific injector, refer to Troubleshooting, “Injector Solenoid Circuit - Test”.

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Fuel Supply

Power Train Data Link

1. Monitor the exhaust for smoke while the engine is being cranked.

1. Check the power train data link. Ensure that the power train data link is not limiting the power.

If no smoke is present, there may be a problem with the fuel quality or there may be a problem with the fuel supply. 2. Check the fuel quality. For further information, refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. 3. Check the fuel pressure. Refer to Testing and Adjusting, “Fuel System”. 4. Ensure that the fuel system has been primed. Refer to Testing and Adjusting, “Fuel System”. 5. Check for fuel supply lines that are restricted.

2. Connect Cat ET to the service tool connector. 3. Monitor the “Power Train Data Link” status screen while the vehicle is experiencing problems. If the “Power Train Data Link” status screen indicates that the data link is limiting the power or the rpm, verify that this is not normal operation. If this is not normal operation, refer to the vehicle OEM for repairs.

Valve Lash Refer to Testing and Adjusting, “Engine Valve Lash Inspect/Adjust” for the correct procedure.

6. Check the fuel filters. 7. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax).

i02419766

Engine Vibration SMCS Code: 1000-035

8. Check for air in the fuel system. Refer to Testing and Adjusting, “Fuel System”.

Probable Causes

Injection Actuation Pressure

• Vibration damper

1. Ensure that the injection actuation system is operating properly. Refer to Troubleshooting, “Injection Actuation Pressure - Test”.

• Engine supports

Accelerator Pedal Position Sensor

• Engine misfiring or running rough

1. If the engine is in the cruise control mode and the problem does not occur, check the accelerator pedal position sensor. 2. Use the “Cruise/Idle On/Off Switch” to put the engine in idle mode. 3. Vary the engine rpm with the set/resume switches. If both of the following conditions are met, connect Cat ET and monitor the status of the accelerator pedal position sensor.

• The engine is stable by using idle mode to control the engine rpm.

• The engine is unstable by using the accelerator pedal position sensor.

If the status of the accelerator pedal position sensor is unstable, refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”.

• Driven equipment

Recommended Actions Vibration Damper Check the vibration damper for damage. Install a new vibration damper, if necessary. Inspect the mounting bolts for damage and/or for wear. Replace any damaged bolts. Refer to the Disassembly and Assembly manual.

Engine Supports Inspect the mounts and the brackets while you run the engine through the speed range. Look for mounts and brackets that are loose and/or broken. Tighten all of the mounting bolts. Install new components, if necessary.

Driven Equipment Check the alignment and the balance of the driven equipment.

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83 Troubleshooting Section

Engine Misfiring or Running Rough

Check the Transmission

Refer to troubleshooting without a diagnostic code Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

Verify that the driveline moves freely.

i02310798

Engine Will Not Crank SMCS Code: 1000-035

Probable Causes • Batteries • Components in the starting circuit • Flywheel ring gear • Transmission • PTO • Engine accessory • Hydraulic cylinder lock

Check the PTO Ensure that the PTO system is operating correctly.

Check the Engine Accessories Remove engine accessories that may lock up the engine and inspect the accessories. The following accessories may lock up the engine:

• Air compressor • Power steering pump • Engine oil pump Check for Hydraulic Cylinder Lock Check for fluid in the cylinders (hydraulic cylinder lock) by removing the individual electronic unit injectors.

• Internal engine problem

Note: Fuel will flow from the cylinder head into the cylinders when a electronic unit injector is removed.

Recommended Actions

Check for an Internal Engine Problem

Check the Batteries

Disassemble the engine. Refer to the engine's Disassembly and Assembly manual. Inspect the internal components for the following conditions:

Check the charge on the vehicle's batteries. Charge the batteries, if necessary. Refer to Special Instruction, SEHS7633, “Battery Test Procedure”. Load test the batteries. Refer to Special Instruction, SEHS9249, “Use of 4C-4911 Battery Load Tester for 6, 8 and 12 Volt Lead Acid Batteries”.

• Seizure • Broken components • Bent components

Check the Starting Circuit 1. Check the wiring to the starting motor solenoid. Refer to the vehicle's electrical schematic. 2. Check the engine start switch and the engine start relay for electrical power.

i02223534

Excessive Black Smoke SMCS Code: 1088-035

Probable Causes

3. Check the starting motor cables. If the starting motor cables are corroded, remove the starting motor cables and clean the starting motor cables.

• Air inlet system or exhaust system

4. Test the operation of the starting motor.

• Hydraulic electronic unit injector

Check the Flywheel Ring Gear

• Electronic system

Inspect the flywheel ring gear for damage.

• Engine Control Module (ECM) or personality

• Valve lash

module

84 Troubleshooting Section

Recommended Actions Perform the following diagnostic procedures in order:

Air Inlet System or Exhaust System Check the air inlet system for restrictions or leakage. Check the exhaust system for restrictions or leakage. Refer to Testing and Adjusting, “Air Inlet and Exhaust System - Inspect”.

Valve Lash Check the valve lash. Refer to Testing and Adjusting, “Engine Valve Lash - Inspect/Adjust”.

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If the fuel position is equal to the rated fuel limit and the fuel position is less than the FRC fuel limit, the electronics are operating correctly. 4. If the fuel position is not equal to the rated fuel limit and/or the fuel position is not less than the FRC fuel limit, perform the following tests in order: 5. When the engine is off, place the keyswitch in the ON position. Check the boost pressure on the Cat ET status screen. When the engine is off, the boost pressure should be 0 kPa (0 psi).

ECM or Personality Module

Hydraulic Electronic Unit Injector

Check the ECM or the personality module.

1. Ensure that the J300/P300 hydraulic electronic unit injector connector is fully connected and free of corrosion.

Refer to Troubleshooting, “ECM Memory - Test”.

2. Ensure that the J2/P2 ECM connector is fully connected and free of corrosion.

Excessive Fuel Consumption

3. Connect Caterpillar Electronic Technician (ET) to the cab data link connector. Use the cylinder cutout test. Access the cylinder cutout test by selecting the “Diagnostic Menu” and the “Diagnostics Test Menu”. Run the cylinder cutout test in order to disable each cylinder. Disabling each cylinder allows the technician to isolate the misfiring cylinders. If the misfiring cylinder can be isolated to a specific cylinder, refer to Troubleshooting, “Injector Solenoid Circuit - Test”.

Electronic System

i02310928

SMCS Code: 1250-035

Probable Causes • Vehicle operation • Environmental conditions • Engine load and vehicle aerodynamics • Fuel quality • Air inlet system or exhaust system

Recommended Actions

1. Connect Cat ET to the cab data link connector. 2. While the problem is occurring, check for diagnostic codes that are related to the boost pressure sensor and the atmospheric pressure sensor. If a diagnostic code is found, refer to Troubleshooting, “Engine Pressure Sensor Open or Short Circuit - Test”. 3. Monitor the fuel position, the rated fuel limit and the FRC fuel limit. While the vehicle is operating under full load, the parameters should meet the following conditions:

• The fuel position is equal to the rated fuel limit. • The fuel position is less than the FRC fuel limit.

Check Vehicle Operation Use the Caterpillar Electronic Technician to check the histograms. Look for high values for these items:

• Engine speed • Vehicle speed High engine speeds and high vehicle speeds can cause excessive fuel consumption.

Check the Environmental Conditions High winds and excessive moisture (snow) can adversely affect fuel consumption.

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85 Troubleshooting Section

Check the Loads and Aerodynamics

Starting Aids

Heavy loads and poor aerodynamics adversely affect fuel consumption.

1. If the engine application is equipped with a jacket water heater, check for the proper operation of the heater control and the heater element. If necessary, repair the jacket water heater.

Check the Fuel Quality The grade of the fuel affects the rate of fuel consumption. Refer to the engine's Operation and Maintenance Manual for additional information.

Check the Air Inlet System and the Exhaust System Check the air inlet system for restrictions and for leakage. Check the exhaust system for restrictions and for leakage. Refer to Systems Operation/Testing and Adjusting, “Air Inlet and Exhaust System”. i02366648

Excessive White Smoke SMCS Code: 1088-035 Note: Some white smoke may be present during cold start-up conditions when the engine is operating normally. If the white smoke persists, there may be a problem.

2. Check for the proper operation of the air inlet heater. Check for the proper operation of the heater control, the heater element, and the heater relay. If necessary, repair the air inlet heater. If a problem with the operation of the air inlet heater circuit is suspected, refer to Troubleshooting, “Air Inlet Heater Circuit - Test”.

Coolant Temperature Sensor 1. Use the Caterpillar Electronic Technician (ET) to verify that the engine has exited cold mode. 2. Ensure that the coolant temperature that is reported from Cat ET is reasonable. If this coolant temperature is suspect, use a 6V-9130 Temperature Adapter (MULTIMETER) to confirm the accuracy.

Water Temperature Regulators

Probable Causes

Check the water temperature regulators for correct operation. Refer to Systems Operation/Testing and Adjusting, “Cooling System” for the proper procedure.

• Air inlet restriction

Engine Speed/Timing

• Starting aids

1. Check the calibration of the engine speed/timing sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor - Calibrate”.

• Coolant temperature sensor • Water temperature regulators

• Unit injectors

2. Verify that the crankshaft and camshaft drive gears are set with the proper orientation. Refer to the Disassembly and Assembly for information that is related to the correct installation of the front gear train.

• Flash file

Unit Injectors

• Engine speed/timing

• Fuel supply • Component wear • Cooling system

Perform the “Cylinder Cutout Test” on Cat ET in order to check the unit injectors and the performance of each cylinder. Refer to Troubleshooting, “Injector Solenoid Circuit - Test”.

Recommended Actions

Cut out each individual cylinder for 30 to 60 seconds. This will help to identify problem injectors.

Air Inlet Restriction

Flash File

Check the air inlet system for restrictions. Refer to Systems Operation/Testing and Adjusting, “Air Inlet and Exhaust System - Inspect”.

Verify that the latest version of the ECM flash file has been installed. Refer to Troubleshooting, “System Configuration Parameters” for information on obtaining to the current part number for the flash file that is installed in the ECM.

86 Troubleshooting Section

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Fuel Supply

Recommended Actions

1. Inspect the condition of the fuel system components. Inspect each component for leakage and damage.

Note: If a kickout occurred, the ECM stores the most recent cause of the kickout. However, the ECM will not store the information if the ECM is powered down. The ECM is powered down when the keyswitch is placed in the OFF position. It may be necessary to operate the vehicle in order to duplicate the problem. Then, check the value of the “Cruise Kickout”, the “Idle Kickout”, or the “PTO Kickout” status parameter before the ECM is powered down.

2. Check the fuel pressure during engine cranking. Check the filtered fuel pressure. Refer to Systems Operation/Testing and Adjusting, “Fuel System” for the correct pressure values. If the fuel pressure is low, replace the fuel filters. If the fuel pressure is still low, check the following items: fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve. 3. Check the fuel quality. Low cetane fuel can create white smoke. If necessary, replace the fuel with a higher cetane fuel. 4. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance Manual for information on improving the characteristics of the fuel during cold weather operation.

Component Wear Check the engine for the following problems: Excessive valve wear, piston wear, ring wear, liner wear, and reduced compression pressure.

Cooling System Check for an internal coolant leak into the cylinder and/or the exhaust. Refer to Systems Operation/Testing and Adjusting, “Cooling System”. i02319844

Intermittent Cruise Control, Idle, or PTO Kickout SMCS Code: 1915-035

Probable Causes • Programmable parameters • Problem with a switch • Clutch switch or clutch spring • Electrical power to the Engine Control Module (ECM)

Perform the actions that relate to the feature that has the complaint.

Check the Programmable Parameters Refer to Table 139. Use the Caterpillar Electronic Technician (ET) to verify that configuration parameters for the feature with the complaint are programmed correctly:

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87 Troubleshooting Section

Table 139

Parameters for the Features Feature Cruise Control

Configuration Parameters

Notes

Low Cruise Control Set Speed Limit

If the vehicle speed is below the “Low Cruise Control Set Speed Limit”, the cruise control can not be set or resumed.

High Cruise Control Set Speed Limit

If the vehicle speed exceeds the “High Cruise Control Set Speed Limit” and the driver attempts to set a cruise control speed, the cruise set speed will be the “High Cruise Control Set Speed Limit”.

Transmission Neutral Switch Cruise Control On/Off Switch Cruise Control Set/Resume/Accel/Decel Switch Cruise Control Pause Switch Extended Idle

Idle Vehicle Speed Limit

If the driver attempts to set an idle engine rpm and the vehicle speed exceeds the “Idle Vehicle Speed Limit”, the idle will not activate.

Idle RPM Limit

If the engine rpm is above the “Idle RPM Limit” and the driver attempts to set an idle engine rpm, the idle engine rpm will be the idle rpm limit.

Transmission Neutral Switch Cruise Control On/Off Switch Cruise Control Set/Resume/Accel/Decel Switch Cruise Control Pause Switch PTO

PTO Top Engine Limit PTO Kickout Vehicle Speed Limit

If the vehicle speed exceeds the programmed “PTO Kickout Vehicle Speed Limit”, the ECM will not maintain the set speed.

Transmission Neutral Switch PTO On/Off Switch Remote PTO Set Switch Remote PTO Resume Switch

Check the Switches Typically, the operation of the PTO requires an interlock switch such as a parking brake switch. Ensure that all interlocks are set to allow PTO operation. Cat ET uses the following status parameters to display the most recent cause of the rubbing: “Cruise Kickout”, “Idle Kickout”, and “PTO Kickout”. Check the cause of the kick out. If the cause of the kick out is “Switch Turned Off”, the ECM has detected an open circuit in the circuit for the cruise switch or the PTO switch. Verify that the operator did not turn off the switch. Use Cat ET to check the status of the on/off switch while the switch is operated. Refer to Troubleshooting, “Cruise Control Switch Circuit - Test” or Troubleshooting, “PTO Switch Circuit - Test”, if necessary.

If the cause of the kick out is “Brake”, the ECM has detected an open circuit in the circuit for a service brake switch. Verify that the operator did not operate the service brake. Use Cat ET to check the status of the service brake switches while the service brake is operated. Refer to Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test” or , “Service Brake Pedal Position (Switch 2) Circuit - Test”, if necessary. If the cause of the kick out is “Clutch”, the ECM has detected an open circuit in the circuit for the clutch switch. Verify that the operator did not operate the clutch. Use Cat ET to check the status of the clutch switch while the clutch is operated. Refer to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”, if necessary.

88 Troubleshooting Section

If the cause of the kick out is “Neutral”, the ECM has detected an open circuit in the circuit for the transmission neutral switch. Verify that the operator did not shift the transmission into neutral. Use Cat ET to check the status of the transmission neutral switch while the transmission is shifted into neutral. Refer to Troubleshooting, “Neutral Switch Circuit Test”, if necessary. If the cause of the kick out is “Set SW Timeout”, then the cruise control set/resume switch was placed to the “Set” position by the operator for more than 15 seconds or there is a short circuit in the circuit for the “Set” position of the switch. Determine the condition that caused the kickout. Refer to Troubleshooting, “Cruise Control Switch Circuit - Test”, if necessary. Turn off the cruise control switch and turn on the cruise control switch in order to get the cruise control to work again. If the cause of the kick out is “Res SW Timeout”, then the cruise control set/resume switch was placed to the “Resume” position by the operator for more than 15 seconds or there is a short circuit in the circuit for the “Resume” position of the switch. Determine the condition that caused the kickout. Refer to Troubleshooting, “Cruise Control Switch Circuit Test”, if necessary. Turn off the cruise control switch and turn on the cruise control switch in order to get the cruise control to work again. If the cause of the kick out is “Vehicle Speed < Limit”, the vehicle speed signal exceeded the programmed Idle/PTO vehicle speed limit or the vehicle speed signal is missing or erratic. Perform the following steps: 1. Inspect the vehicle speed sensor for debris. 2. Carefully inspect the vehicle's electrical connectors for the speed circuit. Look for corrosion, for debris, and for loose terminals. 3. Check the P1 connector for corrosion, for debris, and for loose terminals. 4. Use Cat ET to check the vehicle speed while the vehicle is parked. Also check the vehicle speed while the vehicle is being driven in order to determine that the vehicle speed that is indicated by Cat ET does not vary significantly from the vehicle speed that is indicated by the speedometer. Refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test”.

Check the Clutch Switch and the Clutch Spring Check the clutch switch adjustment and the clutch spring. Make repairs, if necessary.

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Check the Power Connections to the ECM A problem with the power wiring to the ECM can cause erratic engine operation. If this is a suspected cause, refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”. i02112612

Intermittent Engine Shutdown SMCS Code: 1000-035

Probable Causes • Diagnostic codes • Battery power or ground • Aftermarket engine protection devices • Fuel supply • Engine speed/timing sensors • Low injection actuation pressure • Engine Control Module (ECM) or personality module

Note: Shut down the engine before attempting to troubleshoot the problem.

Recommended Actions Diagnostic Codes 1. Connect Caterpillar Electronic Technician (ET) to the data link connector. 2. Check for active diagnostic codes. Note: Certain diagnostic codes may cause the engine to shutdown. Troubleshoot all diagnostic codes before continuing with this procedure.

Battery Power or Ground 1. Ensure that the following connectors have been installed correctly:

• ECM connectors (J1/P1 and J2/P2) • Injector connector (J300/P300) • Primary engine speed/timing connector (J401/P401)

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• Secondary engine speed/timing connector (J402/P402)

2. Check the power connections for the ECM and for the ground connections for the ECM. If a problem is suspected, wire a bypass. Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”. 3. If the problem occurs only after engine warm-up and the problem disappears after the engine cooldown, the circuit breakers may be tripping because of the heat. Check the circuit breakers on the vehicle in order to determine if the circuit breakers reset automatically.

Aftermarket Engine Protection Devices 1. Check aftermarket engine protection devices. These devices usually interrupt power to the ECM and the ECM will not communicate with Cat ET. 2. Check for the correct installation of the aftermarket engine protection device.

89 Troubleshooting Section

Refer to Troubleshooting, “Engine Speed/Timing Circuit - Test”.

Low Injection Actuation Pressure 1. Check the engine oil level. Engine oil is used to activate the high pressure hydraulic pump. 2. Ensure that the engine oil meets the Caterpillar recommendations of the engine manufacturer. Refer to , SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. 3. Check the injection actuation pressure. Refer to Troubleshooting, “Injection Actuation Pressure -Test”.

ECM or Personality Module Check the ECM or the personality module. Refer to Troubleshooting, “ECM Memory - Test”. i02204838

3. Check for the correct operation of the aftermarket engine protection device.

Intermittent Low Power or Power Cutout

4. Verify that the ECM is receiving battery voltage.

SMCS Code: 1000-035

Fuel Supply

Probable Causes

1. Monitor the exhaust for smoke while the engine is being cranked.

• Diagnostic codes

If no smoke is present, there may be a problem with the fuel quality or there may be a problem with the fuel supply. 2. Check the fuel quality. Refer to , SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. 3. Check the fuel pressure. Refer to Testing and Adjusting, “Fuel System”. 4. Ensure that the fuel system has been primed. Refer to Testing and Adjusting, “Fuel System”. 5. Check for fuel supply lines that are restricted. 6. Check the fuel filters. 7. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax).

Engine Speed/Timing Sensors Check the engine speed/timing sensors.

• Electrical connections • Engine monitoring • Electronic system • Accelerator pedal position sensor • Vehicle speed signal • Power train data link • Fuel supply • Torque limit switch • Low injection actuation pressure

Recommended Actions Diagnostic Codes 1. Connect the Caterpillar Electronic Technician (ET) to the data link connector.

90 Troubleshooting Section

2. Check for active diagnostic codes. Repair any diagnostic codes that are present before continuing with this procedure.

Electrical Connectors 1. Check the connectors for the Engine Control Module (ECM). Also check the vehicle harness connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect”. 2. Ensure that the following connectors have been installed correctly:

• J1/P1 ECM connector • J2/P2 ECM connector • J300/P300 injector connector • J401/P401 primary engine speed/timing sensor connector

• J402/P402 secondary engine speed/timing sensor connector

Engine Monitoring 1. Check the “Engine Monitoring Mode” parameter. 2. Verify that the “Engine Monitoring Mode” parameter is programmed to the desired option:

• “Warning” • “Derate” • “Shutdown” Electronic System 1. Monitor the fuel position, the rated fuel limit and the FRC fuel limit.

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3. When the engine is off, place the keyswitch in the ON position. Check the boost pressure on the status screen. When the engine is off, the correct boost pressure is 0 kPa (0 psi).

Accelerator Pedal Position Sensor Monitor the status of the accelerator pedal position sensor. Operate the engine at high idle with the vehicle in neutral. If the engine cannot reach the top engine limit, check the duty cycle of the accelerator pedal position sensor in order to ensure that the duty cycle is within calibration (75 to 90 percent at high idle). If the accelerator pedal position is unstable, check the duty cycle of the accelerator pedal position sensor. Check the duty cycle of the accelerator pedal position sensor by slowly operating the accelerator pedal in order to verify that the accelerator pedal position sensor is within calibration. The accelerator pedal position sensor is within calibration when both of the following conditions are met:

• 10 to 22 percent at low idle • 75 to 90 percent at high idle Also, ensure that the duty cycle changes as the pedal position changes. If a problem with the accelerator pedal position sensor is suspected, refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”.

Vehicle Speed Signal Monitor the vehicle speed signal. Ensure the accuracy of the vehicle speed signal by comparing the vehicle speed signal to the actual vehicle speed.

• The fuel position is equal to the rated fuel limit.

If the vehicle speed is greater than the “VSL”, the power is limited. If a problem is discovered, refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test”.

• The fuel position is less than the FRC fuel limit.

Power Train Data Link

If the fuel position is equal to the rated fuel limit and the fuel position is less than the FRC fuel limit, the electronics are operating correctly. Proceed to “Vehicle Speed Signal”.

1. Check the “Powertrain Data Link”. Ensure that the power train data link is not limiting the power.

While the vehicle is operating under full load, the parameters should meet the following conditions:

2. If the fuel position is not equal to the rated fuel limit and/or the fuel position is not less than the FRC fuel limit, perform the following tests in order:

2. Monitor the “Powertrain Data Link” status screen while the vehicle is experiencing problems. If the “Powertrain Data Link” status screen indicates that the data link is limiting the power or the rpm, verify that this is not normal operation. If this is not normal operation, refer to the vehicle OEM for repairs.

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91 Troubleshooting Section

Fuel Supply 1. Monitor the exhaust for smoke while the engine is being cranked. If no smoke is present, there may be a problem with the fuel quality or there may be a problem with the fuel supply. 2. Check the fuel quality. Refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”.

i02204857

Low Power/Poor or No Response to Throttle SMCS Code: 1000-035

Probable Causes • Customer specified parameters (normal operation) • Cold mode

3. Check the fuel pressure. Refer to Systems Operation/Testing and Adjusting, “Fuel System Pressure - Test”.

• Torque limit switch

4. Ensure that the fuel system has been primed. Refer to Systems Operation/Testing and Adjusting, “Fuel System - Prime”.

• Vehicle speed signal

5. Check for fuel supply lines that are restricted.

• Fuel supply

6. Check the fuel filters.

• Air Inlet and exhaust system

7. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax).

• Malfunction of an individual cylinder

8. Check for air in the fuel system. Refer to Systems Operation/Testing and Adjusting, “Air in Fuel Test”.

Torque Limit Switch 1. Check the setting for the customer parameter for the “Torque Limit”. If the “Torque Limit” is programmed below 2712 N·m (2000 lb ft), check the status screen for the torque limit switch. Ensure that the status screen indicates that the torque limit switch is off. If the status of the torque limit switch is on and a “Torque Limit” is programmed, the system is operating correctly. If the switch that is connected to this signal input is not switching on and switching off, refer to Troubleshooting, “PTO Switch Circuit - Test”.

Low Injection Actuation Pressure 1. Check the engine oil level. Engine oil is used to activate the high pressure hydraulic pump.

• Electronic system

• Power train data link

• Low injection actuation pressure • Diesel particulate filter (if equipped)

Recommended Actions Customer Specified Parameters 1. Connect the Caterpillar Electronic Technician (ET) to the data link connector. 2. Check the “Engine Monitoring Mode” parameter. 3. Verify that the “Engine Monitoring Mode” parameter is programmed to the desired option:

• “Warning” • “Derate” • “Shutdown” 4. Check the following parameters:

• “Rating Number”

2. Ensure that the engine oil meets the Caterpillar recommendations. Refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”.

• “Top Engine Limit”

3. Refer to Troubleshooting, “Injection Actuation Pressure -Test”.

• “Intermediate Gears Engine RPM Limit”

• “Vehicle Speed Limit” • “Lower Gears Engine RPM Limit”

92 Troubleshooting Section

• “Gear Down Protection Engine RPM Limit” 5. Set each parameter to the parameter's maximum value one at a time and determine whether the problem is corrected.

Cold Mode Note: This is normal operation if the problem occurs only after start-up in cold weather. 1. Monitor the status screen on Cat ET in order to verify that the engine has progressed from cold mode. An active cold mode is indicated in the upper corner of any status screen.

Torque Limit Switch 1. Check the setting for the “Torque Limit” parameter. If the “Torque Limit” is programmed below 2712 N·m (2000 lb ft), check the status screen for the torque limit switch. Ensure that the status screen indicates that the torque limit switch is off. If the status of the torque limit switch is on and a “Torque Limit” is programmed, the system is operating correctly. If the switch that is connected to this signal input is not switching on and switching off, refer to Troubleshooting, “PTO Switch Circuit - Test”.

Electronic System 1. Monitor the fuel position, the rated fuel limit and the fuel limit for the Fuel Ratio Control (FRC). While the vehicle is operating under full load, the parameters should meet the following conditions:

• The fuel position is equal to the rated fuel limit. • The fuel position is less than the FRC limit. If the fuel position is equal to the rated fuel limit and the fuel position is less than the FRC limit, the electronics are operating correctly. Proceed to “Vehicle Speed Signal”. 2. If the fuel position is not equal to the rated fuel limit and/or the fuel position is not less than the FRC limit, perform the following tests in order: 3. When the engine is off, turn the keyswitch to the ON position. Check the boost pressure on the status screen. When the engine is off, the correct boost pressure is 0 kPa (0 psi).

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Accelerator Pedal Position 1. Monitor the status of the accelerator pedal position sensor. Operate the engine at high idle with the vehicle in neutral. If the engine cannot reach the programmed top engine limit, check the duty cycle of the accelerator pedal position sensor in order to ensure that the duty cycle of the accelerator pedal position sensor is within calibration (75 to 90 percent at high idle). If the accelerator pedal position is unstable, check the duty cycle of the accelerator pedal position sensor. Check the duty cycle of the accelerator pedal position sensor by slowly operating the accelerator pedal in order to verify that the accelerator pedal position sensor is within calibration. The accelerator pedal position sensor is within calibration when both of the following conditions are met:

• 10 to 22 percent at low idle • 75 to 90 percent at high idle Also, ensure that the duty cycle changes as the pedal position changes. If a problem with the accelerator pedal position sensor is suspected, refer to Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”.

Vehicle Speed Signal Monitor the vehicle speed signal. Ensure the accuracy of the vehicle speed signal by comparing the vehicle speed signal to the actual vehicle speed. If the vehicle speed is greater than the “VSL”, the power is limited. If a problem is discovered, refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test”.

Power Train Data Link 1. Check the power train data link. Ensure that the power train data link is not limiting the power. 2. Monitor the “Powertrain Data Link” status screen while the vehicle is experiencing problems. If the “Powertrain Data Link” status screen indicates that the data link is limiting the power or the rpm, verify that this is not normal operation. If this is not normal operation, refer to the vehicle OEM for repairs.

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Fuel Supply 1. Monitor the exhaust for smoke while the engine is being cranked. If no smoke is present, there may be a problem with the fuel quality or there may be a problem with the fuel supply. 2. Check the fuel quality. Refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. 3. Check the fuel pressure. Refer to Systems Operation/Testing and Adjusting, “Fuel System Pressure - Test”. 4. Ensure that the fuel system has been primed. Refer to Systems Operation/Testing and Adjusting, “Fuel System - Prime”. 5. Check for fuel supply lines that are restricted. 6. Check the fuel filters. 7. If the temperature is below 0 °C (32 °F), check for solidified fuel (wax). 8. Check for air in the fuel system. Refer to Systems Operation/Testing and Adjusting, “Air in Fuel Test”.

Air Inlet and Exhaust System 1. Check for leakage in the air-to-air aftercooler core. Refer to Systems Operation/Testing and Adjusting, “Aftercooler - Test”. 2. Check the air inlet system for restrictions or for leakage. Check the exhaust system for restrictions or for leakage. Refer to Systems Operation/Testing and Adjusting, “Air Inlet and Exhaust System Test”.

Individual Cylinder Problem 1. Ensure that each of the injector connectors are fully connected and free of corrosion. 2. Check the connectors for the Engine Control Module (ECM). Ensure that the J2/P2 ECM connector is fully connected and free of corrosion. 3. Perform the “Cylinder Cutout Test”. Access the “Cylinder Cutout Test” by selecting the “Diagnostic Menu” and the “Diagnostics Test Menu”. Run the cylinder cutout test in order to disable each cylinder. Disabling each cylinder allows the technician to isolate the misfiring cylinders.

93 Troubleshooting Section

If the misfiring cylinder can be isolated to a specific cylinder, refer to Troubleshooting, “Injector Solenoid Circuit - Test”. 4. Perform a Performance Analysis Report (PAR).

Low Injection Actuation Pressure 1. Check the engine oil level. Engine oil is used to activate the high pressure hydraulic pump. 2. Ensure that the engine oil meets the Caterpillar recommendations. Refer to Operation and Maintenance Manual, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine Fluid Recommendations”. 3. Refer to Troubleshooting, “Injection Actuation Pressure -Test”. 4. Diesel particulate filter (if equipped) a. Check for active“Warning” or “Alarm” lights that are associated with the diagnostic module for the diesel particulate filter. Refer to Troubleshooting, “Exhaust Particulate Filter Circuit-Test” and Special Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters”. b. Clean the diesel particulate filter, if necessary. Refer to Special Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters” for more information. i02317916

Poor Acceleration or Response SMCS Code: 1000-035

Probable Causes • Excessive load • Programmable parameters • Cold mode operation • Malfunctioning cylinder • Power train data link • Flash file • Torque limiting feature

94 Troubleshooting Section

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Recommended Actions

Check the Torque Limiting Feature

Check the Load

Verify that the “Torque Limit” configuration parameter is programmed correctly for the application.

Verify that the load is not excessive for the engine's rating.

Verify that the torque limit switch is Off.

Check the Programmable Parameters Use the Caterpillar Electronic Technician (ET) to check the status of the following parameters:

• Lower Gears Engine RPM Limit • Intermediate Gears Engine RPM Limit • Gear Down Protection Engine RPM Limit Set each parameter to the maximum value one at a time and determine whether the problem is corrected.

Check for Cold Mode Operation Use Cat ET to verify that the engine is not in cold mode. Cold mode is indicated in the upper corner of any status screen.

Check for a Malfunctioning Cylinder Check the electrical connectors for the unit injectors and the Engine Control Module (ECM). Look for corrosion and for moisture. Use Cat ET to perform the cylinder cutout test. Disable each cylinder with the test. Disabling each cylinder can identify a malfunctioning cylinder. If a malfunctioning cylinder is identified, refer to Troubleshooting, “Injector Solenoid Circuit - Test”.

Check the Power Train Data Link Use Cat ET to check the “Power Train Data Link”. Monitor the parameter while the vehicle is experiencing problems. Determine if the SAE J1922 power train data link or the SAE J1939 power train data link is limiting the engine's power. Determine if the condition is normal operation. Refer to the vehicle's Original Equipment Manufacturer (OEM) for repairs if the condition is not normal operation.

Check the Flash File Verify that the correct flash file is installed. Refer to Troubleshooting, “ECM Memory - Test”.

Cat ET does not indicate the status of the torque limit switch. Check the vehicle's response with the torque limit switch Off. If the torque limit switch is Off and you suspect that the ECM is limiting the engine's power, check the circuit for the torque limit switch. Refer to Troubleshooting, “PTO Switch Circuit - Test”.

SENR9517-19

95 Troubleshooting Section

Troubleshooting with a Diagnostic Code i02215865

Diagnostic Codes SMCS Code: 1900 Table 140

Flash Code

00

01

12

15

16

Code

Engine Shutdown Override Switch Occurrence

84-14

Quick Stop Occurrence

96-03

96-03

Fuel Level Voltage High

96-04

96-04

Fuel Level Voltage Low

186-04

PTO Engine Shutdown Switch Voltage Low

224-11

Theft Deterent Active

224-14

Theft Deterent Active with Engine Cranking

231-12

J1939 Device Not Responding

246-11

Brake Pedal Switch #1 Fault

247-11

Brake Pedal Switch #2 Fault

71-00

Idle Shutdown Override

111-02

Coolant Level signal invalid

111-03

Coolant Level voltage high

111-04

111-04

Coolant Level voltage low

164-02

164-02

Injection Actuation Pressure Signal Erratic

164-03

164-03

Injection Actuation Pressure Voltage High

164-04

164-04

InjectionActuation Pressure Voltage Low

173-00

High Exhaust Gas Temperature Derate

173-11

Very High Exhaust Gas Temperature Derate

164-00

18

42-11

24

25

Description of Code

71-11

17

21

SPN-FMI code

164-00

Excessive Injection Actuation Pressure Injection Actuation Pressure output fault

41-03

678-03

8 Volt Supply voltage high

41-04

678-04

8 Volt Supply voltage low

232-03

620-03

5 Volt Supply voltage high

232-04

620-04

5 Volt Supply voltage low

100-03

100-03

Oil Pressure voltage high

100-04

100-04

Oil Pressure voltage low

102-01

102-01

Low Boost Pressure

102-02

102-02

Boost Pressure signal erratic

102-03

102-03

Boost Pressure voltage high

102-04

102-04

Boost Pressure voltage low

102-07

102-07

Boost Pressure not responding (continued)

96 Troubleshooting Section

SENR9517-19

(Table 140, contd)

Flash Code 26

27 28

Code

SPN-FMI code

Description of Code

108-03

108-03

Barometric Pressure voltage high

108-04

108-04

Barometric Pressure voltage low

110-03

110-03

Coolant Temperature voltage high

110-04

110-04

Coolant Temperature voltage low

91-13

Throttle Position out of Calibration

30-08

PTO Throttle signal invalid

30-13

PTO Throttle out of calibration

31

84-01

Vehicle Speed loss of signal

32

91-08

Throttle Position Invalid

29

33

34

35

36

32-05

646-05

Turbo Wastegate Solenoid current low

32-06

646-06

Turbo Wastegate Solenoid current hig

32-11

646-11

Turbo Wastegate Solenoid current mismatch

64-02

Secondary Engine Speed loss of signal

64-11

Secondary Engine Speed no pattern

190-02

Primary Engine Speed loss of signal

190-11

Primary Engine Speed no pattern

190-00

190-15

Engine Overspeed Warning

84-02

Vehicle Speed signal invalid

84-08

Vehicle Speed signal out of range

84-10

Vehicle Speed signal rate of change

94-03

94-03

Fuel Pressure voltage high

94-04

94-04

Fuel Pressure voltage low

105-03

105-03

Intake Manifold Air Temperature voltage high

105-04

105-04

Intake Manifold Air Temperature voltage low

39

164-11

164-11

Injection Actuation Pressure system fault

41

84-00

37

38

42

44

46

47

49

Vehicle Overspeed Warning

22-11

637-11

Primary to Secondary Engine Speed Signal Calibration

22-13

637-13

Engine Speed Signal Calibration Not Performed

128-03

Secondary Fuel Level voltage high

128-04

Secondary Fuel level voltage low

100-01

100-17

Low Oil Pressure Warning

100-11

100-18

Very Low Oil Pressure

71-01

Idle Shutdown

71-14

PTO Shutdown

186-14

PTO Engine Shutdown Switch Occurrence

70-05

729-05

Inlet Air Heater current low

70-06

729-06

Inlet Air Heater current high (continued)

SENR9517-19

97 Troubleshooting Section

(Table 140, contd)

Flash Code

51

55 56 57 58 59 61

62

63

64 71 72

73

74

Code

SPN-FMI code

Description of Code

168-00

168-00

Excessive ECM Battery Power

168-01

168-01

Low ECM Battery Power

168-02

168-02

ECM Battery Power Intermittent

N/A

N/A

253-02

630-02

No Diagnostic Code Detected Check Customer or System Parameters

253-14

Truck Manufacturer Paremater Not Programmed

231-14

Transmission Data Link Derate

231-02

639-02

J1939 Data Incorrect

231-11

639-12

J1939 Data Link Fault

252-11

631-11

Engine Software Incorrect

110-00

110-15

High Coolant Temperature Warning

110-11

110-16

Very High Coolant Temperature

111-01

111-17

Low Coolant Level Warning

111-11

111-18

Very Low Coolant Level

111-14

Low Coolant Level Warning

94-01

Low Fuel Pressure Warning

94-11

Low Cranking Fuel Pressure

105-00

1636-15

High Intake Manifold Air Temperature Warning

105-11

1636-16

Very High Intake Manifold Air Temperature

43-02

Key Switch Fault

1-11

651-11

Cylinder #1 Injector current fault

2-11

652-11

Cylinder #2 Injector current fault

3-11

653-11

Cylinder #3 Injector current fault

4-11

654-11

Cylinder #4 Injector current fault

5-11

655-11

Cylinder #5 Injector current fault

6-11

656-11

Cylinder #6 Injector current fault

i02127620

No Diagnostic Code Detected (55) SMCS Code: 1900 Conditions Which Generate This Code: A flash code 55 indicates that the system has not detected any system faults since the last powerup.

System Response: This code will not appear on Caterpillar Electronic Technician (ET). The check engine lamp is used to display the flash code. For more information on flash codes, refer to Troubleshooting, “Check Engine Lamp Circuit - Test”. Possible Performance Effect: None Troubleshooting: There are no problems that require troubleshooting.

98 Troubleshooting Section

SENR9517-19

• A low current condition (open circuit) exists in the

Results:

wiring for the cylinder injector solenoid.

• OK – STOP.

• A high current condition (short circuit) exists in the i02127641

0001-11 Cylinder #1 Injector current fault (72) SMCS Code: 1290-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

• A low current condition (open circuit) exists in the wiring for the cylinder injector solenoid.

• A high current condition (short circuit) exists in the injector solenoid.

injector solenoid.

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code. Possible Performance Effect: The injector may not operate while the diagnostic codes are active. The following conditions may exist:

• Engine misfires • Low power Troubleshooting:

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code.

Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test” Results:

• OK – STOP.

Possible Performance Effect:

i02127654

The injector may not operate while the diagnostic codes are active. The following conditions may exist:

• Engine misfires

0003-11 Cylinder #3 Injector current fault (73) SMCS Code: 1290-038

• Low power

Conditions Which Generate This Code:

Troubleshooting: Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test”

The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

Results:

• A low current condition (open circuit) exists in the wiring for the cylinder injector solenoid.

• OK – STOP.

• A high current condition (short circuit) exists in the i02127647

0002-11 Cylinder #2 Injector current fault (72) SMCS Code: 1290-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

injector solenoid.

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code.

SENR9517-19

99 Troubleshooting Section

Possible Performance Effect:

i02127660

The injector may not operate while the diagnostic codes are active. The following conditions may exist:

0005-11 Cylinder #5 Injector current fault (74)

• Engine misfires

SMCS Code: 1290-038

• Low power

Conditions Which Generate This Code:

Troubleshooting:

The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test”

• A low current condition (open circuit) exists in the

Results:

wiring for the cylinder injector solenoid.

• OK – STOP.

• A high current condition (short circuit) exists in the injector solenoid.

i02127657

0004-11 Cylinder #4 Injector current fault (73) SMCS Code: 1290-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

• A low current condition (open circuit) exists in the wiring for the cylinder injector solenoid.

• A high current condition (short circuit) exists in the injector solenoid.

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code.

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code. Possible Performance Effect: The injector may not operate while the diagnostic codes are active. The following conditions may exist:

• Engine misfires • Low power Troubleshooting: Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test” Results:

• OK – STOP.

Possible Performance Effect:

i02127662

The injector may not operate while the diagnostic codes are active. The following conditions may exist:

0006-11 Cylinder #6 Injector current fault (74)

• Engine misfires

SMCS Code: 1290-038

• Low power

Conditions Which Generate This Code:

Troubleshooting:

The Engine Control Module (ECM) detects one of the following items after attempting to operate the injector:

Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test” Results:

• OK – STOP.

• A low current condition (open circuit) exists in the wiring for the cylinder injector solenoid.

100 Troubleshooting Section

SENR9517-19

• A high current condition (short circuit) exists in the injector solenoid.

Troubleshooting:

Engine Speed/Timing Sensors

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The automatic “Cylinder Cutout Test” will not work when there is an active diagnostic code. Possible Performance Effect: The injector may not operate while the diagnostic codes are active. The following conditions may exist:

• Engine misfires

A. Check the engine speed/timing sensors for proper installation. The engine speed/timing sensors can not be interchanged. B. Verify that the sensor wires are connected properly. Refer to the electrical schematic for proper wiring. Make sure that the positive terminal on the ECM is connected to the positive terminal on the engine speed/timing sensors. Also, make sure that the negative terminal on the ECM is connected to the negative terminal on the engine speed/timing sensors. Expected Result:

• Low power Troubleshooting: Perform the following diagnostic procedure: “Injector Solenoid Circuit - Test”

The engine speed/timing sensors are properly installed. Also, the engine speed/timing sensors are wired correctly. Results:

• OK – The engine speed/timing sensors are

Results:

properly installed. Also, the engine speed/timing sensors are wired correctly.

• OK – STOP. i02127664

0022-11 Primary to Secondary Engine Speed Signal Calibration (42) SMCS Code: 1439-038-VF; 1912-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The primary speed/timing sensor and the

secondary speed/timing sensor are off by more than three degrees.

Repair: Refer to Troubleshooting, “Engine Speed/Timing Sensor Circuit - Test”. STOP.

• Not OK – There is a problem with the installation or the wiring of the engine speed/timing sensors. Repair: Install the sensors properly or repair the wiring. Run the engine until the engine reaches operating temperature. Verify that the repair eliminates the problem. STOP.

• A timing calibration has been successfully completed.

• The battery voltage is above 9 V. System Response: Default timing is used. This code is active only. This code will not be logged. The check engine lamp will be illuminated when this code is active. Possible Performance Effect: The engine may run rough when this code is active.

i02127666

0022-13 Engine Speed Signal Calibration Not Performed (42) SMCS Code: 1439-038-VF; 1912-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• A timing calibration has never been performed on

a new ECM or the timing is off by more than three degrees.

SENR9517-19

101 Troubleshooting Section

System Response:

Troubleshooting:

This code will not be logged. The check engine lamp will illuminate while this diagnostic code is active. The ECM uses default timing.

Perform the following diagnostic procedure: “Remote PTO Accelerator Position Sensor Circuit - Test”

Possible Performance Effect: The engine may run rough or the engine may emit white smoke in the exhaust. Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor - Calibrate” Results:

Results:

• OK – STOP. i02127769

0030-13 PTO Throttle out of calibration (29) SMCS Code: 1439-038; 1913-038 Conditions Which Generate This Code:

• OK – STOP. i02127764

The Engine Control Module (ECM) detects the following conditions:

0030-08 PTO Throttle signal invalid (29)

• The duty cycle of the signal for the PTO throttle is

SMCS Code: 1439-038; 1913-038

• The PTO Configuration is programmed to “Remote

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The “PTO Configuration” is programmed to “Remote Throttle”.

• The ECM is not receiving a valid signal from the PTO throttle.

• The ECM has been powered for at least three seconds.

Note: If the “PTO Configuration” is programmed to “Remote Throttle”, the ECM must receive a proper signal from the remote throttle at all times. The remote throttle signal must be present even when the PTO ON/OFF switch is in the OFF position. System Response: The ECM returns the engine to low idle when the problem is detected. “DIAG” will be displayed next to the status for “Throttle Position” on Caterpillar Electronic Technician (ET). Possible Performance Effect: The engine will remain at low idle while the diagnostic code is active.

less than 5 percent or more than 95 percent for more than two seconds. Throttle”.

• The ECM has been powered for at least three seconds.

System Response: The ECM returns the engine to low idle when the problem is detected. “DIAG” will be displayed next to the status for “Throttle Position” on Caterpillar Electronic Technician (ET). Possible Performance Effect: The engine will remain at low idle while the diagnostic code is active. Troubleshooting: Note: The remote accelerator pedal position sensor can not be calibrated. Perform the following diagnostic procedure: “Remote PTO Accelerator Position Sensor Circuit - Test” Results:

• OK – STOP.

102 Troubleshooting Section

SENR9517-19

i02127771

0032-05 Turbo Wastegate Solenoid current low

• Battery voltage is above 9 V. • Desired current must be more than 0.2 amp. System Response:

SMCS Code: 5479-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The ECM detects a low current condition (open

circuit) in the circuit for the wastegate solenoid for more than 0.12 seconds.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will turn on once the diagnostic code has been active for one minute. After the derate has been activated Caterpillar Electronic Technician (ET) will indicate “Turbo Protection Derate Active”. Possible Performance Effect:

• Battery voltage is above 9 V.

The engine will be derated while this diagnostic code is active.

• Desired current must be more than 0.2 amp.

Troubleshooting:

System Response:

This diagnostic code indicates a problem with the circuit for the wastegate solenoid.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will turn on once the diagnostic code has been active for one minute. After the derate has been activated Caterpillar Electronic Technician (ET) will indicate “Turbo Protection Derate Active”.

Perform the following diagnostic procedure: “Wastegate Solenoid - Test” Results:

• OK – STOP.

Possible Performance Effect: The engine will be derated while this diagnostic code is active. Troubleshooting: This diagnostic code indicates a problem with the circuit for the wastegate solenoid. Perform the following diagnostic procedure: “Wastegate Solenoid - Test”

i02127784

0032-11 Turbo Wastegate Solenoid current mismatch SMCS Code: 5479-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

Results:

• Battery voltage is more than 9 V.

• OK – STOP.

• ECM detects current on the return circuit. i02127780

0032-06 Turbo Wastegate Solenoid current high SMCS Code: 5479-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• A high current condition (short circuit) in the circuit for the wastegate solenoid for more than 0.12 seconds

• ECM detects no current to the driver circuit. System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will turn on once the diagnostic code has been active for one minute. After the derate has been activated Caterpillar Electronic Technician (ET) will indicate “Turbo Protection Derate Active”. Possible Performance Effect: The engine will be derated while this diagnostic code is active.

SENR9517-19

103 Troubleshooting Section

Troubleshooting:

i02127795

This diagnostic code indicates a problem with the circuit for the wastegate solenoid. Factory passwords are required to clear this diagnostic code.

0041-04 8 Volt Supply voltage low (21) SMCS Code: 1439-038

Perform the following diagnostic procedure: “Wastegate Solenoid - Test”

Conditions Which Generate This Code:

Results:

The Engine Control Module (ECM) detects the following conditions:

• OK – STOP.

• The 8 volt supply is less than 7.5 VDC for more i01942209

0041-03 8 Volt Supply voltage high (21) SMCS Code: 1439-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The 8 volt supply is more than 8.5 VDC for more than one second.

than one second.

• The ECM has been powered for more than three seconds.

System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. An active diagnostic code may not cause any noticeable effect on engine response unless the voltage drops below 6.5 VDC. Possible Performance Effect:

• The ECM has been powered for more than three

The engine may be limited to low idle.

System Response:

Note: The 8 volt supply provides power to the accelerator pedal position sensor.

seconds.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. An active diagnostic code may not cause any noticeable effect on engine response unless the voltage is above 12 or 13 VDC. Possible Performance Effect: The engine may be limited to low idle. Note: The 8 volt supply provides power to the accelerator pedal position sensor. Troubleshooting:

Troubleshooting: Perform the following diagnostic procedure: “Accelerator Pedal (Throttle) Position Sensor Circuit Test” Results:

• OK – STOP. i02127798

0042-11 Injection Actuation Pressure output fault

Perform the following diagnostic procedure: “Accelerator Pedal (Throttle) Position Sensor Circuit Test”

SMCS Code: 1408-081; 5051-038

Results:

The Engine Control Module (ECM) detects the following conditions:

• OK – STOP.

Conditions Which Generate This Code:

• The battery voltage is greater than 9 VDC. • The ECM detects high current for the Injection

actuation pressure control valve for more than 120 milliseconds when the driver is in the ON position.

104 Troubleshooting Section

SENR9517-19

System Response:

Possible Performance Effect:

While the engine is running and the fault code is active, the ECM will cycle the injection actuation pressure control valve on and off. The injection actuation pressure control valve will default to 7.5 MPa (1087.80 psi).

Engine shutdown

31% will be displayed next to the status for the “Injection Actuation Current” on Caterpillar Electronic Technician (ET). The check engine lamp will illuminate.

Troubleshooting: Perform the following diagnostic procedure: “Ignition Keyswitch Circuit and Battery Supply Circuit - Test” Results:

• OK – STOP. i02127806

Possible Performance Effect: The engine may run rough. The engine may also have low power. This diagnostic code may also cause the engine to shutdown. Troubleshooting:

0064-02 Secondary Engine Speed loss of signal (34) SMCS Code: 1439-038-VF; 1912-038 Conditions Which Generate This Code:

Perform the following diagnostic procedure: “Injection Actuation Pressure Control Valve Circuit - Test” Results:

The Engine Control Module (ECM) detects the following conditions:

• The secondary engine speed/timing signal was lost and then returned within one second.

• OK – STOP. i02490821

0043-02 Key Switch Fault (71) SMCS Code: 1408-038; 1553-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects that the keyswitch was cycled at least three times within one second. This indicates that the battery circuit to the keyswitch has an intermittent condition or a low battery condition while the engine is running. Note: This code can be generated by rapidly cycling the keyswitch. Some control modules on the vehicle require this action in order to prompt flash codes. If this occurs, clear the logged diagnostic codes in order to prevent future confusion or an incorrect diagnosis. Note: This code can also be generated when there is an attempt to restart the engine immediately after a shutdown. The engine may not start if the engine speed did not reach zero rpm prior to the restart. System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The ECM will stop energizing the injector solenoids.

• The engine has been running for more than three seconds.

• The engine speed did not pass through the 350 to 500 rpm range.

• The battery voltage is more than 9 VDC for at least two seconds prior to the loss of signal.

System Response: The ECM will use the primary speed/timing sensor to calculate the engine speed. “DIAG” will be displayed next to the status for “Engine Speed” on Caterpillar Electronic Technician (ET). The check engine lamp will not be illuminated for this code unless the code has been active for ten hours. The code is logged. Possible Performance Effect: The performance will not be affected unless both sensor signals are lost. The loss of both timing sensor signals will cause the ECM to shut down the engine. Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor Circuit - Test” Results:

• OK – STOP.

SENR9517-19

105 Troubleshooting Section

i02127812

0064-11 Secondary Engine Speed no pattern (34) SMCS Code: 1439-038-VF; 1912-038

• The ECM has been powered for more than one second.

• There is a low current condition (open circuit) for more than eight seconds.

• Battery voltage is more than 9 V for more than two seconds prior to the low current condition (open circuit).

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The secondary engine speed/timing signal was

lost and then returned within one second while the primary engine speed/timing signal remained valid.

• The secondary engine speed/timing signal is lost and/or intermittent.

• The secondary engine speed/timing signal is lost for more than 15 seconds while the engine is cranking.

System Response: The ECM uses the primary engine speed/timing sensor to calculate the engine speed. The ECM will illuminate the check engine lamp after this code has been active for ten hours. The code is logged.

System Response: The ECM will log the code. There is a delay of two hours before the check engine lamp will be illuminated. The ECM is unable to activate the air inlet heater. Possible Performance Effect: The engine may be difficult to start in the cold temperature and the exhaust may emit white smoke. Troubleshooting: Perform the following diagnostic procedure: “Air Inlet Heater Circuit - Test” Results:

• OK – STOP.

Possible Performance Effect: The performance will not be affected unless both speed signals are lost. The loss of both timing sensor signals will cause the ECM to shut down the engine. Troubleshooting:

i02927654

0070-06 Inlet Air Heater current high SMCS Code: 1090-038

Perform the following diagnostic procedure: “Engine Speed/Timing Sensor Circuit - Test”

Conditions Which Generate This Code: The Engine Control Module (ECM) has detected a high current condition (short circuit) after attempting to activate the air inlet heater. The ECM detects the following conditions:

Results:

• OK – STOP. i02127817

• The engine is not cranking.

0070-05 Inlet Air Heater current low

• The ECM has been powered for at least one

SMCS Code: 1090-038

• There is a high current condition (short circuit) for

Conditions Which Generate This Code: The Engine Control Module (ECM) has detected a low current condition (open circuit) after attempting to activate the air inlet heater. The ECM detects the following conditions:

• The engine is not cranking.

second.

more than two seconds.

• Battery voltage is more than 9 V for more than two seconds prior to the high current condition (short circuit).

106 Troubleshooting Section

SENR9517-19

System Response: The ECM will log the code. There is a delay of two hours before the check engine lamp will be illuminated. The ECM is unable to activate the air inlet heater.

Customer passwords are required to clear this diagnostic code. Possible Performance Effect: None

Possible Performance Effect:

Troubleshooting:

The engine may be difficult to start in the cold temperature and the exhaust may emit white smoke.

Perform the following diagnostic procedure: “Idle Shutdown Timer - Test”

Troubleshooting:

Results:

Perform the following diagnostic procedure: “Air Inlet Heater Circuit - Test”

• OK – STOP. i02215914

Results:

0071-01 Idle Shutdown (47)

• OK – STOP.

SMCS Code: 1901-038 i02127822

0071-00 Idle Shutdown Override (01) SMCS Code: 1901-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects one of the following conditions:

• The “Allow Idle Shutdown Override” parameter is programmed to “Yes” and the status of the brake switch or the clutch switch changes.

• The “Allow Idle Shutdown Override” parameter

is programmed to “J1587 Outside Temp Based” or “Outside Temperature Based”. The outside temperature is above the maximum programmed temperature or the outside temperature is below the minimum programmed temperature.

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The idle shutdown timer has expired and the engine has shut down.

• The “Idle Shutdown Time” parameter is programmed to at least three minutes.

• Vehicle speed is zero mph. • Coolant temperature is greater than 38 °C (100 °F). System Response: The ECM remains powered after the engine shutdown. “COUNTING” will be displayed next to the status for “Idle Shutdown Status” on Caterpillar Electronic Technician (ET).

The ECM also detects the following conditions:

Customer passwords are required to clear this diagnostic code.

• The idle shutdown timer is within the final 90

Possible Performance Effect:

seconds.

• The “Idle Shutdown Time” parameter is programmed to at least three minutes.

System Response: The idle shutdown timer stops counting. “OVERRIDE” will be displayed next to the status for “Idle Shutdown Status” on Caterpillar Electronic Technician (ET). Note: The idle shutdown timer will not begin counting again for shutdown until the vehicle is moved and the accelerator pedal is depressed.

The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “Idle Shutdown Timer - Test” Results:

• OK – STOP.

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107 Troubleshooting Section

i02127845

0071-14 PTO Shutdown (47) SMCS Code: 1901-038

• The “Soft Vehicle Speed Limit” parameter is

programmed to “Yes” and the vehicle speed exceeds the programmed “Vehicle Speed Limit” by more than 15 MPH for more than 20 seconds.

System Response:

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The timer for the PTO has expired and the engine has shut down.

The ECM will not energize the injector solenoids while the diagnostic code is active. “VEHICLE SPEED LIMIT” will be displayed on the status screen when the vehicle speed limit is exceeded. Customer passwords are required to clear this code.

• The PTO on/off switch is in the ON position.

Possible Performance Effect:

• The “PTO Configuration” parameter is programmed

Injection is disabled until the vehicle speed falls below the programmed “Vehicle Speed Limit”.

to “Cab Switches”, “Remote Switches”, or “Remote Throttle”.

Troubleshooting:

• The “PTO Shutdown Time” parameter is programmed to at least three minutes.

System Response: The ECM remains powered after the engine shutdown. “NOT ACTIVE” will be displayed next to the status for “PTO Shutdown” on Caterpillar Electronic Technician (ET). Customer passwords are required to clear this diagnostic code.

This diagnostic code does not necessarily indicate that there is an electronic problem. If the vehicle speed calibration is wrong, perform the following procedure: Perform the following diagnostic procedure: “Vehicle Speed Circuit - Calibrate” Results:

• OK – STOP.

Possible Performance Effect: i02127947

The engine is shut down.

0084-01 Vehicle Speed loss of signal (31)

Troubleshooting: Perform the following diagnostic procedure: “PTO Shutdown Timer - Test”

SMCS Code: 7463-038 Conditions Which Generate This Code:

Results:

The Engine Control Module (ECM) detects the following condition:

• OK – STOP. i02500476

• The “VSL Protection” is not programmed to “TEL”.

0084-00 Vehicle Overspeed Warning (41)

• The ECM does not detect vehicle speed when

SMCS Code: 7463-038

• Desired engine speed is greater than the

Conditions Which Generate This Code: The Engine Control Module (ECM) detects one of the following conditions:

• The “Soft Vehicle Speed Limit” parameter is

programmed to “No” and the vehicle speed exceeds the programmed “Vehicle Speed Limit” by more than 10 MPH for more than 20 seconds.

conditions indicate that vehicle speed should be present. programmed “VSL Protection”.

108 Troubleshooting Section

SENR9517-19

System Response: The ECM will limit engine rpm to the programmed “VSL Protection”. If the ECM is providing the speedometer signal, the speedometer will reflect the loss of speed when the vehicle is moving and the problem occurs. Caterpillar Electronic Technician (ET) will display “DIAG” next to “Vehicle Speed” on the status screen while the diagnostic code is active. The check engine lamp will illuminate. Possible Performance Effect: The driver may think that the engine power is low and that the engine is unable to reach the expected rpm. Note: A fuel system restriction has been known to cause this diagnostic code although this occurrence is not common. This situation exists because the injectors are unable to provide sufficient fuel in order to achieve the desired rpm under normal load conditions. Because the ECM cannot reach the desired rpm under the normal load conditions, the ECM suspects that the vehicle is under load. This should only occur when the vehicle is in motion. Troubleshooting: Check the fuel pressure in order to ensure that a fuel system restriction is not the cause of the problem when the vehicle is not moving. Perform the following diagnostic procedure: “Vehicle Speed and Speedometer Circuit - Test”

Note: This code typically occurs when someone has tampered with the vehicle speed signal. System Response: Engine rpm is limited to the programmed “VSL Protection” for one hour. If the ECM is providing the speedometer signal, the speedometer will reflect the loss of speed when the problem occurs and the vehicle is moving. Caterpillar Electronic Technician (ET) will display “DIAG” next to “Vehicle Speed” on the status screen while the diagnostic code is active. Possible Performance Effect: The driver may think that the engine power is low and that the engine is unable to reach the expected rpm. The derate will remain for one hour after the fault is no longer active. Troubleshooting: Perform the following diagnostic procedure: “Vehicle Speed and Speedometer Circuit - Test” Results:

• OK – STOP. i02127969

Results:

0084-08 Vehicle Speed signal out of range (36)

• OK – STOP.

SMCS Code: 7463-038 i02127961

0084-02 Vehicle Speed signal invalid (36) SMCS Code: 7463-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The “VSL Protection” is not programmed to the programmed “TEL”.

• The vehicle speed is constant when the engine

parameters indicate that the vehicle speed should be changing.

• Engine speed is greater than 950 rpm for more than 60 ms.

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The “VSL Protection” parameter is not programmed to “TEL”.

• The vehicle speed is greater than 204 km/h (127 mph) for at least two seconds.

Note: This code will not be logged unless the engine has been running for more than three seconds.

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109 Troubleshooting Section

System Response:

Troubleshooting:

Vehicle speed is set to 0 km/h (0 mph) and engine rpm is limited to the programmed “VSL Protection”. If the ECM is providing the speedometer signal, the speedometer will reflect the loss of speed when the problem occurs and the vehicle is moving. Caterpillar Electronic Technician (ET) will display “DIAG” next to “Vehicle Speed” on the status screen while the diagnostic code is active. The check engine lamp will illuminate.

Perform the following diagnostic procedure: “Vehicle Speed and Speedometer Circuit - Test”

Possible Performance Effect: The driver may think that the engine power is low and that the engine is unable to reach the expected rpm.

Results:

• OK – STOP. i02127996

0084-14 Quick Stop Occurrence SMCS Code: 7463-038

Troubleshooting:

Conditions Which Generate This Code:

Perform the following diagnostic procedure: “Vehicle Speed and Speedometer Circuit - Test”

The Engine Control Module (ECM) detects the following conditions:

Results:

• The vehicle speed slows at a rate that exceeds the “Quick Stop Rate” that is programmed.

• OK – STOP.

• The service brake is applied. i02127980

0084-10 Vehicle Speed signal rate of change (36) SMCS Code: 7463-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following condition: Note: If “ABS” is used as the source for vehicle speed, “ABS” must be inactive in order for this code to be active.

System Response: The ECM records the engine speed, vehicle speed, the throttle position, cruise control status, clutch switch status and brake switch status. Customer passwords are required to clear this diagnostic code. Possible Performance Effect: None Troubleshooting:

• A vehicle speed that is changing at an impossible

This diagnostic code does not represent an electronic system fault.

• The engine has been running for more than three

An excessive number of occurrences may be caused by the following circumstance:

rate

seconds.

• The “VSL Protection” is not programmed to “TEL”. System Response: Engine rpm is limited to the programmed “VSL Protection”. Caterpillar Electronic technician (ET) will display “DIAG” next to “Vehicle Speed” on the status screen while the diagnostic code is active. The Check Engine Lamp will illuminate. Possible Performance Effect: The driver may think that the engine power is low and that the engine is unable to reach the expected rpm.

• The parameter for the “Quick Stop Rate” may be set too low.

Note: This setting can be affected by the load on the vehicle. If the vehicle is operated without a trailer or with no load, the vehicle will stop faster than the same vehicle with a heavy load. Expected Result: Results:

• OK – STOP.

110 Troubleshooting Section

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i02303725

0091-08 Throttle Position Invalid (32)

System Response: The ECM returns the engine to low idle when the problem is detected. The Caterpillar Electronic Technician (ET) will display “0%” and “DIAG” next to “Throttle Position” on the status screen while the diagnostic code is active.

SMCS Code: 1439-038; 1913-038 Conditions Which Generate This Code:

Possible Performance Effect:

The Engine Control Module (ECM) detects the following conditions:

• The signal frequency from the accelerator pedal

position sensor is less than 150 Hz or the signal frequency is greater than 1050 Hz for more than two seconds.

• The ECM has been powered for at least three seconds.

The engine will remain at low idle while the diagnostic code is active. Troubleshooting: Perform the following diagnostic procedure: “Accelerator Pedal (Throttle) Position Sensor Circuit Test” Results:

System Response:

• OK – STOP.

The ECM sets the “Throttle Position” to “0%”. “DIAG” will be displayed next to the status for “Throttle Position” on Caterpillar Electronic technician (ET). Possible Performance Effect: The engine will remain at low idle while the diagnostic code is active. Troubleshooting: Perform the following diagnostic procedure: “Accelerator Pedal (Throttle) Position Sensor Circuit Test”

i02218753

0094-01 Low Fuel Pressure Warning (63) SMCS Code: 1439-038-PX; 1718-038; 7414-038 Conditions Which Generate This Code: Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault.

Results:

The Engine Control Module (ECM) detects all of the following conditions:

• OK – STOP.

• Engine speed exceeds low idle rpm by at least 100 RPM.

i02128015

0091-13 Throttle Position out of calibration (28) SMCS Code: 1439-038; 1913-038

• Fuel pressure in the low pressure fuel system is less than 150 kPa (22 psi).

The check engine lamp will illuminate after fifteen seconds of operation within the conditions that are mentioned above.

Conditions Which Generate This Code:

This code will also become active if a 94-03 Fuel Pressure Short Circuit becomes active.

The Electronic Control Module (ECM) detects the following condition:

System Response:

• The duty cycle for the signal to the accelerator

Factory passwords are required to clear this diagnostic code.

pedal position sensor is less than 5 percent or more than 95 percent.

Note: The diagnostic code will be reset if the fuel pressure in the low pressure fuel system maintains 175 kPa (25 psi) for two minutes.

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111 Troubleshooting Section

Possible Performance Effect:

Verify that the repair eliminates the problem.

Engine torque will be derated while the check engine lamp is illuminated.

STOP.

The injection actuation pressure will be limited while the check engine lamp is illuminated. Troubleshooting: This diagnostic code indicates a low fuel pressure in the low pressure fuel system. This diagnostic code does not indicate a problem with the ECM or the fuel pressure sensor.

Test Step 3. Verify the Operation of the Fuel Pressure Sensor A. Turn the keyswitch to the OFF position. B. Remove the fuel pressure sensor. C. Install a 1U-5470 Engine Pressure Group into the low pressure fuel system with a Tee fitting in the port for the fuel pressure sensor.

Test Step 1. Check the Fuel Level

D. Connect the fuel pressure sensor to the Tee fitting.

Check the fuel level.

E. Monitor the status for “Fuel Pressure” on Cat ET.

Expected Result:

F. Start the engine.

The fuel level is OK.

G. Compare the pressure reading on the gauge to the pressure reading on Cat ET.

Results:

• OK – The fuel level is OK. Proceed to Test Step 2. • Not OK – The fuel level is low.

Expected Result: The pressure readings are within 35 kPa (5.0 psi) of each other.

Repair: Fill the fuel tanks with fuel.

Results:

Verify that the repair eliminates the problem.

• OK – The sensor is functioning properly.

STOP.

Test Step 2. Verify Proper Sensor Installation A. Check the installation of the fuel pressure sensor. B. Check the wiring of the fuel pressure sensor. Refer to the engine's Electrical Schematic. Ensure that all of the wires and the connectors are properly connected.

Repair: There is a mechanical problem with the low pressure fuel system. Check the low pressure fuel system for the following conditions:

• Low fuel pressure • Fuel filters that are plugged • Air in the fuel

Expected Result:

• Deterioration or plugging of the fuel lines

The sensor is properly installed and the wiring is correct.

Refer to the appropriate section in the Systems Operation/Testing and Adjusting for information that relates to testing the low pressure fuel system.

Results:

• OK – The sensor is properly installed and the wiring is correct. Proceed to Test Step 3. • Not OK – The sensor is not properly installed and/or the wiring is incorrect.

Repair: Install the fuel pressure sensor properly. Repair the wiring and/or the connectors.

Verify that the repair eliminates the problem. STOP.

• Not OK – The sensor is not functioning properly. Repair: Temporarily install a new fuel pressure sensor. If the new sensor repairs the problem, reinstall the suspect sensor.

112 Troubleshooting Section

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If the problem returns, replace the sensor.

i02217337

Verify that the repair eliminates the problem. STOP.

0094-04 Fuel Pressure voltage low (37) SMCS Code: 1439-038-PX; 1718-038

i02217273

0094-03 Fuel Pressure voltage high (37) SMCS Code: 1439-038-PX; 1718-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) detects all of the following conditions:

• The ECM reads signal voltage that is above 4.95 VDC for eight seconds.

• The engine has been running for at least two seconds.

• 168-01 Low ECM Battery Power is not active. • 232-03 5 V Supply Voltage high is not active. • 232-04 5 V Supply Voltage low is not active. System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate once this diagnostic code has been active for more than ten hours. The ECM will default to 600 kPa (87 psi) for fuel pressure.

Conditions Which Generate This Code: The Electronic Control Module (ECM) detects all of the following conditions:

• The ECM reads signal voltage that is below 0.1 VDC for at least eight seconds.

• The ECM has been powered for at least two seconds.

• 168-01 Low ECM Battery Power is not active. • 232-03 5 V Supply Voltage high is not active. • 232-04 5 V Supply Voltage low is not active. System Response: The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate once this diagnostic code has been active for more than ten hours. The ECM will default to 600 kPa (87 psi) for fuel pressure. Note: A atmospheric pressure that is less than 79 kPa (11 psi) (absolute pressure) will also generate this code. The fuel pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for fuel pressure minus the atmospheric pressure.

Note: A fuel pressure that is greater than 1101 kPa (160 psi) (absolute pressure) will also generate this code. The fuel pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for fuel pressure minus the atmospheric pressure.

Possible Performance Effect:

Possible Performance Effect:

Results:

None

• OK – STOP.

None Perform the following diagnostic procedure: “Engine Pressure Sensor Open or Short Circuit - Test”

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

• OK – STOP.

i02218739

0094-11 Low Cranking Fuel Pressure (63) SMCS Code: 1439-038-PX; 1718-038 Conditions Which Generate This Code: Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault.

SENR9517-19

113 Troubleshooting Section

• Engine speed is greater than 0 RPM.

B. Check the wiring of the fuel pressure sensor. Refer to the engine's Electrical Schematic. Ensure that all of the wires and the connectors are properly connected.

• Engine speed is less than 100 RPM below the

Expected Result:

• Fuel pressure is less than 175 kPa (25 psi).

The sensor is properly installed and the wiring is correct.

The Engine Control Module (ECM) detects all of the following conditions:

engine idle RPM (engine cranking).

The engine must be cranked for more than ten seconds without being started. System Response: Factory passwords are required in order to clear this diagnostic code. Possible Performance Effect: If the engine coolant temperature is less than 18 °C (64 °F), the injection actuation pressure is limited to 12000 kPa (1750 psi). Troubleshooting: This diagnostic code indicates a low fuel pressure in the low pressure fuel system. This diagnostic code does not indicate a problem with the ECM or the fuel pressure sensor. In a fuel system that is functioning properly, this code is usually generated after a fuel filter has been serviced. This code becomes active if the low pressure fuel system does not achieve the proper pressure. This code will be active only during engine cranking. The code is logged for each occurrence.

Test Step 1. Check the Fuel Level Check the fuel level.

Results:

• OK – The sensor is properly installed and the wiring is correct. Proceed to Test Step 3.

• Not OK – The sensor is not properly installed and/or the wiring is incorrect.

Repair: Install the fuel pressure sensor properly. Repair the wiring and/or the connectors. Verify that the repair eliminates the problem. STOP.

Test Step 3. Prime the Low Pressure Fuel System A. Use the hand priming pump to prime the low pressure fuel system. Refer to the appropriate information in Systems Operation/Testing and Adjusting. B. Connect the Caterpillar Electronic Technician (ET) to the data link connector. C. Crank the engine. Monitor the status for “Fuel Pressure” during engine cranking. Expected Result:

Expected Result:

“Fuel Pressure” is greater than 175 kPa (25 psi) during engine cranking.

The fuel level is OK.

Results:

Results:

• OK – The fuel pressure exceeds 175 kPa (25 psi)

• OK – The fuel level is OK. Proceed to Test Step 2. • Not OK – The fuel level is low. Repair: Fill the fuel tanks with fuel. Verify that the repair eliminates the problem. STOP.

Test Step 2. Verify Proper Sensor Installation A. Check the installation of the fuel pressure sensor.

during engine cranking. Priming the fuel system resolved the problem.

Repair: If the fuel filter was serviced immediately prior to the activation of this diagnostic code, the fuel system was not properly primed before the engine was cranked. Verify that the repair eliminates the problem.

114 Troubleshooting Section

If the fuel filter had not been serviced prior to the activation of this fault, air may be entering the fuel system. Check the fuel system for air prior to releasing the vehicle. Refer to Systems Operation/Testing and Adjusting for information that is related to checking for air in the fuel system. If necessary, repair the low pressure fuel system. Verify that the repair eliminates the problem. STOP.

• Not OK – The fuel pressure does not exceed

175 kPa (25 psi) during engine cranking. Proceed to Test Step 4.

Test Step 4. Verify the Operation of the Fuel Pressure Sensor A. Turn the keyswitch to the OFF position. B. Remove the fuel pressure sensor. C. Install a 1U-5470 Engine Pressure Group into the low pressure fuel system with a Tee fitting in the port for the fuel pressure sensor. D. Connect the fuel pressure sensor to the Tee fitting. E. Monitor the status for “Fuel Pressure” on Cat ET. F. Crank the engine. G. Compare the pressure reading on the gauge to the pressure reading on Cat ET. Expected Result: The pressure readings are within 35 kPa (5.0 psi) of each other. Results:

• OK – The sensor is functioning properly. Repair: There is a mechanical problem with the low pressure fuel system. Repair the low pressure fuel system. Refer to the Systems Operation/Testing and Adjusting for information that is related to repairing the low pressure fuel system. Verify that the repair eliminates the problem. STOP.

• Not OK – The sensor is not functioning properly. Repair: Temporarily install a new fuel pressure sensor.

SENR9517-19

If the new sensor repairs the problem, reinstall the suspect sensor. If the problem returns, replace the sensor. Verify that the repair eliminates the problem. STOP. i02128020

0096-03 Fuel Level voltage high SMCS Code: 1439-038 Conditions Which Generate This Code: This diagnostic code is used only by GMT-560 applications. The Engine Control Module (ECM) detects the following condition:

• The primary fuel level signal voltage is above the acceptable range for more than ten seconds.

System Response: If the parameter “Secondary Fuel Tank Size” is programmed and a diagnostic code for the secondary fuel level sensor is not active, the ECM will use the secondary fuel level sensor to determine the fuel level. If the parameter “Secondary Fuel Tank Size” is not programmed and a diagnostic code is active for the secondary fuel level sensor, the ECM will broadcast an error code over the J1939 data link. The ECM will also broadcast the fuel level as zero over the ATA data link. Caterpillar Electronic Technician (ET) will display “DIAG” next to “Primary Fuel Level” on the status screen while the diagnostic code is active. Possible Performance Effect: None Troubleshooting: Perform the following diagnostic procedure: “Fuel Level Sensor Circuit - Test” Results:

• OK – STOP.

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115 Troubleshooting Section

i02128054

0096-04 Fuel Level voltage low

The Engine Control Module (ECM) detects the following conditions:

• The engine oil pressure sensor indicates that

SMCS Code: 1439-038

the engine oil pressure is below the trip line in Illustration 18.

Conditions Which Generate This Code: This diagnostic code is used only by GMT-560 applications.

• The diagnostic codes for the oil pressure circuit are not active.

The Engine Control Module (ECM) detects the following condition:

• The primary fuel level signal voltage is below the acceptable range for more than ten seconds.

System Response: If the parameter “Secondary Fuel Tank Size” is programmed and a diagnostic code for the secondary fuel level sensor is not active, the ECM will use the secondary fuel level sensor to determine the fuel level. If the parameter “Secondary Fuel Tank Size” is not programmed and a diagnostic code is active for the secondary fuel level sensor, the ECM will broadcast an error code over the J1939 data link. The ECM will also broadcast the fuel level as zero over the ATA data link.

Illustration 18

g00998002

Caterpillar Electronic Technician (ET) will display “DIAG” next to “Primary Fuel Level” on the status screen while the diagnostic code is active.

Low oil pressure

Possible Performance Effect:

The Caterpillar Electronic Technician (ET) will display “LOW OIL PRESSURE” and “DIAG” next to the status for “Engine Oil Pressure”. The check engine lamp and the warning lamp will illuminate.

None Troubleshooting: Perform the following diagnostic procedure: “Fuel Level Sensor Circuit - Test” Results:

System Response:

Customer passwords are required to clear this diagnostic code. Possible Performance Effect: None

• OK – STOP.

Troubleshooting: i02128055

0100-01 Low Oil Pressure Warning (46) SMCS Code: 1439-038-OC; 1924-038 Conditions Which Generate This Code: Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault.

This diagnostic code indicates low oil pressure. This diagnostic code does not indicate a problem with the ECM or the oil pressure sensor. Check the engine oil level. Refer to the graphs for oil pressure that are shown in Troubleshooting, “System Overview”.

Test Step 1. Check the Engine Oil Level A. Check the engine oil level. Expected Result: The engine oil level is OK.

116 Troubleshooting Section

Results:

SENR9517-19

• Not OK – There is a diagnostic code that is related

• OK – The engine oil level is OK. Proceed to Test

to the barometric pressure sensor (atmospheric pressure) and/or the boost pressure sensor.

• Not OK – The engine oil level is low.

Repair: Troubleshoot the diagnostic code before continuing with this procedure.

Step 2.

Repair: Add engine oil to the proper level. Refer to the Operation and Maintenance Manual for more information. STOP.

Test Step 2. Verify Proper Sensor Installation A. Check the installation of the engine oil pressure sensor.

STOP.

Test Step 4. Check the Status Screen A. Turn the ignition key switch to the ON position. The engine should be off. B. Monitor the status for “Boost Pressure” and “Engine Oil Pressure” on Cat ET. Expected Result:

B. Check the wiring of the engine oil pressure sensor. Refer to the Electrical Schematic for the proper wiring. Ensure that all of the wires and connectors are properly connected.

“Boost Pressure” and “Engine Oil Pressure” should be less than 10 kPa (2 psi).

Expected Result:

• OK – The boost pressure and the engine oil

The sensor is properly installed and the wiring is correct. Results:

• OK – The sensor is properly installed. Proceed to Test Step 3.

• Not OK – The sensor is not installed properly. Repair: Install the engine oil pressure sensor properly. Repair the wiring and/or the connectors to the sensor. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check for Active Diagnostic Codes A. Connect Cat ET to the data link connector. B. Check for active diagnostic codes that are related to the barometric pressure sensor (atmospheric pressure) or the boost pressure sensor. Expected Result: There are no diagnostic codes that are related to the barometric pressure sensor (atmospheric pressure) or the boost pressure sensor. Results:

• OK – There are no diagnostic codes. Proceed to Test Step 4.

Results: pressure are less than 10 kPa (2 psi). Proceed to Test Step 6.

• Not OK - Boost Pressure – The boost pressure is

greater than 10 kPa (2 psi). Proceed to Test Step 5.

• Not OK - Engine Oil Pressure – The engine oil

pressure is greater than 10 kPa (2 psi). Proceed to Test Step 5.

• Not OK - Both – The boost pressure and the

engine oil pressure are greater than 10 kPa (2 psi). Proceed to Test Step 5.

Test Step 5. Check the Supply Voltage to the Suspect Pressure Sensor(s) A. Turn the ignition key switch to the OFF/RESET position. B. Disconnect the barometric pressure sensor (atmospheric pressure), the boost pressure sensor, and the engine oil pressure sensor. C. Turn the ignition key switch to the ON position. D. Measure the voltage between terminal A (Engine Pressure Sensor +5V) and terminal B (Engine Pressure Sensor Common) of each suspect pressure sensor connector on the engine harness. Expected Result: The voltage is 5.0 ± 0.16 VDC. Results:

• OK – The voltage is within the range.

SENR9517-19

Repair: Reconnect the engine oil pressure sensor and the boost pressure sensor. Temporarily connect a new barometric pressure sensor (atmospheric pressure). If the new sensor fixes the problem, reconnect the suspect sensor. If the problem returns, permanently replace the sensor. Verify that the repair eliminates the problem. If the problem is not eliminated perform this repair procedure on the engine oil pressure sensor and the boost pressure sensor. Verify that the repair eliminates the problem. STOP.

• Not OK – There is a problem with the 5 volt supply. Repair: Check the J2/P2 ECM connector and the sensor connectors for corrosion and moisture. Check the 5 volt supply wire. Verify that the wire is not cut and that the wire is completely inserted into the connectors for the pressure sensors on the engine harness. Verify that the repair eliminates the problem.

117 Troubleshooting Section

Expected Result: The gauge and the status screen are within 35 kPa (5.0 psi) of each other. Results:

• OK – The sensor is functioning properly. Repair: Compare the readings from the pressure gauge to the oil pressure maps in Illustration 18. There is a mechanical problem if the engine oil pressure is lower than the trip line on the oil pressure map. Refer to Testing and Adjusting, “Engine Oil Pressure - Test”. STOP.

• Not OK – The sensor is not functioning properly. Repair: Temporarily install a new engine oil pressure sensor. If the new sensor repairs the problem, reinstall the suspect sensor. If the problem returns, replace the sensor. Verify that the repair eliminates the problem. STOP.

STOP.

Test Step 6. Install a Pressure Gauge A. Remove the engine oil pressure sensor.

i02195527

0100-03 Oil Pressure voltage high (24)

B. Install a 1U-5470 Engine Pressure Group into the oil gallery with a Tee fitting in the port for the engine oil pressure sensor.

SMCS Code: 1439-038-OC; 1924-038

C. Connect the engine oil pressure sensor to the Tee fitting.

The Engine Control Module (ECM) detects the following conditions:

D. Turn the ignition key switch to the ON position.

• The signal voltage from the engine oil pressure

E. Monitor the status for “Engine Oil Pressure” on Cat ET. F. Start the engine and run the engine at low idle. G. Compare the pressure reading on the gauge to the pressure reading on Cat ET. H. Monitor the status screen and the gauge while you increase the engine speed.

Conditions Which Generate This Code:

sensor is greater than 4.95 VDC for more than eight seconds.

• The ECM has been powered for at least two seconds.

• The 168-01 Low ECM Battery Power is not active. • The 232-03 5 Volt Supply voltage high is not active. • The 232-04 5 Volt Supply voltage low is not active. • The engine is not running or the engine coolant temperature is greater than 38 °C (100 °F).

118 Troubleshooting Section

SENR9517-19

System Response:

System Response:

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate once this diagnostic code has been active for more than ten hours. The ECM will default to 600 kPa (88 psi) for engine oil pressure.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate once this diagnostic code has been active for more than ten hours. The ECM will default to 600 kPa (88 psi) for engine oil pressure.

Note: The engine oil pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for engine oil pressure.

Note: The engine oil pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for engine oil pressure minus the atmospheric pressure.

Possible Performance Effect:

Possible Performance Effect:

None

None

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

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

• OK – STOP.

• OK – STOP. i02195676

0100-04 Oil Pressure voltage low (24) SMCS Code: 1439-038-OC; 1924-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the engine oil pressure

sensor is less than 0.2 VDC for more than eight seconds.

i02215929

0100-11 Very Low Oil Pressure (46) SMCS Code: 1439-038-OC; 1924-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The engine oil pressure is below the trip line in Illustration 19 for more than eight seconds.

• The ECM has been powered for at least two

• The engine has been running for at least 18

• The 168-01 Low ECM Battery Power is not active.

• The ECM has been powered for at least three

seconds.

• The 232-03 5 Volt Supply voltage high is not active. • The 232-04 5 Volt Supply voltage low is not active. • The engine is running or atmospheric pressure is greater than 80 kPa (12 psi).

Note: Atmospheric pressures below 79 kPa (12 psi) may cause this code to become active only when the engine is running. This low atmospheric pressure causes the signal voltage to drop below the trip point of 0.2 VDC in a good circuit. Note: Elevations that are higher than 1900 m (6300 ft) will have atmospheric pressures that are below 79 kPa (12 psi).

seconds. seconds.

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119 Troubleshooting Section

• Not OK – The engine oil level is low. Repair: Add engine oil to the proper level. Refer to the Operation and Maintenance Manual for more information. STOP.

Test Step 2. Verify Proper Sensor Installation A. Check the installation of the engine oil pressure sensor. B. Check the wiring of the engine oil pressure sensor. Refer to the Electrical Schematic for the proper wiring. Ensure that all of the wires and connectors are properly connected. Expected Result: Illustration 19

g01118320

Very low oil pressure

System Response: The ECM will display “LOW OIL PRESSURE” and “DIAG” next to the status for “Engine Oil Pressure”. The check engine lamp and the warning lamp will illuminate. Factory passwords are required to clear this diagnostic code. Possible Performance Effect: The ECM will use the default torque map. The engine speed is limited to 1350 RPM and the vehicle speed is limited to 72 km/h (45 mph). Note: If the “Engine Monitoring” parameter is programmed to “Shutdown”, the engine will be shutdown after this code has been active for 30 seconds. Note: If “Engine Monitoring” is programmed to “Warning” the engine power will not be affected. Troubleshooting:

Test Step 1. Check the Engine Oil Level A. Check the engine oil level. Expected Result: The engine oil level is OK. Results:

• OK – The engine oil level is OK. Proceed to Test Step 2.

The sensor is properly installed and the wiring is correct. Results:

• OK – The sensor is properly installed. Proceed to Test Step 3.

• Not OK – The sensor is not installed properly. Repair: Install the engine oil pressure sensor properly. Repair the wiring and/or the connectors to the sensor. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check for Active Diagnostic Codes A. Connect Caterpillar Electronic Technician (ET) to the data link connector. B. Check for active diagnostic codes that are related to the barometric pressure sensor (atmospheric pressure) or the boost pressure sensor. Expected Result: There are no diagnostic codes that are related to the barometric pressure sensor (atmospheric pressure) or the boost pressure sensor. Results:

• OK – There are no diagnostic codes. Proceed to Test Step 4.

• Not OK – There is a diagnostic code that is related to the barometric pressure sensor (atmospheric pressure) and/or the boost pressure sensor.

120 Troubleshooting Section

SENR9517-19

Repair: Troubleshoot the diagnostic code before continuing with this procedure.

If the problem returns, permanently replace the sensor.

STOP.

Verify that the repair eliminates the problem.

Test Step 4. Use Cat ET to Check the Status Screen A. Turn the keyswitch to the ON position. The engine should be off. B. Monitor the status for “Boost Pressure” and “Engine Oil Pressure” on Cat ET. Expected Result: “Boost Pressure” and “Engine Oil Pressure” should be less than 10 kPa (2 psi). Results:

• OK – The boost pressure and the engine oil

pressure are less than 10 kPa (2 psi). Proceed to Test Step 6.

• Not OK - Boost pressure and engine oil pressure – The boost pressure and/or the engine oil pressure are greater than 10 kPa (2 psi). Proceed to Test Step 5.

Test Step 5. Check the Supply Voltage to the Suspect Pressure Sensor(s) A. Turn the key switch to the OFF position. B. Disconnect the barometric pressure sensor (atmospheric pressure), the boost pressure sensor, and the engine oil pressure sensor. C. Turn the ignition key switch to the ON position. D. Measure the voltage between terminal A (Engine Pressure Sensor +5V) and terminal B (Engine Pressure Sensor Common) of each suspect pressure sensor connector on the engine harness. Expected Result: The voltage is 5.0 ± 0.2 VDC. Results:

• OK – The voltage is within the range. Repair: Reconnect the engine oil pressure sensor and the boost pressure sensor. Temporarily connect a new barometric pressure sensor (atmospheric pressure). If the new sensor fixes the problem, reconnect the suspect sensor.

If the problem is not eliminated perform this repair procedure on the engine oil pressure sensor and the boost pressure sensor. Verify that the repair eliminates the problem. STOP.

• Not OK – There is a problem with the 5 volt supply. Repair: Check the J2/P2 ECM connector and the sensor connectors for corrosion and moisture. Check the 5 volt supply wire. Verify that the wire is not cut and that the wire is completely inserted into the connectors for the pressure sensors on the engine harness. Verify that the repair eliminates the problem. STOP.

Test Step 6. Install a Pressure Gauge A. Turn the keyswitch to the OFF position. B. Remove the engine oil pressure sensor. C. Install a 1U-5470 Engine Pressure Group into the oil gallery with a Tee fitting in the port for the engine oil pressure sensor. D. Connect the engine oil pressure sensor to the Tee fitting. E. Turn the ignition key switch to the ON position. F. Monitor the status for “Engine Oil Pressure” on Cat ET. G. Start the engine and run the engine at low idle. H. Compare the pressure reading on the gauge to the pressure reading on Cat ET. I. Monitor the status screen and the gauge while you increase the engine speed. Expected Result: The gauge and the status screen are within 35 kPa (5.0 psi) of each other. Results:

• OK – The sensor is functioning properly.

SENR9517-19

121 Troubleshooting Section

Repair: Compare the readings from the pressure gauge to the oil pressure maps in Illustration 19. There is a mechanical problem if the engine oil pressure is lower than the trip line on the oil pressure map. Refer to Systems Operation/Testing and Adjusting, “Engine Oil Pressure - Test”.

Troubleshooting: Perform the following diagnostic procedure: “Wastegate Solenoid - Test” Results:

• OK – STOP.

STOP.

i02128298

• Not OK – The sensor is not functioning properly. Repair: Temporarily install a new engine oil pressure sensor.

0102-02 Boost Pressure signal erratic SMCS Code: 1439-038-PX; 1917-038

If the new sensor repairs the problem, reinstall the suspect sensor.

Conditions Which Generate This Code:

If the problem returns, replace the sensor.

The Engine Control Module (ECM) detects the following conditions:

Verify that the repair eliminates the problem.

• The difference between desired boost and actual boost is greater than 20 kPa (80 inch of H2O) for more than eight seconds.

STOP. i02128296

0102-01 Low Boost Pressure (25)

• Desired boost is not ZERO. • The ECM has been powered for at least two seconds.

SMCS Code: 1439-038-PX; 1917-038

System Response:

Conditions Which Generate This Code:

The ECM will log the event.

The Engine Control Module (ECM) detects the following conditions:

The check engine light will turn on once the event code has been active for 15 minutes. “"DIAG"” will be displayed next to boost pressure on the status screen of Caterpillar Electronic Technician (ET).

• Actual boost is less than desired boost by more

than 30 kPa (4.4 psi) for more than eight seconds.

• The current for the turbocharger solenoid is greater than 80% of the maximum value.

Possible Performance Effect: This code does not affect engine power.

• Desired boost is not ZERO.

Troubleshooting:

• The ECM has been powered for at least two

Perform the following diagnostic procedure: “Wastegate Solenoid - Test”

System Response:

Results:

The ECM will log the event. “"DIAG"” will be displayed next to the status for “"Boost Pressure"” on Caterpillar Electronic Technician (ET).

• OK – STOP.

seconds.

The check engine light will turn on once the event code has been active for 15 minutes. Possible Performance Effect: This code does not affect engine power.

122 Troubleshooting Section

SENR9517-19

i02128303

• The signal voltage from the boost pressure sensor is less than 0.2 VDC for more than one second.

0102-03 Boost Pressure voltage high (25)

• The ECM has been powered for at least two seconds.

SMCS Code: 1439-038-PX; 1917-038

System Response:

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the boost pressure sensor is greater than 4.95 VDC for more than two seconds.

• The ECM has been powered for at least two seconds.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The ECM will default to 100 kPa (14.5 psi) for boost pressure. Note: The boost pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for boost pressure minus the atmospheric pressure.

• The engine is not running or the rack position is

Possible Performance Effect:

System Response:

The engine will experience low power when this diagnostic code is active.

less than 50 percent with the engine retarder off.

The ECM will log the diagnostic code and the ECM will trigger a snapshot. The check engine lamp will illuminate while this diagnostic code is active. The ECM will default to 100 kPa (14.5 psi) for boost pressure. Note: The boost pressure that is displayed on the Caterpillar Electronic Technician (ET) is the default value for boost pressure minus the atmospheric pressure. Possible Performance Effect: The engine will experience low power when this diagnostic code is active. Troubleshooting:

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

• OK – STOP. i02128313

0102-07 Boost Pressure not responding SMCS Code: 1439-038-PX; 1917-038 Conditions Which Generate This Code:

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

The Engine Control Module (ECM) detects the following conditions:

• The signal for boost pressure has been more than 172 kPa (25 psi) for more than 0.5 seconds.

• OK – STOP.

• The fuel rate is 80% of the maximum value for the i02128311

0102-04 Boost Pressure voltage low (25) SMCS Code: 1439-038-PX; 1917-038

current torque map.

• 102-03 diagnostic code is active. System Response:

Conditions Which Generate This Code:

The current to the wastegate solenoid is turned off. The boost pressure will be set to 0 kPa.

The Engine Control Module (ECM) detects the following conditions:

“DIAG” will be displayed next to the status for boost pressure on Caterpillar Electronic Technician (ET).

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123 Troubleshooting Section

Possible Performance Effect:

Possible Performance Effect:

The engine may be derated while this diagnostic code is active. The level of derate depends on the severity of the excessive boost pressure.

The ECM does not derate the power. Also, the ECM does not limit the engine rpm or the vehicle speed due to this diagnostic code.

Troubleshooting:

Troubleshooting:

This diagnostic code could be caused by a plugged air line for the wastegate, a problem with the turbocharger, or a pinched turbocharger line. Also, this diagnostic code could indicate tampering with the wastegate.

This diagnostic code indicates an excessive temperature in the air intake manifold. This diagnostic code does not indicate a problem with the ECM or a problem with the temperature sensor for the air intake manifold.

Note: This diagnostic code could cause a permanent derate if this code is logged several times. Factory passwords will be required to restore the engine to full power.

Test Step 1. Check for Diagnostic Codes.

Perform the following diagnostic procedure: “Wastegate Solenoid - Test”

B. Turn the ignition key switch to the ON position. The engine should be off.

Results:

C. Check for any active diagnostic codes or logged diagnostic codes.

• OK – STOP.

A. Ensure that Cat ET is connected to the data link connector.

Expected Result: i02294334

0105-00 High Intake Manifold Air Temperature Warning (64) SMCS Code: 1439-038-AI; 1921-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The intake manifold air temperature is equal to 90 °C (194 °F) or above 90 °C (194 °F).

• The engine coolant temperature is greater than 99 °C (210.2 °F).

• The engine has been running for at least 30 seconds.

Note: This diagnostic code represents a critical event. This diagnostic code does not represent an electronic system fault.

There should be no diagnostic codes that are present. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the diagnostic codes that are present. For further details, refer to Troubleshooting, “Troubleshooting With a Diagnostic Code”. Ensure that the repair eliminates the problem. STOP.

Test Step 2. Inspect Electrical Connectors and Wiring. A. Turn the ignition key switch to the OFF/RESET position. B. Thoroughly inspect the following connectors:

System Response:

• J2/P2 ECM engine harness connector

The check engine lamp will flash.

• J1/P1 ECM vehicle harness connector

This diagnostic code requires a customer password in order to be cleared.

• Connector terminals for the sensor

“DIAG” will be displayed next to the status for “Intake Manifold Air Temperature” on Caterpillar Electronic Technician (ET).

Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

124 Troubleshooting Section

C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the inlet manifold temperature sensor. D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and pinch points from the appropriate sensor back to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 3. • Not OK – There is a problem with the wiring. Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check the Sensor in the Engine. A. Ensure that the temperature of the engine is cool before starting this procedure. B. Turn the ignition key switch to the ON position.

SENR9517-19

Results:

• OK – The sensor is functioning correctly. If

a problem is still suspected the problem is a mechanical problem. The problem is not an electronic problem. Repair: Perform the following diagnostic procedure: Refer to Troubleshooting, “Troubleshooting without a Diagnostic Code” for a procedure that best describes the conditions. STOP.

• Not OK – Proceed to Test Step 4. Test Step 4. Compare the Temperature Reading to the Temperature from Another Gauge. A. Turn the ignition key switch to the OFF/RESET position. The engine should be OFF. B. Remove the temperature sensor from the engine. C. Connect the sensor to the engine harness. Turn the ignition key switch to the ON position. Hold the sensor and the thermocouple probe from the 6V-9130 Temperature Adapter in the air. Allow three minutes for the sensor and the probe to respond to the temperature of the air. D. The status screen will display the temperature reading from the sensor. Compare the temperature reading to the temperature reading from the 6V-9130 Temperature Adapter.

C. Note the temperature for the sensor on the status screen .

E. Hold the sensor and the thermocouple probe in your hand and check the temperatures again. Do not expose the sensor to a flame.

D. Start the engine but remain parked.

Expected Result:

E. Monitor the intake manifold air temperature on the status screen as the engine is warming.

The two measurements are within 15 °C (27 °F) of each other.

Expected Result:

Note: Do not expect the sensor and the thermocouple probe from the 6V-9130 Temperature Adapter to respond to the temperature change at the same rate.

The temperature before starting the engine should be within reasonable limits, and the temperature increases as the engine warms. Note: The engine may require several hours to cool down depending on the ambient air temperature around the vehicle.

Results:

• OK – The sensor is functioning correctly. If

a problem is still suspected the problem is a mechanical problem. The problem is not an electronic problem. Repair: Perform the following diagnostic procedure:

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125 Troubleshooting Section

Refer to Troubleshooting, “Troubleshooting without a Diagnostic Code” for a procedure that best describes the conditions.

Results:

• OK – STOP.

STOP.

i02128473

0105-04 Intake Manifold Air Temperature voltage low (38)

• Not OK Repair: Perform the following diagnostic procedure:

SMCS Code: 1439-038-AI; 1921-038

1. Temporarily install another sensor.

Conditions Which Generate This Code:

2. Repeat this test step. 3. If the problem is resolved with the new sensor, replace the sensor. 4. Verify that the repair eliminates the problem. STOP.

The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the intake manifold air

temperature sensor is less than 0.2 VDC for more than eight seconds.

• The ECM has been powered for at least two i02128468

0105-03 Intake Manifold Air Temperature voltage high (38) SMCS Code: 1439-038-AI; 1921-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the intake manifold air

temperature sensor is greater than 4.9 VDC for more than eight seconds.

• Engine coolant temperature is above −10 °C (15.0 °F).

• The ECM has been powered for at least two seconds.

seconds.

System Response: The ECM will default to 85 °C (185.0 °F) for the intake manifold air temperature. “DIAG” will be displayed next to the status for “Intake Manifold Air Temperature” on Caterpillar Electronic Technician (ET). The ECM will turn on the cooling fan. Possible Performance Effect: None Troubleshooting: Perform the following diagnostic procedure: “Engine Temperature Sensor Open or Short Circuit - Test” Results:

• OK – STOP.

System Response:

i02295135

The ECM will default to 85 °C (185.0 °F) for the intake manifold air temperature. “DIAG” will be displayed next to the status for “Intake Manifold Air Temperature” on Caterpillar Electronic Technician (ET). The ECM will turn on the cooling fan.

0105-11 Very High Intake Manifold Air Temperature (64)

Possible Performance Effect:

Conditions Which Generate This Code:

None

The Engine Control Module (ECM) detects the following conditions:

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

SMCS Code: 1439-038-AI; 1921-038

• The engine has been running for at least 30 seconds.

• The inlet manifold air temperature is at 110 °C (230 °F) or above 110 °C (230 °F).

126 Troubleshooting Section

Note: This diagnostic code represents a critical event. This diagnostic code does not represent an electronic system fault. System Response: The check engine lamp will flash. If “Engine Monitoring” is programmed to “WARNING”, The check engine lamp will flash and the Warning Lamp will illuminate continuously. If “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, the check engine lamp and the warning lamp will flash. This diagnostic code requires a customer password in order to be cleared.

SENR9517-19

Repair: Repair the diagnostic codes that are present. For further details, refer to Troubleshooting, “Troubleshooting With a Diagnostic Code”. Ensure that the repair eliminates the problem. STOP.

Test Step 2. Inspect Electrical Connectors And Wiring. A. Turn the ignition key switch to the OFF/RESET position. B. Thoroughly inspect the following connectors:

• J2/P2 ECM engine harness connector

“DIAG” will be displayed next to “Intake Manifold Air Temperature” on Caterpillar Electronic Technician (ET).

• J1/P1 ECM vehicle harness connector

Possible Performance Effect:

Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

If the “Engine Monitoring” is programmed to “WARNING”, there is no effect on engine power. If the “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, engine speed is limited to a maximum of 1350 rpm. The vehicle speed is limited to a maximum of 72 km/h (45 mph), and the power is limited. The engine will shut down if the conditions exist for a long enough period in the “SHUTDOWN” mode. Troubleshooting:

• Connector terminals for the sensor

C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the appropriate diagnostic code. D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and pinch points from the appropriate sensor back to the ECM.

This diagnostic code indicates an excessive temperature in the air intake manifold. This diagnostic code does not indicate a problem with the ECM or a problem with the temperature sensor for the air inlet manifold.

Expected Result:

Test Step 1. Check for Diagnostic Codes.

Results:

A. Connect Cat ET to the data link connector.

• OK – Proceed to Test Step 3.

B. Turn the ignition key switch to the ON position. The engine should be off.

• Not OK – Repair the connectors or wiring and/or

C. Check for any active diagnostic codes or logged diagnostic codes. Expected Result: There should be no diagnostic codes that are present.

All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check the Sensor In The Engine.

Results:

A. Ensure that the temperature of the engine is cool before starting this procedure.

• OK – Proceed to Test Step 2.

B. Turn the ignition key switch to the ON position.

• Not OK

SENR9517-19

C. Note the temperature for the sensor on the status screen. D. Start the engine but remain parked. E. Monitor the temperature for the sensor on the status screen as the engine is warming. Expected Result: The temperature before starting the engine should be within reasonable limits, and the temperature increases as the engine warms. Note: The engine may require several hours to cool down depending on the ambient air temperature around the vehicle. Results:

• Yes – The sensor is functioning correctly. If

a problem is still suspected the problem is a mechanical problem. The problem is not an electronic problem. Repair: Perform the following diagnostic procedure: Refer to Troubleshooting, “Troubleshooting without a Diagnostic Code” for a procedure that best describes the conditions. STOP.

• No – Proceed to Test Step 4. Test Step 4. Compare The Temperature Reading To The Temperature From Another Gauge.

127 Troubleshooting Section

Expected Result: The two measurements are within 15 °C (27 °F) of each other. Note: Do not expect the sensor and the thermocouple probe from the 6V-9130 Temperature Adapter to respond to the temperature change at the same rate. Results:

• Yes – The sensor is functioning correctly. If

a problem is still suspected the problem is a mechanical problem. The problem is not an electronic problem. Repair: Perform the following diagnostic procedure: Refer to Troubleshooting, “Troubleshooting without a Diagnostic Code” for a procedure that best describes the conditions. STOP.

• No Repair: Perform the following diagnostic procedure: 1. Temporarily install another sensor. 2. Repeat this test step. 3. If the problem is resolved with the new sensor, replace the sensor. 4. Verify that the repair eliminates the problem. STOP.

A. Turn the ignition key switch to the OFF/RESET position. The engine should be off. B. Remove the temperature sensor from the engine. C. Connect the sensor to the engine harness. Turn the ignition key switch to the ON position. Hold the sensor and the thermocouple probe from the 6V-9130 Temperature Adapter in the air. Allow three minutes for the sensor and the probe to respond to the temperature of the air. D. The status screen will display the temperature reading from the sensor. Compare the temperature reading to the temperature reading from the 6V-9130 Temperature Adapter. E. Hold the sensor and the thermocouple probe in your hand and check the temperatures again. Do not expose the sensor to a flame.

i02128521

0108-03 Barometric Pressure voltage high (26) SMCS Code: 1439-038-AI; 1923-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the atmospheric pressure sensor is greater than 4.9 VDC for more than 30 seconds.

• The ECM has been powered for at least two seconds.

128 Troubleshooting Section

SENR9517-19

System Response:

Results:

The ECM will default to 100 kPa (15 psi) for atmospheric pressure. “DIAG” will be displayed next to the status for “Atmospheric Pressure” on Caterpillar Electronic Technician (ET).

• OK – STOP.

Possible Performance Effect: The engine may experience low power while this code is active.

i03646438

0110-00 High Coolant Temperature Warning (61) SMCS Code: 1439-038-CLT; 1906-038

Troubleshooting:

Conditions Which Generate This Code:

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

The Engine Control Module (ECM) detects the following conditions:

Results:

• For C7 engines that are not in emergency vehicles, the engine coolant temperature is at least 108° C (226° F) for more than ten seconds.

• OK – STOP. i02128550

0108-04 Barometric Pressure voltage low (26) SMCS Code: 1439-038-AI; 1923-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the atmospheric pressure sensor is less than 0.2 VDC for more than 30 seconds.

• The ECM has been powered for at least two

• For C7 emergency vehicles and for C9 vehicles,

the engine coolant temperature is at least 113° C (235° F) for more than ten seconds.

• For C9 emergency vehicles with automatic

transmissions, the engine coolant temperature is at least 118° C (244° F) for more than ten seconds.

• The engine has been running for at least 30 seconds.

Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault. System Response:

• The engine is not running or the engine has been

“DIAG” will be displayed next to the status for “Engine Coolant Temperature” on the Caterpillar Electronic Technician (ET). The check engine lamp and the warning lamp will illuminate.

System Response:

Customer passwords are required to clear this diagnostic code.

seconds.

running for more than ten seconds.

The ECM will default to 100 kPa (15 psi) for atmospheric pressure. “DIAG” will be displayed next to the status for “Atmospheric Pressure” on Caterpillar Electronic Technician (ET). Possible Performance Effect: The engine may experience low power while this code is active. Troubleshooting: Perform the following diagnostic procedure: “Engine Pressure Sensor Open or Short Circuit - Test”

Possible Performance Effect: None Troubleshooting: This diagnostic code indicates an excessive coolant temperature. This diagnostic code does not indicate a problem with the ECM or a problem with the coolant temperature sensor.

Check the Cooling System Refer to Testing and Adjusting, “Cooling System Check”.

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129 Troubleshooting Section

• The signal voltage from the engine coolant

Results:

temperature sensor is less than 0.2 VDC for more than eight seconds.

• OK – STOP. i02128645

0110-03 Coolant Temperature voltage high (27)

• The ECM has been powered for at least two seconds.

System Response:

Conditions Which Generate This Code:

The ECM will default to 90 °C (194 °F) for engine coolant temperature. “DIAG” will be displayed next to the status for “Engine Coolant Temperature” on Caterpillar Electronic Technician (ET).

The Engine Control Module (ECM) detects the following conditions:

The engine will not go into “Cold Mode” while the code is active.

• The signal voltage from the engine coolant

Possible Performance Effect:

SMCS Code: 1439-038-CLT; 1906-038

temperature sensor is greater than 4.9 VDC for more than eight seconds.

None

• The engine has been running for more than seven

Troubleshooting:

• The ECM has been powered for at least two

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

minutes.

seconds.

Results:

System Response: The ECM will default to 90 °C (194 °F) for engine coolant temperature. “DIAG” will be displayed next to the status for “Engine Coolant Temperature” on the Caterpillar Electronic Technician (ET). The engine will not go into “Cold Mode” while the code is active. Possible Performance Effect:

• OK – STOP. i03646440

0110-11 Very High Coolant Temperature (61) SMCS Code: 1439-038-CLT; 1906-038 Conditions Which Generate This Code:

None

The Engine Control Module (ECM) detects the following conditions:

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

• For C7 engines that are not in emergency vehicles, the engine coolant temperature is at least 111° C (232° F) for more than four seconds.

• For C7 emergency vehicles and for C9 vehicles,

• OK – STOP.

the engine coolant temperature is at least 116° C (241° F) for more than four seconds.

i02128676

0110-04 Coolant Temperature voltage low (27) SMCS Code: 1439-038-CLT; 1906-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• For C9 emergency vehicles with automatic

transmissions, the engine coolant temperature is at least 121° C (250° F) for more than four seconds.

• The engine has been running more than 30 seconds.

Note: This diagnostic code represents a critical event. This diagnostic code does not represent an electronic system fault.

130 Troubleshooting Section

SENR9517-19

• The ignition key switch is in the ON position or

System Response: “DIAG” will be displayed next to the “Engine Coolant Temperature”on the Caterpillar Electronic Technician (ET). The check engine lamp and the warning lamp will illuminate. If “Engine Monitoring” is programmed to “Derate” or “Shutdown”, the check engine lamp and the warning lamp will flash. Customer passwords are required to clear this diagnostic code. Possible Performance Effect: The vehicle speed is limited to a maximum of 72 km/h (45 mph) and the power is limited. If “Engine Monitoring” is programmed to “Shutdown” the engine will shut down once this code has been active for 20 seconds. If “Engine Monitoring” is programmed to “Warning”, there is no effect on engine power. Troubleshooting: This diagnostic code indicates an excessive coolant temperature. This diagnostic code does not indicate a problem with the ECM or a problem with the coolant temperature sensor.

Check the Cooling System Refer to Testing and Adjusting, “Cooling System Check”. Results:

• OK – STOP. i02295146

0111-01 Low Coolant Level Warning (62) SMCS Code: 1439-038-CLT Conditions Which Generate This Code:

the engine has been running for more than 30 seconds.

• “Coolant Level Sensor” must be programmed to “4-pin”, “2-pin switch”, or “2-wire float sensor”.

System Response: If “Engine Monitoring” is programmed to “WARNING”, the check engine lamp will flash and the warning lamp will illuminate continuously. If “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, the check engine lamp and the warning lamp will flash. This diagnostic code requires a customer password in order to be cleared. “DIAG” will be displayed next to “Engine Coolant Level” on the status screen. Possible Performance Effect: If “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, the vehicle speed is limited to a maximum of 72 km/h (45 mph), and the power is limited. The engine will shut down if conditions exist for a long enough period in the SHUTDOWN mode. Troubleshooting: “2-Pin Switch” GMT -560 applications can use a “2-pin switch” in order to monitor coolant level. To use a “2-pin switch”, the parameter “Manufacturer/Model” must be programmed to “GMT-560” and the parameter “Coolant Level Sensor” must be programmed to “2-pin switch”. The diagnostic fault codes for the coolant level sensors are disabled when the “Coolant Level Sensor” parameter is programmed to “2-pin switch”. The switch is connected to P1/J1-49 ( coolant level switch) and to P1/J1-5 (AP sensor/switch sensor common). If the coolant level is normal, the switch should be closed and P1/J1-49 connected to ground. The warning lamp will be illuminated via the J1939 data link when the coolant is low.

Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault.

Test Step 1. Check the Level of the Coolant

The Engine Control Module (ECM) detects the following conditions:

Visually check the level of the coolant. Ensure that the coolant level switch is fully immersed in the coolant.

• The signal voltage from the “2 Wire Float” sensor

Expected Result:

is between 2.5 V and 3.15 V.

• The reading for the coolant level sensor has been low for more than ten seconds.

The coolant is at the proper level.

SENR9517-19

Results:

• OK – Proceed to Test Step 2. • Not OK

131 Troubleshooting Section

Test Step 3. Determine the Type of Coolant Level Switch A. Determine the type of coolant level switch that is used.

Repair: Fill the cooling system with the proper coolant to the correct level. For further information, refer to the Operations and Maintenance Manual.

Expected Result:

STOP.

Results:

Test Step 2. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the following connectors:

• J1/P1 ECM vehicle harness connector

A “4-Pin”, “2-Pin Switch”, or a “2-Wire Float” is used.

• If a “4-Pin” or a “2-Wire Float” is used Repair: Refer to Troubleshooting, “Coolant Level Sensor Circuit - Test”. STOP.

• Harness for the connector to the coolant level

• “2-Pin Switch” is used – Proceed to Test Step 4.

• Connector terminals for the switch

Test Step 4. Check the Coolant Level Switch

Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

A. Connect Caterpillar Electronic Technician (ET) to the data link connector.

switch

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the appropriate diagnostic code. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the appropriate sensor back to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

B. Remove the connector to the coolant level switch. C. Turn the ignition key switch to the ON position. Monitor the active diagnostic code screen. D. Short the terminals on the connector to the coolant level switch. Expected Result: The “Low Coolant Level Warning” code becomes inactive when the terminals are shorted. Results:

• Yes – There is a problem with the coolant level switch.

Results:

Repair: Replace the coolant level switch.

• OK – Proceed to Test Step 4.

Ensure that the repair eliminates the problem.

• Not OK

STOP.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

• No Repair: Reconnect the connector for the coolant level switch. Proceed to Test Step 5.

Test Step 5. Check the Harness for the Coolant Level Switch A. Turn the ignition key switch to the OFF/RESET position.

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B. Insert a jumper between terminal J1-49 and terminal J1-5. C. Turn the ignition key switch to the ON position. Monitor the active diagnostic code screen. Expected Result: The “Low Coolant Level Warning” event code becomes inactive when the terminals are shorted. Results:

• Yes – The problem is in the harness wiring. Repair: Repair the wiring or replace the wiring, as required. STOP.

Possible Performance Effect: There is no effect on engine response due to this diagnostic code. Troubleshooting: Perform the following diagnostic procedure: “Coolant Level Sensor Circuit - Test” Results:

• OK – STOP. i02129143

0111-03 Coolant Level voltage high (12) SMCS Code: 1439-038-CLT

• No – The problem is on the ECM side. Repair: Temporarily connect a test ECM. Ensure that the parameters for “Engine Monitoring” and “Coolant Level Sensor” are programmed to match the old ECM. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP. i02129065

0111-02 Coolant Level signal invalid (12) SMCS Code: 1439-038-CLT Conditions Which Generate This Code: This condition occurs when the coolant level sensor signals indicate a low condition and a normal condition at the same time. The “Coolant Level Sensor” parameter must be programmed to “4-pin”, “2-pin switch”, or “2-wire Float Sensor”before this diagnostic code can occur. System Response: The Engine Control Module (ECM) sets the coolant level to OK while this diagnostic code is Active. Caterpillar Electronic Technician (ET) will indicate “LOW” and “DIAG” next to “Engine Coolant Level”on the status screen while the diagnostic code is active. The check engine lamp will not come on unless the diagnostic code has been continuously active for ten hours.

Conditions Which Generate This Code: This condition occurs when there is an open in the circuit for the “2-wire float sensor”. The “Coolant Level Sensor” parameter must be programmed to “2-wire Float Sensor” before this diagnostic code can occur. If the “Coolant Level Sensor” parameter is programmed to “2-pin switch ”, or “4-pin” this diagnostic code is disabled. System Response: The Engine Control Module (ECM) sets the coolant level to OK while this diagnostic code is active. coolant level engine monitoring is disabled while this code is active. Caterpillar Electronic Technician (ET) will indicate “OK” and “DIAG” next to “Engine Coolant Level”on the status screen while the diagnostic code is active. The check engine lamp will illuminate. Possible Performance Effect: There is no effect on engine response due to this diagnostic code. Troubleshooting: Perform the following diagnostic procedure: “Coolant Level Sensor Circuit - Test” Results:

• OK – STOP.

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i02129168

0111-04 Coolant Level voltage low (12) SMCS Code: 1439-038-CLT

• The reading for the coolant level sensor has been low for more than ten seconds.

• The ignition key switch is in the ON position or the engine has been running for more than 30 seconds.

• “Coolant Level Sensor” must be programmed to

Conditions Which Generate This Code:

“4-Pin”, “2-Pin Switch”, or “2-Wire Float Sensor”.

This condition occurs when there is a short in the circuit for the “2-wire float sensor”. The “Coolant Level Sensor” parameter must be programmed to “2-wire float sensor” before this diagnostic code can occur. If the “Coolant Level Sensor” parameter is programmed to “2-pin switch”, or “4-pin” this diagnostic code is disabled.

System Response: If “Engine Monitoring” is programmed to “WARNING”, the check engine lamp will flash and the warning lamp will illuminate continuously.

System Response:

If “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, the check engine lamp and the warning lamp will flash.

The Engine Control Module (ECM) sets the coolant level to OK while this diagnostic code is active. coolant level engine monitoring is disabled while this code is active.

This diagnostic code requires a customer password in order to be cleared.

Caterpillar Electronic Technician (ET) will indicate “OK” and “DIAG” next to “Engine Coolant Level”on the status screen while the diagnostic code is active. The check engine lamp will illuminate.

Possible Performance Effect:

“DIAG” will be displayed next to “Engine Coolant Level” on the status screen.

There is no effect on engine response due to this diagnostic code.

If “Engine Monitoring” is programmed to “DERATE” or “SHUTDOWN”, the vehicle speed is limited to a maximum of 72 km/h (45 mph), and the power is limited. The engine will shut down if conditions exist for a long enough period in the SHUTDOWN mode.

Troubleshooting:

Troubleshooting:

Perform the following diagnostic procedure: “Coolant Level Sensor Circuit - Test”

“2-Pin Switch”

Possible Performance Effect:

Results:

• OK – STOP. i02295897

0111-11 Very Low Coolant Level (62) SMCS Code: 1439-038-CLT Conditions Which Generate This Code: Note: This diagnostic code represents a critical event. This diagnostic code does not represent an electronic system fault. The Engine Control Module (ECM) detects the following conditions:

• The signal voltage from the “2 Wire Float ” sensor is between 2.5 V and 3.15 V.

GMT-560 applications can use a “2-pin switch” to monitor coolant level. To use a “2-pin switch”, the parameter “Manufacturer/Model” must be programmed to “GMT-560” and the parameter “Coolant Level Sensor” must be programmed to “2-pin switch”. The diagnostic fault codes for the coolant level sensors are disabled when the “Coolant Level Sensor” parameter is programmed to “2-pin switch”. The switch is connected to P1/J1:49 ( coolant level switch) and to P1/J1:5 (AP sensor/switch sensor common). If the coolant level is normal, the switch should be closed and P1/J1:49 connected to ground. The warning lamp will be illuminated via the J1939 data link when the coolant is low.

Test Step 1. Check the Level of the Coolant Visually check the level of the coolant. Ensure that the coolant level switch is fully immersed in the coolant. Expected Result: The coolant is at the proper level.

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Results:

Expected Result:

• OK – Proceed to Test Step 2.

A “4-Pin”, “2-Pin Switch”, or a “2-Wire Float” is used.

• Not OK

Results:

Repair: Fill the cooling system with the proper coolant to the correct level. For further information, refer to the Operations and Maintenance Manual. STOP.

Test Step 2. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the following connectors:

• J1/P1 ECM vehicle harness connector • Harness for the connector to the coolant level switch

• Connector terminals for the switch Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the appropriate diagnostic code. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the appropriate sensor back to the ECM.

• If a “4-Pin” or a “2-Wire Float” is used Repair: Refer to Troubleshooting, “Coolant Level Sensor Circuit - Test”. STOP.

• “2-Pin Switch” is used – Proceed to Test Step 4. Test Step 4. Check the Coolant Level Switch A. Connect Caterpillar Electronic Technician (ET) to the data link connector. B. Remove the connector to the coolant level switch. C. Turn the ignition key switch to the ON position. Monitor the active diagnostic code screen. D. Short the terminals on the connector to the coolant level switch. Expected Result: The “Low Coolant Level Warning” code becomes inactive when the terminals are shorted. Results:

• Yes – There is a problem with the coolant level switch.

Expected Result:

Repair: Replace the coolant level switch.

All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

Ensure that the repair eliminates the problem.

Results:

• OK – Proceed to Test Step 4. • Not OK – Repair the connectors or wiring and/or

replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

STOP.

• No Repair: Reconnect the connector for the coolant level switch. Proceed to Test Step 5.

Test Step 5. Check the Harness for the Coolant Level Switch

Test Step 3. Determine the Type of Coolant Level Switch

A. Turn the ignition key switch to the OFF/RESET position.

A. Determine the type of coolant level switch that is used.

B. Insert a jumper between terminal J1-49 and terminal J1-5. C. Turn the ignition key switch to the ON position. Monitor the active diagnostic code screen.

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135 Troubleshooting Section

Expected Result:

Possible Performance Effect:

The “Low Coolant Level Warning” event code becomes inactive when the terminals are shorted.

None

Results:

• Yes – The problem is in the harness wiring.

Troubleshooting:

Test Step 1. Check the Coolant Level

Repair: Repair the wiring or replace the wiring, as required.

A. Check the engine coolant level. Refer to the Operation and Maintenance Manual for more information.

STOP.

Expected Result:

• No – The problem is on the ECM side.

The engine coolant level is normal.

Repair: Temporarily connect a test ECM. Ensure that the parameters for “Engine Monitoring” and “Coolant Level Sensor” are programmed to match the old ECM. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM.

Results:

• OK – The engine coolant level is normal. Repair: Ensure that the coolant level sensor is properly installed. STOP.

STOP. i02129292

• Not OK – The engine coolant level is low.

0111-14 Low Coolant Level Warning

Repair: Add coolant to the engine. Refer to the Operation and Maintenance Manual for more information.

SMCS Code: 1439-038-CLT

Proceed to Test Step 2.

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The coolant level sensor indicates that the coolant level is low.

• The “Coolant Level Sensor” is programmed to “4 Pin” or “2-wire Float Sensor”.

• The engine has less than six hours of total operating time.

Note: This diagnostic code will only occur in the first six hours of engine operation. No passwords are required to clear this diagnostic code. System Response: The ECM will display “Low” and “DIAG” next to the status for “Engine Coolant Level” on Caterpillar Electronic Technician (ET). The check engine lamp and the warning lamp will turn on while this code is active. Note: If a lamp for low coolant level is installed, the lamp for low coolant level will turn on instead of the warning lamp.

Test Step 2. Check for Leaks in the Cooling System A. Check for leaking engine coolant. B. Check for coolant in the engine oil. Expected Result: There are no leaks. There is no coolant in the engine oil. Results:

• OK – The engine is not losing any engine coolant. Repair: Ensure that the engine coolant level is normal. Run the engine until the engine reaches normal operating temperatures. Stop the engine and allow the engine to cool. Recheck the engine coolant level. If the coolant level is low, add more engine coolant. STOP.

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SENR9517-19

• Not OK – The engine is leaking engine coolant or there is coolant in the engine oil.

i01902402

Repair: Repair the leaks.

0128-04 Secondary Fuel Level voltage low

Verify that the repair eliminates the problem.

SMCS Code: 1439-038

STOP.

Conditions Which Generate This Code: i01902400

0128-03 Secondary Fuel Level voltage high SMCS Code: 1439-038

This diagnostic code is used only by GMT-560 applications. The ECM detects the following:

• The Secondary Fuel Level signal voltage is below the acceptable range for more than 10 seconds.

Conditions Which Generate This Code:

System Response:

This diagnostic code is used only by GMT-560 applications.

If the parameter “Primary Fuel Tank Size” is programmed and a diagnostic code for the primary fuel level sensor is not active, the ECM will use the primary fuel level sensor to determine the fuel level.

The ECM detects the following condition:

• The Secondary Fuel Level signal voltage is above the acceptable range for more than 10 seconds.

System Response: If the parameter “Primary Fuel Tank Size” is programmed and a diagnostic code for the primary fuel level sensor is not active, the ECM will use the primary fuel level sensor to determine the fuel level. If the parameter “Primary Fuel Tank Size” is not programmed and a diagnostic code is active for the primary fuel level sensor, the ECM will broadcast an error code over the J1939 data link. The ECM will also broadcast the fuel level as 0 over the ATA data link. The electronic service tool will display “DIAG” next to “Secondary Fuel Level”on the status screen while the diagnostic code is active.

If the parameter “Primary Fuel Tank Size” is not programmed and a diagnostic code is active for the primary fuel level sensor, the ECM will broadcast an error code over the J1939 data link. The ECM will also broadcast the fuel level as 0 over the ATA data link. The electronic service tool will display “DIAG” next to “Secondary Fuel Level”on the status screen while the diagnostic code is active. Perform the following diagnostic procedure: “Fuel Level Sensor Circuit - Test” Results:

• OK – STOP. i02129321

Perform the following diagnostic procedure: “Fuel Level Sensor Circuit - Test”

0164-00 Excessive Injection Actuation Pressure (17)

Results:

SMCS Code: 1439-038-PX; 1925-038

• OK – STOP.

Conditions Which Generate This Code: The Engine Control Module (ECM) detected the following conditions:

• The injection actuation pressure is greater than 30 MPa (4351 psi) for more than six seconds.

• Engine speed is greater than 0 MPH. • Engine coolant temperature is more than 18 °C (64 °F).

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137 Troubleshooting Section

• The ECM has been powered for at least three seconds.

• Cold mode is not active. Note: The diagnostic code indicates a mechanical problem. The ECM and the electronic control system is operating correctly.

• Sensor current changes more than 0.075 Amp and rail pressure changes less than 0.5 MPa (72.5 psi) with the engine on.

• The engine is not running and the ECM has been powered for at least four seconds.

• Cold mode is not active.

System Response:

• Engine speed is 0 rpm for more than 3 seconds

“0%”will be displayed next to “Injector Output %” on the status screen.

System Response:

The check engine lamp will illuminate.

and the engine is not running.

The ECM will indicate an active code and the code will be logged. The check engine lamp will illuminate.

Possible Performance Effect: The ECM limits power output to 89.5 kW (120.0 hp) and the vehicle speed is limited to 73 km/h (45 mph). The engine may emit white smoke at start-up because cold mode is not active. Note: The problem may only exist at operating temperature. Troubleshooting: Perform the following diagnostic procedure: “Injection Actuation Pressure - Test”

The ECM will default to 10 MPa (1450.4 psi). 10 MPa (1450.4 psi) will be displayed next to the status for “Desired Injection Actuation Pressure” and the status for “Actual Injection Actuation Pressure”on Caterpillar Electronic Technician (ET). The current for the injection actuation pressure control valve is set to 275 mA. Possible Performance Effect: The ECM limits power output to 89.5 kW (120.0 hp) and the vehicle speed is limited to 73 km/h (45 mph).

Results:

The engine may emit white smoke at start-up because cold mode is not active.

• OK – STOP.

Troubleshooting: i02303727

0164-02 Injection Actuation Pressure Signal Erratic (15) SMCS Code: 1439-038-PX; 1925-038 Conditions Which Generate This Code:

Perform the following diagnostic procedure: “Injection Actuation Pressure Sensor - Test” Results:

• OK – STOP. i02129328

The Engine Control Module (ECM) detects the following conditions:

0164-03 Injection Actuation Pressure voltage high (15)

• The injection actuation pressure is greater than

SMCS Code: 1439-038-PX; 1925-038

3 MPa (435 psi) for more than three seconds when the engine is off.

• The difference in the actual pressure and the

desired pressure is greater than 2 MPa (290 psi) for more than ten seconds with the engine running.

• Actual rail pressure is between 11.0 MPa

(1595.41 psi) and 17.4 MPa (2523.66 psi) for more than ten seconds.

Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The voltage for the injection actuation pressure

circuit is greater than 4.8 VDC for more than 0.6 seconds.

• Cold mode is not active.

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System Response: The ECM will indicate an active code and the code will be logged. The check engine lamp will illuminate. The ECM will default to 10 MPa (1450.4 psi). 10 MPa (1450.4 psi) will be displayed next to the status for “Desired Injection Actuation Pressure” and the status for “Actual Injection Actuation Pressure”on Caterpillar Electronic technician (ET).

The ECM will default to 10 MPa (1450.4 psi). 10 MPa (1450.4 psi) will be displayed next to “Desired Injection Actuation Pressure” and “Actual Injection Actuation Pressure”on the status screen of Caterpillar Electronic Technician (ET). The injection actuation pressure control valve is set to 0.275 Amp. The current for the injection actuation pressure control valve is set to a fixed position. The fuel delivery is limited.

The injection actuation pressure control valve is set to 0.275 Amp. The current for the injection actuation pressure control valve is set to a fixed position. The fuel delivery is limited.

Note: The injection actuation pressure sensor will not go below 10% or above 90% of the reference voltage if the pressure exceeds the rated change or if the pressure is below the rated change.

Note: The injection actuation pressure sensor will not go below 10% or above 90% of the reference voltage if the pressure exceeds the rated change or if the pressure is below the rated change.

Possible Performance Effect:

Possible Performance Effect: The ECM limits power output to 89.5 kW (120.0 hp) and the vehicle speed is limited to 73 km/h (45 mph). The engine may emit white smoke on start-up because cold mode is not active. Troubleshooting: Perform the following diagnostic procedure: “Engine Pressure Sensor Open or Short Circuit - Test”

The engine will run rough at idle. The ECM limits power output to 89.5 kW (120.0 hp) and the vehicle speed is limited to 73 km/h (45 mph). Troubleshooting: Perform the following diagnostic procedure: “Engine Pressure Sensor Open or Short Circuit - Test” Results:

• OK – STOP. i02129361

0164-11 Injection Actuation Pressure system fault (39)

Results:

• OK – STOP. i02129336

0164-04 Injection Actuation Pressure voltage low (15) SMCS Code: 1439-038-PX; 1925-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

SMCS Code: 1439-038-PX; 1925-038 Conditions Which Generate This Code: The engine is not cranking and the Engine Control Module (ECM) detects the following conditions:

• The engine is not cranking. • The difference between the actual pressure and

the desired pressure is more than 3 MPa (435 psi) for more than four seconds.

• The voltage in the injection actuation pressure

• The engine oil temperature is greater than 18 °C

• The ECM has been powered for more than eight

• Cold mode is not active.

circuit is less than 0.2 V for more than 0.6 seconds. seconds.

• Cold mode is not active. System Response: The ECM will indicate an active code and the code will be logged. The check engine lamp will illuminate.

(64 °F).

One of the following conditions must be met:

• The current for the injection actuation pressure

control valve is at 100% output for more than two seconds.

or

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139 Troubleshooting Section

• The current for the injection actuation pressure

control valve is at 0% output for more than two seconds.

The engine is cranking and the ECM detects the following conditions:

• Cold mode is not active. • The current for the injection actuation pressure control valve is at 100% for more than three seconds.

Note: The diagnostic code indicates a mechanical problem. The ECM and the electronic control system are operating correctly.

• For 12 V systems, the battery voltage to the ECM exceeds 16 V for more than 0.5 seconds.

• For 24 V systems, the battery voltage to the ECM exceeds 32 V for more than 0.5 seconds.

The ECM also detects the following conditions:

• The engine control is in the ON mode. • The engine is not cranking. • The engine is running. • The ECM has been powered for at least three seconds.

System Response:

System Response:

The ECM will log an event code. The check engine lamp will not illuminate. This code is active only while the engine is cranking.

The ECM will log the diagnostic code. The check engine lamp and the warning lamp may come on as if the ignition key switch was just turned on and the engine started.

Possible Performance Effect: The engine may be low on power and the idle may be unstable. The engine may be difficult to start at normal operating temperatures, but the engine may start easily when the engine is cold. Note: The problem may only exist at operating temperature. Air may be trapped in the injection actuation system if the system has been serviced recently. Start the engine and run the engine at 1500 rpm for a few minutes in order to remove the trapped air.

Possible Performance Effect: None Troubleshooting: Perform the following diagnostic procedure: “Ignition Keyswitch Circuit and Battery Supply Circuit - Test” Results:

• OK – STOP.

Troubleshooting:

i02129376

Perform the following diagnostic procedure: “Injection Actuation Pressure - Test” Results:

0168-01 Low ECM Battery Power (17) SMCS Code: 1401-038

• OK – STOP.

Conditions Which Generate This Code: i02129371

SMCS Code: 1401-038

This condition indicates that the battery circuit to the Engine Control Module (ECM) has a low voltage condition while the engine is running. If battery voltage disappears without returning, the ECM will not log this diagnostic code and the engine will shut down.

Conditions Which Generate This Code:

The ECM detects the following conditions:

This condition indicates that the battery circuit to the Engine Control Module (ECM) has excessive voltage while the engine is running.

• The engine control is in the ON mode.

The ECM detects the following conditions:

• The engine is running.

0168-00 Excessive ECM Battery Power (17)

• The engine is not cranking.

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• The ECM has been powered for at least three

• The ECM has been powered for at least three

The ECM also detects the following conditions:

The ECM will detect one of the following conditions:

• Battery voltage to the ECM is below 9 V for 12 V

• The battery voltage drops below 6 VDC for at least

• Battery voltage to the ECM is below 18 V for a 24

• Three voltage readings in the past seven seconds

System Response:

System Response:

The ECM may stop injecting fuel. This may be dependent on the length of time of the occurrence of the fault.

The ECM may stop injecting fuel. This may be dependent on the length of time of the occurrence of the fault.

The check engine lamp and the warning lamp may come on as if the ignition key switch was just turned on and the engine started.

The check engine lamp and the warning lamp may come on as if the ignition key switch was just turned on and the engine started.

Possible Performance Effect:

Possible Performance Effect:

The engine may experience changes in the engine rpm, and intermittent engine shutdowns or complete engine shutdowns while the conditions that cause this diagnostic code are present.

The engine may experience changes in the engine rpm, and intermittent engine shutdowns or complete engine shutdowns while the conditions that cause this diagnostic code are present.

Troubleshooting:

Troubleshooting:

Perform the following diagnostic procedure: “Ignition Key Switch Circuit and Battery Supply Circuit - Test”

Perform the following diagnostic procedure: “Ignition Key Switch Circuit and Battery Supply Circuit - Test”

Results:

Results:

• OK – STOP.

• OK – STOP.

seconds.

systems for more than 0.5 seconds.

V system for more than 0.5 seconds.

seconds.

0.50 seconds.

were below 6 VDC.

i02129377

i02129384

0168-02 ECM Battery Power Intermittent (51)

0173-00 High Exhaust Gas Temperature Derate

SMCS Code: 1401-038

SMCS Code: 1901-038

Conditions Which Generate This Code:

Conditions Which Generate This Code:

This condition indicates that the battery circuit to the Engine Control Module (ECM) has a battery condition that is intermittent while the engine is running. If battery voltage disappears without returning, the ECM will not log this diagnostic code and the engine will shut down.

This code indicates that the engine has been derated in order to prevent excessive exhaust temperatures.

The ECM detects the following conditions:

• Atmospheric pressure sensor

• The ignition key switch is in the ON position.

• Inlet air temperature sensor

• The engine is running.

• Engine speed/timing sensor

• The engine is not cranking.

The Engine Control Module (ECM) calculates the exhaust temperature from inputs from the following sensors:

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141 Troubleshooting Section

System Response:

Possible Performance Effect:

This code will be logged once the engine has been derated by more than 4%. The engine will only be derated to a level that will allow the exhaust temperature to be lowered to an acceptable level. The check engine light will not be turned on for this event code.

The ECM will derate the engine.

Possible Performance Effect:

Troubleshooting:

Talk to the Operator Note: No repair to the engine is necessary.

The ECM will derate the engine.

A. Determine the conditions which caused the diagnostic code.

Troubleshooting:

Expected Result:

Talk to the Operator

The engine was run under heavy loads and/or climbing steep hills.

Note: No repair to the engine is necessary. A. Determine the conditions which caused the diagnostic code.

Results:

• OK – STOP.

Expected Result:

i02129393

The engine was run under heavy loads and/or climbing steep hills. Results:

0186-04 PTO Engine Shutdown Switch voltage low SMCS Code: 7332-038

• OK – STOP.

Conditions Which Generate This Code: i02129389

0173-11 Very High Exhaust Gas Temperature Derate

A short to ground exists in the wiring for the PTO engine shutdown switch. The parameter “PTO Engine Shutdown Switch” must be programmed to “J1/P1:7” or “J1/P1:23”.

SMCS Code: 1901-038

System Response:

Conditions Which Generate This Code:

Caterpillar Electronic Technician (ET) will display “DIAG” on the status screen while the diagnostic code is active.

This code indicates that the engine has been derated in order to prevent excessive exhaust temperatures. The Engine Control Module (ECM) calculates the exhaust temperature from inputs from the following sensors:

Possible Performance Effect: The Engine Control Module (ECM) will not allow the PTO to engage while this code is active.

• Atmospheric pressure sensor

Troubleshooting:

• Inlet air temperature sensor

Perform the following diagnostic procedure: “PTO Engine Shutdown Switch Circuit - Test”

• Engine speed/timing sensor System Response: This code will be logged once the engine has been derated by more than 8%. The engine will only be derated to a level that will allow the exhaust temperature to be lowered to an acceptable level. The check engine light will not be turned on for this event code.

Results:

• OK – STOP.

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i02129399

0186-14 PTO Engine Shutdown Switch Occurrence (47) SMCS Code: 7332-038

System Response: The Engine Control Module (ECM) shuts off the fuel injection delivery above the programmed “Top Engine Limit” (TEL). This diagnostic code requires a factory password in order to be cleared.

Conditions Which Generate This Code: All of the following conditions must be met.

• The parameter “PTO Configuraton” is programmed to “Cab Switches”, “Remote Switches”, or “Remote Throttle”.

• The PTO switch is on the ON position. • The parameter “PTO Engine Shutdown Switch” is programmed to “J1/P1:7” or “J1/P1:23”.

This diagnostic code represents a critical event. This diagnostic code does not represent an electronic system fault. Caterpillar Electronic Technician (ET) will display “TOP ENGINE LIMIT” in a unique area of the status screen when the engine rpm has reached the top engine limit or when the engine rpm has exceeded the top engine limit. The check engine lamp will illuminate.

• The PTO engine shutdown switch is off and the

Possible Performance Effect:

• The PTO engine shutdown switch changes

There are no performance related issues due to the diagnostic code.

PTO switch is active for 0.5 seconds. condition for 0.5 seconds.

Troubleshooting:

System Response:

There are no problems that require troubleshooting.

Caterpillar Electronic technician (ET) will not display a status. Possible Performance Effect: The engine will shut down and PTO mode will be deactivated. The Engine Control Module (ECM) will not allow the PTO to engage while this code is active.

This diagnostic code indicates an excessive engine speed. This diagnostic code does not indicate a problem with the ECM or the engine speed/timing sensor. Results:

• OK – STOP.

Troubleshooting: Perform the following diagnostic procedure: “PTO Engine Shutdown Switch Circuit - Test” Results:

i02129401

0190-02 Primary Engine Speed Loss of Signal (34) SMCS Code: 1439-038-VF; 1912-038

• OK – STOP.

Conditions Which Generate This Code: i02129400

0190-00 Engine Overspeed Warning (35) SMCS Code: 1439-038-VF; 1912-038

The Engine Control Module (ECM) detects the following conditions:

• The primary engine speed/timing signal was lost and then returned within one second.

Conditions Which Generate This Code:

• The engine has been running for more than three

This condition indicates that the engine speed has exceeded 3300 rpm for the C7 engine and 2800 rpm for the C9 engine.

• The engine speed did not pass through the 350

seconds.

to 500 rpm range.

• Battery voltage is greater than 9 VDC prior to the short or open circuit condition.

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143 Troubleshooting Section

System Response:

Results:

The ECM will use the secondary speed/timing sensor. “DIAG” will be displayed next to the status for “Engine Speed” on Caterpillar Electronic Technician (ET).

• OK – STOP.

Possible Performance Effect:

0224-11 Theft Deterrent Active (00)

There should not be a noticeable change in engine response unless the signal for the secondary speed/timing sensor is also lost. This loss will shut down the engine. Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor Circuit - Test”

i02129525

SMCS Code: 1901-038 Conditions Which Generate This Code: The theft deterrent feature has been enabled. The correct password must be entered in order to disable the theft deterrent. Then, the engine can be started. Note: This diagnostic code represents an event. This diagnostic code does not represent an electronic system fault.

Results:

• OK – STOP. i02129490

0190-11 Primary Engine Speed no pattern (34) SMCS Code: 1439-038-VF; 1912-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The primary engine speed/timing signal was lost and then returned within one second, while the secondary timing signal was valid.

• The primary engine speed/timing signal is lost and/or intermittent.

• The primary engine speed/timing signal is lost for

more than 15 seconds while the engine is cranking.

System Response: The ECM uses the signal from the secondary engine speed/timing sensor to calculated engine speed. The ECM will turn on the check engine light after this code has been active for ten hours. Possible Performance Effect: There should not be a noticeable change in engine response unless both the engine speed/timing signals are lost. Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor Circuit - Test”

The Engine Control Module (ECM) will operate in the “Secure Idle” mode if the theft deterrent password is entered. The engine must be running in order to operate in the “Secure Idle” mode. The ECM will be in the “Secure Idle” mode until the theft deterrent password is entered again. System Response: The diagnostic code is active only. The diagnostic code will be active when the theft deterrent feature is enabled. Caterpillar Electronic Technician (ET) will not display a status. The check engine lamp will be illuminated. Possible Performance Effect: The engine will not start until the correct password is entered. The engine will be limited to the low idle rpm if the “Secure Idle” mode is active. Troubleshooting: This diagnostic code indicates that the theft deterrent feature has been enabled. There is no electronic system fault. No Troubleshooting is required. Results:

• OK – STOP.

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i02129561

0224-14 Theft Deterrent Active with Engine Cranking (00) SMCS Code: 1901-038 Conditions Which Generate This Code: The Engine Control Module (ECM) detects the following conditions:

• The engine is cranking. • The theft deterrent is active.

• The device is broadcasting a code that is not supported.

System Response: Caterpillar Electronic Technician (ET) will indicate a safe default value or display “DIAG” on a status screen. If the device sends a message that is not supported, Cat ET will display “J1939 No Support”. Cat ET will display a list of the devices that are causing this code on the “Active Faults” screen. If the list of devices that are causing this code is too large, all of the devices will not be listed until some of the incorrect messages are corrected. Possible Performance Effect:

System Response: The diagnostic code is active only. The diagnostic code will be active when the theft deterrent is enabled and the engine is cranking for more than five seconds.

J1939 communications to the engine and from the engine are terminated for the specific message while this code is active. The functionality of some features may be affected while this code is active. Traction control or transmission controls may be disabled.

Possible Performance Effect:

Troubleshooting:

The engine will not start until the correct password is entered.

Perform the following diagnostic procedure: “Powertrain Data Link Circuit - Test”

Troubleshooting:

Results:

Enter the correct passwords.

• OK – STOP.

There are no problems that require troubleshooting.

i02129727

0231-11 J1939 Data Link Fault (58)

Results:

• OK – STOP.

SMCS Code: 1901-038 i02129571

0231-02 J1939 Data Incorrect (58) SMCS Code: 1901-038 Conditions Which Generate This Code: This condition indicates that the J1939 data link is receiving information from a specified device but the information is incomplete or corrupted. The parameter “Powertrain Data Link” must be programmed to J1939. One of the following conditions must be met:

• The device is broadcasting a fault code. • The Engine Control Module (ECM) is unsuccessful in receiving a specific message from a device.

Conditions Which Generate This Code: This condition indicates that the SAE J1939 data link is not communicating correctly. The parameter “Powertrain Data Link” must be programmed to J1939. System Response: Note: If the vehicle is not using the J1939 data link, program “Powertrain Data Link” to “None”. After the “Powertrain Data Link” is programmed correctly this active diagnostic code should deactivate. Possible Performance Effect: Communications with other control modules that use the J1939 data link may be interrupted while this diagnostic code is active.

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145 Troubleshooting Section

Troubleshooting:

i02295901

Contact the OEM dealer in order to determine if the vehicle was configured for the J1939 data link. If the vehicle is not using the J1939 data link, program “Powertrain Data Link” to “None”. This will correct the problem. If the vehicle is using the J1939 data link, proceed with the following procedure: Perform the following diagnostic procedure: “Powertrain Data Link Circuit - Test” Results:

0231-14 Transmission Data Link Derate SMCS Code: 1901-038 Conditions Which Generate This Code: This condition indicates that the Engine Control Module (ECM) has lost communication from the transmission via the J1939 Data Link. The following list contains examples of the causes for the loss of communication:

• Loss of communication from the transmission to

• OK – STOP.

the engine ECM for more than one second

i02129842

• The engine and the transmission are no longer compatible.

0231-12 J1939 Device Not Responding

• The parameter “Powertrain Data Link” is not

SMCS Code: 1901-038

System Response:

Conditions Which Generate This Code:

If the engine and the transmission fail to communicate the engine will operate under a torque limit that is set by the transmission. The diagnostic code represents a logged event. Caterpillar Electronic Technician (ET) will display “Transmission Datalink Engine Derate” on the status screen. The code will not cause the check engine lamp to illuminate.

The Engine Control Module (ECM) detects the following conditions:

• The ECM is unsuccessful in receiving a message from a J1939 source.

programmed to J1939.

• The ECM is not receiving a valid message from a

The 231-14 code may become active after the ECM has communication with an automatic transmission.

System Response:

Possible Performance Effect:

The ECM will disable features that require an input from the J1939 device.

Note: This code does not indicate a problem with the engine or the electronic system.

Possible Performance Effect:

The engine may have low power. The engine may also have low torque while the diagnostic code is active.

J1939 source.

The J1939 device may not operate correctly. Certain control systems may not operate correctly. Troubleshooting: Perform the following diagnostic procedure: “Powertrain Data Link Circuit - Test” Results:

• OK – STOP.

Troubleshooting:

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for Low Range Torque Protection (LRTP) (terminals 34 and 50) in the connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the (LRTP), J1-34 and J1-50.

146 Troubleshooting Section

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM.

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i02130061

0232-03 5 Volt Supply voltage high (21) SMCS Code: 1439-038

Expected Result:

Conditions Which Generate This Code:

All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

The Engine Control Module (ECM) detects the following conditions:

Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Determine the Type of Vehicle Transmission A. If the vehicle is not equipped with a transmission that requires torque protection access the “Transmission Default Torque Limit” screen of Cat ET in order to clear the fault.

• The 5 volt supply is greater than 5.16 VDC for more than one second.

• The ECM has been powered for at least three seconds.

System Response: The ECM sets all of the pressure sensors to the default values below:

• Injection actuation pressure 6 MPa (870.2 psi) • The current of the injection actuation driver is set to 40%.

• Atmospheric pressure 100 kPa (15.0 psi) • Boost pressure 0 kPa (0.0 psi) • Engine oil pressure 600 kPa (87.0 psi) The ECM will use the default torque map. “DIAG” will be displayed next to the status for all of the pressure sensors on Caterpillar Electronic Technician (ET).

B. If the vehicle is equipped with a transmission that requires torque protection use Cat ET to clear the fault. Access the “J1939 Receive Communication” screen in order to determine if the engine and the transmission are communicating over the “J1939 data Link”.

Possible Performance Effect:

Results:

Perform the following diagnostic procedure: “5 Volt Engine Pressure Sensor Supply Circuit - Test”

• OK – STOP. • Not OK – Proceed to Test Step 3. Test Step 3. Perform the following diagnostic procedure: “Powertrain Data Link Circuit - Test” Results:

• OK – STOP.

The engine may experience low power when this diagnostic code is active. Troubleshooting:

Results:

• OK – STOP.

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147 Troubleshooting Section

i02130067

i02130074

0232-04 5 Volt Supply voltage low (21)

0246-11 Brake Pedal Switch #1 Fault

SMCS Code: 1439-038

SMCS Code: 1435-038-BRK

Conditions Which Generate This Code:

Conditions Which Generate This Code:

The Engine Control Module (ECM) detects the following conditions:

The engine is running and both of the following conditions exist:

• The 5 volt supply is less than 4.84 VDC for more

• The status of the service brake pedal position

than one second.

• The ECM has been powered for at least three seconds.

System Response: The ECM sets all of the pressure sensors to the default values below:

• Injection Actuation Pressure 6 MPa (870 psi) • The current for the injection actuation driver is set to 40%.

• Atmospheric Pressure 100 kPa (15 psi) • Boost pressure 0 kPa (0 psi) • Engine Oil Pressure 600 kPa (87 psi) The ECM will use the default torque map. “DIAG” will be displayed next to the status for all of the pressure sensors on Caterpillar Electronic Technician (ET).

switch 1 indicates that the brake pedal has been depressed.

• The status of the service brake pedal position

switch 2 indicates that the pedal has been released.

System Response: The diagnostic code is logged into memory only if the engine is running. This diagnostic code will prevent cruise control, PTO operation, or idle operation. The check engine lamp will not illuminate for this diagnostic code. Possible Performance Effect: The engine will disengage or the engine will not allow the setting of the cruise control, the PTO, or the idle speed. Troubleshooting: Perform the following diagnostic procedure: “Service Brake Pedal Position (Switch 1) Circuit -Test”

Possible Performance Effect:

Results:

The engine may experience low power when this diagnostic code is active.

• OK – STOP.

Troubleshooting:

i02130078

Perform the following diagnostic procedure: “5 Volt Engine Pressure Sensor Supply Circuit - Test”

0247-11 Brake Pedal Switch #2 Fault

Results:

SMCS Code: 1435-038-BRK

• OK – STOP.

Conditions Which Generate This Code: The engine is running and both of the following conditions exist:

• The status of the service brake pedal position

switch 2 indicates that the brake pedal has been depressed.

• The status of the service brake pedal position

switch 1 indicates that the pedal has been released.

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System Response:

i02336383

The diagnostic code is logged into memory only if the engine is running. This diagnostic code will prevent cruise control, PTO operation, or idle operation. The check engine lamp will not illuminate for this diagnostic code.

0253-02 Check Customer or System Parameters (56) SMCS Code: 1901-038 Conditions Which Generate This Code:

Possible Performance Effect: The engine will disengage or the engine will not allow setting of the cruise control, the PTO, or the idle speed.

The Engine Control Module (ECM) detects one or more of the following conditions:

• One or more of the configuration parameters are

not programmed. The effect on the ECM depends on the parameter.

Troubleshooting: Perform the following diagnostic procedure: “Service Brake Pedal Position (Switch 2) Circuit - Test” Results:

• The engine rating of the flash file in the ECM is

different from the engine rating of the original flash file. Engine speed is limited to low idle.

• At least two programmable inputs are programmed

• OK – STOP. i02336574

0252-11 Engine Software Incorrect (59) SMCS Code: 1901-038; 7620-038-ENG Conditions Which Generate This Code: The Engine Control Module (ECM) detects incorrect engine software . System Response: The ECM will turn on the check engine lamp. Factory passwords are required to clear this diagnostic code.

to the same input terminal or at least two programmable outputs are programmed to the same output terminal. Engine speed is limited to low idle.

• All of the injector trim files are not loaded into the ECM. Engine performance and emissions are affected.

System Response: Note: The fault is active only and the fault is not logged. Caterpillar Electronic Technician (ET) will display a list of the condition(s) that must be resolved. The check engine light will illuminate. Possible Performance Effect:

Possible Performance Effect:

The ECM may limit the engine to low idle and/or the ECM may derate the power. Engine performance and emissions are affected.

The engine will not start.

Troubleshooting:

Troubleshooting:

Perform the following diagnostic procedure: “ECM Memory - Test”

The flash file in the ECM is from the wrong engine family. Perform the following diagnostic procedure: “ECM Memory - Test” Results:

• OK – STOP.

Results:

• OK – STOP.

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i02336583

0253-14 Truck Manufacturer Parameter Not Programed SMCS Code: 1901-038 Conditions Which Generate This Code: The “Truck Manufacturer Parameter” has not been programmed. The parameter must be programmed for the manufacturer of the chassis in order to configure the correct options and ranges for the engine. Note: The “Truck Manufacturer Parameter” must be programmed before the “Customer Parameters” are programmed. System Response: The code is active, but the code is not logged. The check engine lamp will be on when the code is active. The Engine Control Module (ECM) will select the GM parameter as the default until the appropriate parameter is programmed. Possible Performance Effect: The following items will not work correctly:

• Speedometer • Tachometer • Engine monitoring lamps Troubleshooting: Determine the type of chassis. Perform the following diagnostic procedure: “ECM Memory - Test” Results:

• OK – STOP.

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Diagnostic Functional Tests i02295908

5 Volt Engine Pressure Sensor Supply Circuit - Test SMCS Code: 1439-038 System Operation Description: The Engine Control Module (ECM) supplies the following sensors with regulated +5 VDC from the same supply:

• J200/P200 Boost pressure sensor • J203/P203 Atmospheric pressure sensor • J201/P201 Engine oil pressure sensor • J204/P204 Injection actuation pressure sensor • J205/P205 Fuel pressure sensor (if equipped) The supply for the +5 V engine pressure sensor is routed from the ECM to terminal A of each pressure sensor connector. The supply voltage is 5.0 ± 0.2 VDC. The +5 V diagnostic code is probably caused by a short circuit to ground or by a short circuit to another voltage source in the harness.

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Illustration 20 Schematic for engine pressure sensors

151 Troubleshooting Section

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152 Troubleshooting Section

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E. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – The harness and connectors appear to be OK. Proceed to Test Step 2 .

• Not OK – There is a problem with the connectors and/or wiring.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Active Diagnostic Codes A. Connect Caterpillar Electronic Technician (ET) to the service tool connector. B. Turn the keyswitch to the ON position. Illustration 21

g01117317

Pin locations on ECM connector (P2-2) Pressure sensor supply (+5 VDC) (P2-3) Pressure sensor common (P2-14) Atmospheric pressure sensor (P2-17) Fuel pressure sensor (P2-24) Engine oil pressure sensor (P2-25) Injection actuation pressure sensor (P2-40) Boost pressure sensor (P2-41) Pressure sensor supply (engine oil) (+5 VDC) (P2-42) Pressure sensor common (engine oil)

Test Step 1. Inspect Electrical Connectors and Wiring

C. Monitor the active diagnostic code screen on Cat ET. Check and record any active diagnostic codes. Note: Wait at least 15 seconds in order for the diagnostic codes to become active. Expected Result: One of the following diagnostic codes is active:

• 232-03 5 Volt supply voltage high (21) • 232-04 5 Volt supply voltage low (21)

A. Turn the keyswitch to the OFF position.

Results:

B. Thoroughly inspect the J2/P2 ECM connector and the connectors for each analog sensor.

• OK – A 232-03 diagnostic code is active. Proceed

Refer to Troubleshooting, “Electrical Connectors Inspect” for details. C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connectors that are associated with the analog sensor supply: D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

to Test Step 3.

• Not OK – A 232-04 diagnostic code is active. Proceed to Test Step 4.

Test Step 3. Check the Voltage On the +5 V Supply Wire A. Turn the keyswitch to the OFF position. B. Disconnect all of the following analog sensors at the sensor connector:

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• Atmospheric pressure sensor J203/P203 • Boost pressure sensor J200/P200 • Engine oil pressure sensor J201/P201 • Injection actuation pressure sensor J204/P204 • Fuel pressure sensor J205/P205 (if equipped) C. Turn the keyswitch to the ON position. D. Measure the voltage between terminal A and terminal B at the sensor connectors.

153 Troubleshooting Section

Repair: Reconnect the sensor that is suspected of causing the problem. If the problem returns after the reconnection of the sensor, disconnect the sensor. If the problem disappears after the disconnection of the sensor, replace the sensor. Replace all wires to the original configuration. Clear all diagnostic codes. Verify that the repair eliminates the problem. STOP.

• Not OK – The 232-04 diagnostic code stays active. Leave the sensors disconnected. Proceed to Test Step 5.

The voltage is 5.0 ± 0.2 VDC.

Test Step 5. Check the +5 V Supply Wire for a Short to Engine Ground or a Short to Other Wires in the Harness

Results:

A. Turn the keyswitch to the OFF position.

• OK – The voltage is correct.

B. Disconnect the J2/P2 ECM connector.

Expected Result:

Repair: Replace all wires to the original configuration. Clear all diagnostic codes. Check for active diagnostic codes. If the problem is intermittent, refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect”. STOP.

C. Leave the analog sensors disconnected at the sensor connectors. Note: Wiggle the harness during the following measurements in order to reveal any intermittent short condition.

Test Step 4. Disconnect the +5 V Pressure Sensors While You Monitor the Active Diagnostic Codes

D. Measure the resistance from the P2-2 +5 V Supply to every terminal on P2 ECM connector. Measure the resistance from the P2-2 to the ECM ground strap. Measure the resistance from the P2-41 +5 V Supply to every terminal on P2 ECM connector. Measure the resistance from the P2-41 to the ECM ground strap.

A. Disconnect the following sensors one at a time:

Expected Result:

• Not OK – The voltage is incorrect. Proceed to Test Step 5.

• Injection actuation pressure sensor J204/P204 • Engine oil pressure sensor J201/P201 • Atmospheric pressure sensor J203/P203 • Turbocharger outlet pressure sensor J200/P200 B. Wait for 15 seconds after each pressure sensor is disconnected. Check for an active diagnostic code on Cat ET. Expected Result: The 232-04 diagnostic code deactivates. Results:

• OK – The 232-04 diagnostic code deactivates.

The diagnostic code is not active after a specific sensor is disconnected.

Each resistance measurement is more than 20,000 Ohms. Results:

• OK – The resistance check does not indicate a

short in the engine harness or a short to engine ground. Proceed to Test Step 6.

• Not OK – A resistance measurement is less than 20,000 Ohms. The +5 V supply wire is shorted in the engine harness or the +5 V supply wire is shorted to engine ground.

Repair: Repair the wire or replace the wire. Clear all logged diagnostic codes. Replace all wires to the original configuration. Verify that the repair eliminates the problem. STOP.

154 Troubleshooting Section

Test Step 6. Check the +5 V Supply and the Sensor Common for an Open Circuit A. Install a wire jumper between P2-2 +5 V Supply and P2-3 Sensor Common. Install a wire jumper between P2-41 +5 V Supply and P2-42 Sensor Common. Note: Wiggle the harness during the following measurements in order to reveal any intermittent short condition. B. Record the resistance at each analog sensor connector between terminal A and terminal B. C. Remove the wire jumpers. Expected Result: The resistance is less than 5 Ohms for each measurement.

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Expected Result: The voltage is 5.0 ± 0.2 VDC. Results:

• OK – The voltage is correct. Repair: Clear all diagnostic codes. Check for active diagnostic codes. If the problem is intermittent, refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK – The voltage is incorrect. Repair: Replace the ECM. Refer to the diagnostic procedure Troubleshooting, “Replacing the ECM”. STOP.

Results:

i02336386

• OK – The resistance check does not indicate an

Accelerator Pedal (Throttle) Position Sensor Circuit - Test

• Not OK – A resistance measurement is greater

SMCS Code: 1439-038-P9; 1913-038

open circuit in the engine harness. Proceed to Test Step 7. than 5 Ohms. The +5 V supply wire or the sensor common has excessive resistance.

System Operation Description:

Repair: Repair the wires or replace the wires. Clear all logged diagnostic codes. Replace all wires to the original configuration. Verify that the repair eliminates the problem.

Use this procedure under the following situation:

STOP.

• 91-08 Throttle position invalid (32)

Test Step 7. Check the +5 V Supply at the ECM A. Remove the wire G828-WH (P2-2 +5 V Supply) from the P2 ECM connector. Install a wire jumper with socket terminals on both ends into P2-2. Remove the wire G826-BR (P2-41 +5 V Supply) from the P2 ECM connector. Install a wire jumper with socket terminals on both ends into P2-41. a. Reconnect the J2/P2 ECM connector. B. Turn the keyswitch to the ON position. C. Measure the voltage between the wire jumper in P2-2 and the engine ground. Measure the voltage between the wire jumper in P2-41 and the engine ground. D. Turn the keyswitch to the OFF position. E. Replace all wires to the original configuration.

Use this procedure if any of the following diagnostic codes are indicated:

• 91-13 Throttle position out of calibration (28) • 41-03 8 Volt supply voltage high (21) • 41-04 8 Volt supply voltage low (21) Also, use this procedure if the accelerator pedal position sensor is suspected of improper operation. Accelerator Pedal Position Sensor The accelerator pedal position sensor is used to provide a throttle position signal to the Engine Control Module (ECM). Sensor output is a constant frequency signal with a pulse width that varies with the pedal position. This output signal is referred to as either a duty cycle or a pulse width modulated signal (PWM) and this output signal is expressed as a percentage between 3 and 100 percent. The accelerator pedal position sensor is attached directly to the accelerator pedal assembly. The accelerator pedal position sensor requires no adjustment.

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155 Troubleshooting Section

The accelerator pedal position sensor will produce a duty cycle of 10 to 22 percent at low idle and 75 to 90 percent when the accelerator pedal is fully depressed. The percent of duty cycle is translated in the ECM into an accelerator pedal position of 3 to 100 percent. The accelerator pedal position sensor is powered by the ECM supply voltage (+8 VDC) from connector P1-4 to terminal “A” of the accelerator pedal position sensor connector. The accelerator pedal position sensor can be replaced separately from the pedal assembly. An incorrectly calibrated pedal assembly can not be adjusted. The entire pedal assembly must be replaced. If the vehicle is using the ECM dedicated PTO functions, the accelerator pedal position sensor will be ignored while the engine is in PTO mode and the “PTO Configuration” is programmed to one of the following parameters:

• Remote switches • Remote throttle Note: In the cab switches configuration, the cab accelerator pedal can be used in order to control the engine rpm for the PTO operation. The cab accelerator pedal can also be ignored in the “Cab Switches” PTO configuration. Programming of customer parameters is required in order to ignore the cab accelerator pedal in the “Cab switches” configuration. The ECM is in PTO mode if the “PTO On/Off Switch” is on. This can be checked with Caterpillar Electronic Technician (ET). Refer to Troubleshooting, “PTO Switch Circuit - Test” for testing if the PTO is being used.

Illustration 22 This is a typical schematic for cab accelerator pedal position sensor. The return wire may be connected to P1-3, P1-5, or P1-18.

g00642016

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C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the accelerator pedal position sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Active Diagnostic Codes Illustration 23

g01150754

Pin locations for ECM connector (P1-3) Input sensor (P1-4) + 8V (P1-5) “Accelerator pedal sensor/switch sensor”

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the accelerator pedal position sensor connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the accelerator pedal position sensor:

• P1-3 • P1-4 • P1-5 • P1-66

A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. C. Monitor the active diagnostic code screen on Cat ET. Check and record active diagnostic codes. Note: When the ECM automatically calibrates new duty cycle values for the low idle throttle position and the high idle throttle position the ECM assumes 22 percent duty cycle at low idle and 75 percent duty cycle at high idle. As a result, you may notice that the throttle position status reaches 100 percent well before the accelerator pedal is fully depressed. This is normal. After some cycling of the accelerator pedal to the high idle position, the ECM will adjust the calibration automatically. The ECM will adjust the calibration automatically provided that the high idle stop position is within the 75 to 90 percent duty cycle range, and the low idle is in the 10 to 22 percent duty cycle range. During normal operation, you may also notice that more movement of the accelerator pedal is required for the throttle position status to increase above three percent. You may also observe that the status reaches the 100 percent value prior to the limit of the high idle position. This is done in order to ensure that the throttle reaches these two critical points for engine operation.

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157 Troubleshooting Section

Expected Result:

C. Turn the ignition key switch to the ON position.

Result 1 Diagnostic Code 91-08 or 91-13 is active.

D. Measure the voltage at terminal “A” (+8 V) with reference to terminal “B” (accelerator/switch sensor common).

Result 2 Diagnostic Code 41-03 or 41-04 is active. Result 3 There are no active diagnostic codes that are related to the accelerator pedal position sensor circuit at this time, but a problem is suspected with operation of the accelerator pedal position sensor circuit.

Expected Result:

Results:

Results:

• Result 1 – Proceed to Test Step 3.

• OK – Proceed to Test Step 8.

• Result 2 – Proceed to Test Step 5.

• Not OK – The sensor is not receiving the correct

• Result 3 – Proceed to Test Step 3. Test Step 3. Check the Duty Cycle of the Accelerator Pedal Position Sensor A. Verify that the ignition key switch is in the ON position. B. Monitor the duty cycle of the throttle sensor on Cat ET. Access the following display screens in order:

• “Service” • “Calibrations” • “Monitor Throttle Position Sensor”

The measured voltage is between 7.5 VDC and 8.5 VDC for the pedal mounted throttle position sensor that is used in the cab.

voltage. Proceed to Test Step 5.

Test Step 5. Monitor Cat ET while the Accelerator Pedal Position Sensor is Being Disconnected A. Access the active diagnostic code screen on Cat ET. Ensure that one of the following diagnostic code is active before proceeding:

• 41-03 (21) • 41-04 (21) B. Monitor the active diagnostic code screen while the accelerator pedal position sensor is being disconnected and reconnected.

Expected Result:

Expected Result:

The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the Low Idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the High Idle position.

One of the following diagnostic codes is still active after the accelerator pedal position sensor has been disconnected:

Results:

• 41-04 (21)

• OK – The accelerator pedal position sensor is

Results:

operating correctly. Proceed to Test Step 6.

• Not OK – The accelerator pedal position sensor circuit is not operating correctly. Proceed to Test Step 4. Test Step 4. Check the Supply Voltage at the Sensor for the Accelerator Pedal Position Sensor A. Turn the ignition key switch to the OFF/RESET position. B. Install a breakout T with three terminals at the accelerator pedal position sensor connector J403/P403.

• 41-03 (21)

• OK – Ensure that the accelerator pedal position

sensor has been reconnected before continuing. Proceed to Test Step 7.

• Not OK Repair: Perform the following diagnostic procedure: Temporarily install another accelerator pedal position sensor. Use Cat ET to check for an active +8 V diagnostic code. Replace the accelerator pedal position sensor if both of the following conditions occur:

158 Troubleshooting Section

• The problem is corrected with the new accelerator pedal position sensor.

• The problem returns after the old accelerator pedal position sensor has been reconnected.

STOP.

Test Step 6. Check the Status of the PTO On/Off Switch and the Status of the Power Train Data Link with Cat ET A. Check the status of the “PTO ON/OFF Switch” on Cat ET in order to verify that the “PTO ON/OFF Switch” is off. The PTO mode may cause the ECM to ignore the accelerator pedal position sensor if the “PTO Configuration” is programmed to one of the following parameters:

• Remote switches • Remote throttle • Cab switches Note: If the “PTO Configuration” is programmed to “Cab Switches” and the “PTO Cab Controls RPM Limit” is programmed to “Low Idle”, the PTO mode may cause the ECM to ignore the accelerator pedal position sensor. This will occur when the “PTO ON/OFF Switch” is in the ON position. B. Start the engine. While the “Throttle Position” status is being monitored on Cat ET, depress the accelerator pedal and release the accelerator pedal. The “Throttle Position” status and the engine should respond to the change in the accelerator pedal position. C. Go to the “System Troubleshooting Settings” portion of Cat ET and turn off the “Power Train Data Link”. D. While the “Throttle Position” status is being monitored, depress the accelerator pedal and release the accelerator pedal. Also depress the accelerator pedal and release the accelerator pedal while the engine response is being monitored.

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Results:

• Result 1 – The accelerator pedal position sensor is operating correctly. Continue troubleshooting until the original condition is resolved. STOP.

• Result 2 – If the engine responds with the “Power

Train Data Link” in a disabled condition and the engine does not respond with the “Power Train Data Link” in an enabled condition, a component of the “Power Train Data Link” is causing the response problem of the accelerator pedal position sensor. Send the truck to the vehicle manufacturer in order to repair the faulty component of the “Power Train Data Link”. STOP.

• Result 3 – The ECM is operating in PTO mode. Repair: If the PTO should not be active, refer to the following diagnostic procedure:Troubleshooting, “PTO Switch Circuit - Test” STOP.

Test Step 7. Disconnect the Power Supply Connections for the Accelerator Pedal Position Sensor at the ECM A. Turn the ignition key switch to the OFF/RESET position. B. Remove P1-4 (+8 V) and remove P1-5 (accelerator/switch sensor common) from vehicle harness connector P1. Disconnect ECM vehicle harness connector J1/P1, if necessary. C. Reconnect ECM connector J1/P1. D. Turn the ignition key switch to the ON position. E. Use Cat ET to check for active diagnostic codes. Expected Result: One of the following diagnostic codes is still active after the terminals for sensor power have been disconnected:

• 41-03 (21)

Expected Result:

• 41-04 (21)

The “Throttle Position” status and the engine should respond to the change in the accelerator pedal position.

Results:

• OK

Result 1 The cab accelerator functions properly.

Repair: Perform the following repair:

Result 2 The throttle response is limited by a power train data link message.

Check the battery voltage from P1-51 & 53 (unswitched +battery) to P1-65 & 67 (-battery). The measured voltage should be in one of the following ranges:

Result 3 The PTO limits the throttle response.

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• For 12 volt systems, the voltage should be between 11.0 VDC and 13.5 VDC.

• For 24 volt systems, the voltage should be between 22.0 VDC and 27.0 VDC.

If the battery voltage is correct, temporarily connect a test ECM. Use Cat ET to verify that the active diagnostic code is resolved. If the problem is corrected with the test ECM, reconnect the suspect ECM. Verify that the active diagnostic code returns. If the active diagnostic code returns with the suspect ECM, replace the ECM. STOP.

• Not OK Repair: Perform the following repair: There is a problem in the wiring between the ECM and the accelerator pedal position sensor. While active diagnostic codes are being monitored, connect the removed wires one at a time in order to verify that the active diagnostic codes reappear. First connect P1-5 and then connect P1-4. This procedure is used to find the wire that is causing the problem. Repair the wire or replace the wire, as required. Verify that the repair eliminates the problem. STOP.

Test Step 8. Check the Duty Cycle of the Accelerator Pedal Position Sensor at the Sensor Note: Performing certain steps within this procedure requires the use of a multimeter that is capable of measuring a PWM duty cycle. A. Turn the ignition key switch to the OFF/RESET position. B. Remove the signal wire for the accelerator pedal position sensor (terminal “C”) from P403. This is the vehicle harness side of the accelerator pedal position sensor connector. C. Install a breakout T with three terminals at the accelerator pedal position sensor connector J403/P403. D. Connect the multimeter probes to terminal “C” (accelerator pedal position) and terminal “B” (accelerator/switch sensor common) of the breakout T. E. Turn the ignition key switch to the ON position. F. While the duty cycle is being monitored on the multimeter, depress the accelerator pedal and release the accelerator pedal.

159 Troubleshooting Section

Expected Result: The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the Low Idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the High Idle position. Results:

• OK – Reinsert the wire (terminal “C”) into the

vehicle harness connector. The accelerator pedal position sensor is working correctly. Proceed to Test Step 9.

• Not OK – Leave the PWM probe connected to the breakout T. Insert the wire (terminal “C”) into the vehicle harness connector. The accelerator pedal position sensor or the accelerator pedal assembly is faulty. Proceed to Test Step 10.

Test Step 9. Check the Duty Cycle of the Accelerator Pedal Position Sensor at the ECM Note: Performing certain steps within this procedure requires the use of a multimeter that is capable of measuring a PWM duty cycle. A. Turn the ignition key switch to the OFF/RESET position. B. Remove the wire for the accelerator pedal position sensor P1:66. You may be required to disconnect ECM connector P1 in order to remove the terminal for the signal input of the accelerator pedal position sensor. C. Connect the multimeter probes between the removed wire and P1-5 (accelerator/switch sensor common). D. Reconnect ECM connector P1 to the ECM. E. Turn the ignition key switch to the ON position. F. Use the multimeter in order to display the duty cycle output of the accelerator pedal position sensor. While the duty cycle output of the accelerator pedal position sensor is being monitored on the multimeter, move the accelerator assembly from the Low Idle position to the High Idle position. Record the results. G. Turn the ignition key switch to the OFF/RESET position. H. Insert P1-66 into the ECM vehicle connector P1.

160 Troubleshooting Section

Expected Result: The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the Low Idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the High Idle position. Results:

• OK – A good signal from the accelerator pedal

position sensor is reaching the ECM. Verify that the ECM is receiving the proper battery voltage. If the ECM is receiving the proper battery voltage, temporarily connect a test ECM and verify that the problem is resolved. If the problem disappears with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP.

• Not OK – There is a problem with signal wire for

the accelerator pedal position sensor in the vehicle wiring harness. Proceed to Test Step 11.

Test Step 10. Remove the Accelerator Pedal Position Sensor from the Accelerator Pedal Assembly A. Verify that the ignition key switch is in the OFF/RESET position. B. Remove the accelerator pedal position sensor from the accelerator pedal assembly. Note sensor orientation in the accelerator pedal assembly, and the sensor pigtail routing prior to sensor removal. Thoroughly inspect the pigtail for signs of abrasion. C. Connect the multimeter that is capable of measuring a PWM duty cycle to terminal “C” of the breakout T. D. Turn the ignition key switch to the ON position. E. Display the duty cycle output of the accelerator pedal position sensor while the sensor slot is released. Use a screwdriver to advance the sensor slot to the maximum position. Refer to Illustration 24. When the sensor is removed from the accelerator pedal assembly, the following diagnostic code may be generated:

• 91-13 (28) This is normal. The diagnostic code should disappear when the sensor is properly assembled back into the accelerator pedal assembly.

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Illustration 24

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Accelerator pedal assembly

Expected Result: When the sensor is removed from the accelerator pedal assembly and the sensor slot is released, the duty cycle is 10 percent or less. When the sensor slot is moved to the maximum position, the duty cycle increases to 90 percent or more. Results:

• OK – The accelerator pedal position sensor is

working correctly. Clear any diagnostic codes that were caused by performing this test procedure. Refer to the OEM dealer for correct replacement of the accelerator pedal assembly. STOP.

• Not OK – The accelerator pedal position sensor

is faulty. Check the accelerator pedal assembly in order to ensure that the accelerator pedal assembly is not causing damage to the sensor. If the accelerator pedal assembly is causing damage to the sensor, refer to the OEM dealer for correct replacement of the accelerator pedal assembly. If the accelerator pedal assembly appears OK, replace the accelerator pedal position sensor. STOP.

Test Step 11. Route the Supply Bypass Wires to the Accelerator Pedal Position Sensor A. Turn the ignition key switch to the OFF/RESET position.

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B. Remove the signal wire for the accelerator pedal position sensor from the ECM connector P1-66. C. Remove terminal “C” (accelerator pedal position) from the accelerator pedal position sensor connector. D. Route new wiring from the ECM to the accelerator pedal position sensor. E. Turn the ignition key switch to the ON position. F. Check the duty cycle of the accelerator pedal position sensor on Cat ET while the accelerator pedal assembly is being moved over the full range. Expected Result: The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the Low Idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the High Idle position. Results:

• The air inlet heater • The air inlet heater relay • The lamp for the air inlet heater The following background information is related to the following procedure: The air inlet heater is used in order to improve the engines' ability to start when the engine is cold. The air inlet heater also reduces white smoke at start-up. The Engine Control Module (ECM) controls the operation of the air inlet heater and the ECM controls the operation of the lamp for the air inlet heater through the air inlet heater relay. The operation of the air inlet heater is determined by three different cycle times:

• ECM powerup and preheat cycle • Engine cranking • Engine on (running)

• OK

The cycle time is determined by the following items:

Repair: Perform the following repair: The wiring from the ECM to the accelerator pedal position sensor appears faulty. Permanently install new wiring. Verify that the repair eliminates the problem. STOP.

• Not OK – Double check the wiring, the ECM

vehicle harness connector J1/P1 and the sensor connector. If a problem still exists, restart the test procedure. STOP.

• Engine parameters • Vehicle speed • Service brake Effects of Vehicle Speed on the Operation of the Air Inlet Heater and on the Operation of the Brake Pedal Position. The air inlet heater is turned off when the brake pedal is depressed and the vehicle speed is equal to 8 km/h (5 mph) or greater than 8 km/h (5 mph).

SMCS Code: 1090-038

If a diagnostic code for the vehicle speed sensor is active, the ECM will assume that the vehicle speed is above 8 km/h (5 mph). If an active diagnostic code is triggered for the vehicle speed sensor, the ECM will disable the heater when the brakes are applied.

System Operation Description:

The ECM Powerup and Preheat Cycle.

Use this procedure under the following situation: Use the following information in order to troubleshoot the air inlet heater circuit when there is an active code:

The temperatures that are indicated below are not conversions. These temperatures are representations of the sum of two variables. The following procedure explains the process for calculating the temperatures that are shown in °F:

• 70-05 Inlet Air Heater current low

• Convert the reading for the coolant temperature

i02718027

Air Inlet Heater Circuit - Test

• 70-06 Inlet Air Heater current high This procedure can also be used to troubleshoot the following components:

from °C to °F.

• Convert the reading for the inlet manifold temperature from °C to °F.

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• Add the two conversions together in order to arrive at the correct conversion for the sum in °F.

The lamp for the air inlet heater should turn on for a minimum of two seconds when the ECM is first powered up. The lamp should turn on regardless of the coolant temperature. For altitudes below 1678 m (5500 ft), the ECM will signal the air inlet heater to stay on for 30 seconds if the sum of the coolant temperature and the inlet manifold air temperature is less than 40 °C or 136 °F. For altitudes above 1678 m (5500 ft), the ECM will signal the air inlet heater to stay on for 30 seconds if the sum of the coolant temperature and the inlet manifold air temperature is less than 53 °C or 160 °F. The air inlet heater and the lamp for the air inlet heater should turn on. The air inlet heater and the lamp for the air inlet heater should turn off when the cycle is complete. The ECM will control the air inlet heater during engine cranking if the operator starts the engine before the end of the heating cycle. Engine Cranking If the conditions that are stated below are satisfied, during engine cranking the air inlet heater will turn on. The heater will remain on while the engine is cranking. The air inlet heater will reactivate for 30 seconds if the engine fails to start. For altitudes below 1678 m (5500 ft), the ECM will signal the air inlet heater to stay on for 30 seconds if the sum of the coolant temperature and the inlet manifold air temperature is less than 40 °C or 136 °F. For altitudes above 1678 m (5500 ft), the ECM will signal the air inlet heater to stay on for 30 seconds if the sum of the coolant temperature and the inlet manifold air temperature is less than 53 °C or 160 °F. Engine On (Running) The operation of the air inlet heater is determined by the coolant temperature and the inlet manifold air temperature after the engine has started. If the combined temperature is less than 40 °C or 126 °F, the engine start cycle begins. The engine start cycle has two segments:

• Continuous mode • On/off cycling mode

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The continuous mode lasts for a maximum of seven minutes. The on/off cycling mode can last for a maximum of thirteen minutes. The air inlet heater is turned on and the air inlet heater is turned off for ten seconds during the on/off cycling mode. The air inlet heater will turn off when the sum of the coolant temperature and the inlet manifold air temperature exceeds 63 °C or 178 °F under an altitude below 1678 m (5500 ft). For altitudes above 1678 m (5500 ft), the ECM will signal the air inlet heater to turn off if the sum of the coolant temperature and the inlet manifold air temperature is less than 53 °C or 160 °F. Active Open Circuit or Short Circuit Diagnostic Codes The air inlet heater will turn on if the coolant temperature sensor has an active open circuit diagnostic code or an active short circuit diagnostic code and the inlet manifold air temperature is less than 10 °C (50 °F). The air inlet heater will turn on if the air temperature sensor for the inlet manifold has an active open circuit diagnostic code or an active short circuit diagnostic code and the coolant temperature is less than 40 °C (104 °F). Note: The coolant temperature and the inlet manifold temperature are measured in degree Celsius. Caterpillar Electronic Technician (ET) can display the coolant temperature and the inlet manifold temperature in °C or in °F. The ECM adds the coolant temperature and the inlet manifold temperature together. Then, the ECM uses the sum of the coolant temperature and the air inlet temperature in order to determine if the air inlet heater should be on or off. Illustration 27 is a visual aid for troubleshooting the operation of the air inlet heater. The temperatures in °F are not a direct conversion of the temperatures in °C. Interaction of the Air Inlet Heater and the Starting Aid Output (Ether) When the keyswitch is turned to the ON position, the air inlet heater will not be activated if the starting aid output is programmed to “Automatic” and the inlet air temperature is below 0 °C (32 °F). The air inlet heater will not be activated when the starting aid circuit is activated. When the starting aid output is programmed to “Automatic”, the air inlet heater will not be activated until the engine is running and the starting aid output has been turned off for five seconds.

164 Troubleshooting Section

Illustration 25

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Schematic of the air inlet heater

Illustration 26 Pin location on ECM connector (P2-8) Air inlet heater relay

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Illustration 27 Operational chart for the air inlet heater

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Test Step 1. Inspect Electrical Connectors And Wiring

Note: The air inlet heater relay is located on the front left side of the engine.

A. Inspect the two fuses for the air inlet heater circuit. The fuses are OEM installed components. Refer to Illustration 25. Thoroughly inspect the J501/P501 air inlet heater relay connector and inspect the J2/P2 ECM connector. Inspect the J648/P648 air inlet heater lamp connector and inspect the terminal connections on the air inlet heater relay. Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

Note: Do not leave the “Intake Air Heater Enable Test” on. Avoid unnecessary cycling of the air inlet heater in order to prevent the battery from discharging. The “Intake Air Heater Enable Test” has a one minute timer. When the one minute time expires, the test will stop.

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the air inlet heater (terminal 8). C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.

Expected Result: Result 1 The lamp illuminates and the relay activates. Result 2 The lamp illuminates and the relay activates. The air inlet heater is still suspect. Result 3 The lamp illuminates but the relay does not activate. Result 4 The lamp does not illuminate. Results:

Expected Result:

• RESULT 1 – The lamp and the relay are

All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

• RESULT 2 – Proceed to Test Step 3.

Results:

functioning normally. STOP.

• RESULT 3 – There is a problem with the relay circuit. Proceed to Test Step 4.

• OK – Proceed to Test Step 2.

• RESULT 4 – Proceed to Test Step 5.

• Not OK

Test Step 3. Check the Voltage at the Relay Contacts for the Air Inlet Heater

Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

A. Turn the keyswitch to the OFF position. B. Disconnect the wire from the relay terminal of the air inlet heater to the air inlet heater relay. C. Fabricate two jumper wires with Deutsch sockets on one end and Deutsch pins on the other end. Strip a small amount of insulation from the middle of one jumper wire.

Test Step 2. Use the “Intake Air Heater Enable Test” to Check the Circuit A. Turn the keyswitch to the ON position. B. The lamp for the air inlet heater should illuminate for two seconds. The lamp for the air inlet heater should shut off. C. Connect Cat ET to the data link connector. D. Go to the “Intake Air Heater Enable Test”. E. Start the test and listen for a click from the air inlet heater relay.

Illustration 28 Connections for the test lamp

g01121595

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D. Disconnect J501/P501 and insert the jumper wires in the electrical connectors.

167 Troubleshooting Section

Test Step 4. Check the Voltage at the P501 Air Inlet Heater Relay Connector

E. Connect a voltage test lamp from the disconnected relay terminal to the jumper wire that is connected to J501 and P501 terminals. F. Turn the keyswitch to the ON position. G. Go to the “Intake Air Heater Enable Test” on Cat ET. H. Start the test and watch the voltage test lamp. Note: Do not leave the “Intake Air Heater Enable Test” on. Avoid unnecessary cycling of the air inlet heater in order to prevent the battery from discharging. The “Intake Air Heater Enable Test” has a one minute timer. When the one minute time expires, the test will stop. Expected Result: The test lamp turned on and the test lamp turned off with the “Intake Air Heater Enable Test”. Results:

• OK Repair: The air inlet heater relay and the +battery connection to the “air inlet heater” relay are OK. Leave the wire disconnected from the relay terminal. Proceed to Test Step 6.

• Not OK Repair: The test lamp does not come on or the test lamp remains on after the test lamp comes on. Reconnect the wire to the relay terminal. Proceed to Test Step 7.

Illustration 29

g01121615

Typical example of the locations for the components (1) (2) (3) (4) (5) (6) (7)

P648/J648 Air inlet heater lamp connector J501/P501 Air inlet heater relay connector Contact side to the air inlet heater Contact side to the circuit protection Air inlet heater relay Test lamp Air inlet heater relay connector (socket terminals)

A. Disconnect the J501/P501 air inlet heater relay connector. B. Ensure that J648/P648 air inlet heater lamp connector is still connected. C. Connect a voltage test lamp to the two terminals of the engine harness side for the P501 air inlet heater relay connector. D. Turn the keyswitch to the ON position. E. Go to the “Intake Air Heater Enable Test” on Cat ET. F. Start the test and watch the voltage test lamp. Note: Do not leave the “Intake Air Heater Enable Test” on. Avoid unnecessary cycling of the air inlet heater in order to prevent the battery from discharging. The “Intake Air Heater Enable Test” has a one minute timer. When the one minute time expires, the test will stop. Expected Result: The test lamp turns on and the test lamp turns off with the “Intake Air Heater Enable Test”.

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Results:

B. Disconnect both wires from the air inlet heater.

• OK

C. Use a multimeter to measure the resistance between the two ends of the wire that connects the air inlet heater to the air inlet heater relay.

Repair: Replace the air inlet heater and rerun the test. Verify that the original problem has been resolved. STOP.

• Not OK Repair: The P501 air inlet heater relay connector is not receiving the correct voltage. Proceed to Test Step 8.

Test Step 5. Check the Voltage at the Lamp for the Air Inlet Heater A. Turn the keyswitch to the OFF position. B. Locate the lamp in the dash for the air inlet heater. Remove the lamp from the dash.

D. Measure the resistance from the engine ground stud to the other end of the wire for the air inlet heater that connects to the ground stud. Expected Result: The measured resistance is less than 20 Ohms. Results:

• OK Repair: Replace the air inlet heater. Verify that the problem is resolved. STOP.

• Not OK

C. Connect a voltage test lamp between the two terminals of the lamp socket.

Repair: Repair the damaged wire. Verify that the problem is resolved.

D. Turn the keyswitch to the ON position.

STOP.

E. Go to the “Intake Air Heater Enable Test” on Cat ET.

Test Step 7. Check the Relay Contact at the +Battery Terminal Connection

F. Start the test and watch the voltage test lamp.

A. Turn the keyswitch to the OFF position.

Note: Do not leave the “Intake Air Heater Enable Test” on. Avoid unnecessary cycling of the air inlet heater in order to prevent the battery from discharging. The “Intake Air Heater Enable Test” has a one minute timer. When the one minute time expires, the test will stop. Expected Result: The test lamp turns on and the test lamp turns off with the “Intake Air Heater Enable Test”. Results:

• OK Repair: Replace the lamp for the air inlet heater. Verify that the problem has been resolved. STOP.

Illustration 30

g01121635

Connections for the test lamp

B. Connect a voltage test lamp from the terminal for the relay contact that connects to the circuit protection for the air inlet heater (wire K995-OR).

• Not OK – Reinstall the lamp for the air inlet heater.

C. Connect the other end of the voltage test lamp to the engine ground stud.

Test Step 6. Check the Wiring for the Air Inlet Heater

D. Turn the keyswitch to the ON position.

Proceed to Test Step 9.

A. Turn the keyswitch to the OFF position.

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Expected Result: The test lamp comes on when the keyswitch is placed in the ON position. Results:

• OK Repair: Repair the wiring between the lamp for the air inlet heater and the connector J648-B. Verify that the problem has been resolved. STOP.

• Not OK Repair: Inspect the circuit protection for the air inlet heater. Repair the wiring. Verify that the problem has been resolved. STOP.

169 Troubleshooting Section

B. Disconnect the J648/P648 air inlet heater lamp connector. C. Connect a voltage test lamp from J648-A to the engine ground stud. D. Turn the keyswitch to the ON position. Expected Result: The test lamp comes on and the test lamp stays on. Results:

• OK Repair: Repair the wiring from J648-B to the lamp. Verify that the problem has been resolved. STOP.

• Not OK

Test Step 8. Check the Battery Voltage to J648 Air Inlet Heater Lamp Connector

Repair: Repair the wiring from J648-A to the lamp. Verify that the problem has been resolved.

A. Turn the keyswitch to the OFF position.

STOP.

B. Disconnect the J648/P648 air inlet heater lamp connector.

Test Step 10. Check Battery Voltage to the P501 Air Inlet Heater Relay Connector

C. Connect a voltage test lamp to the terminal J648-A. Refer to Illustration 29.

A. Turn the keyswitch to the OFF position.

D. Connect a jumper wire to the ground stud. Connect the other lead of the test lamp to the jumper wire. E. Turn the keyswitch to the ON position. Expected Result: The voltage test lamp came on and the voltage test lamp stays on while the voltage test lamp is connected between J648-A and the ground stud.

B. Ensure that the J648/P648 air inlet heater lamp connector is connected. C. Disconnect the J501/P501 air inlet heater relay connector. D. Connect a voltage test lamp from the connector P501-1 for the air inlet heater relay to the engine ground stud. E. Turn the keyswitch to the ON position.

Results:

Expected Result:

• OK – Proceed to Test Step 10.

The voltage test lamp comes on and the voltage test lamp stays on when the keyswitch is in the ON position.

• Not OK Repair: Repair the wiring. Verify that the problem has been resolved. STOP.

Test Step 9. Check the Voltage at J648/P648 Air Inlet Heater Lamp Connector A. Turn the keyswitch to the OFF position.

Results:

• OK – Proceed to Test Step 11. • Not OK Repair: Repair the wiring from J648-A to P501-1. Verify that the problem is resolved. STOP.

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Test Step 11. Check the ECM

Results:

• OK Repair: Repair the wiring from P501 air inlet heater relay connector to the P2 ECM connector. Verify that the problem has been resolved. STOP.

• Not OK – Proceed to Test Step 12. Test Step 12. Test the Battery Voltage to the ECM

Illustration 31

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Pin location on breakout T (8) Air inlet heater relay

A. Turn the keyswitch to the OFF position. B. Disconnect the connector J648/P648 . C. Disconnect the J2/P2 ECM connector. Install a breakout T to the J2 ECM connector only. D. Connect a voltage test lamp from the J648-A terminal to the terminal 8 of the breakout T. Refer to Illustration 31. E. Turn the keyswitch to the ON position. F. Go to the “Intake Air Heater Enable Test” on Cat ET. G. Start the test and watch the voltage test lamp. Note: Do not leave the “Intake Air Heater Enable Test” on. Avoid unnecessary cycling of the air inlet heater in order to prevent the battery from discharging. The “Intake Air Heater Enable Test” has a one minute timer. When the one minute time expires, the test will stop. Note: When the J2/P2 ECM connector is disconnected and the keyswitch is in the ON position open circuit diagnostic codes will be active or logged for all of the engine sensors. This is normal. Expected Result: The test lamp turned on and the test lamp turned off with the “Intake Air Heater Enable Test”.

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Illustration 32 Pin locations on breakout T (48) (52) (53) (55) (63) (65) (67) (69) (70)

Unswitched Unswitched Unswitched Unswitched -Battery -Battery -Battery -Battery Keyswitch

+Battery +Battery +Battery +Battery

A. Turn the keyswitch to the OFF position. B. Disconnect the J1/P1 ECM connector and install a breakout T. C. Connect a voltmeter to the breakout harness between Terminal 70 keyswitch power and Terminal 63 -Battery. Refer to Illustration 32. D. Turn the keyswitch to the ON position and check the voltmeter. E. Turn the keyswitch to the OFF position. F. Connect a voltmeter to the breakout harness between Terminal 48 unswitched +Battery and Terminal 63 -Battery. Refer to Illustration 32.

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G. Check the voltmeter. H. At the breakout harness, connect a voltmeter between the Terminal 52 unswitched +Batt and Terminal 65 -Battery. Refer to Illustration 32. I. Check the voltmeter. J. At the breakout harness, connect a voltmeter between Terminal 53 unswitched +Batt and Terminal 67 -Batt. Refer to Illustration 32. K. Check the voltmeter.

The ECM communicates with Cat ET via the ATA data link. Some electronic dashboards use this data link to exchange information. Some automatic transmissions also exchange information via this data link. Typically, several devices are connected to the ATA data link at one time. These devices may include dash displays, trip recorders and transmission controls. These devices may cause problems with the data link. These devices can disrupt communications with the ECM.

M. Check the voltmeter.

When the key switch is in the OFF/RESET position, the ECM may communicate with Cat ET. However, the communications may be disrupted and the communications may require frequent reconnection. In order to avoid this problem, place the key switch in the ON position when Cat ET is being used.

Expected Result:

Cat ET may display the following error message:

The voltage is between 11.0 VDC and 13.5 VDC.

• The version of the ECM is not recognized and the

L. At the breakout harness, connect a voltmeter between Terminal 55 unswitched +Batt and Terminal 69 -Batt. Refer to Illustration 32.

Results:

• OK

This message indicates that one of the following conditions exist:

Repair: Replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved.

• The flash file in the ECM is newer than the version of Cat ET.

• The latest version of Cat ET has not been installed.

STOP.

• Not OK Repair: Inspect the vehicle wiring. Repair the vehicle wiring or send the vehicle to the OEM dealer for repair. Verify that the problem has been resolved. STOP. i02365106

ATA (SAE J1587 / J1708) Data Link Circuit - Test SMCS Code: 1901-038 System Operation Description: Use this procedure if the Caterpillar Electronic Technician (ET) will not power up. Also, use this procedure if Cat ET will not communicate with the Engine Control Module (ECM). Background Information

integrity of the changed parameters and displayed data is not guaranteed.

172 Troubleshooting Section

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Illustration 33 Schematic for ATA data link with 6-pin connector

Test Step 1. Inspect Electrical Connectors And Wiring

B. Thoroughly inspect the following electrical connectors:

• ECM vehicle harness connector J1/P1 • Data link connector • Firewall bulkhead connector • Connectors for Cat ET • ATA data link (terminal 8 and terminal 9) in the connectors

Refer to Troubleshooting, “Electrical Connectors -Inspect” for details. C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the ATA data link. D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and for pinch points from the connector to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results: Illustration 34

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• OK – The wiring and the connectors appear to be OK. Proceed to Test Step 2.

Pin locations on ECM connector (P1-9) J1587 Data link positive (P1-8) J1587 Data link negative

A. Turn the ignition key switch to the OFF/RESET position.

• Not OK – There is a problem with the wiring or with a connector.

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Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the problem is resolved. STOP.

173 Troubleshooting Section

• Not OK – Cat ET does not power up or the

communications adapter does not power up. Ensure that the ECM is receiving the correct battery power. Proceed to Test Step 3.

Test Step 3. Check the Battery Supply Voltage to the Cab Data Link Connector

Test Step 2. Determine the Type of Problem with the Data Link A. Connect Cat ET to the data link connector. B. Start the engine. Expected Result: The engine starts. Cat ET powers up and Cat ET communicates without error. Note: Check the display screen or check the communication adapter display in order to determine if Cat ET has powered up. Cat ET will display information that shows if the tool is receiving power. If Cat ET or the communication adapter powers up, the data link connector is receiving power. Results:

• OK – There is not a problem with the ATA data

link at this time. If an intermittent condition exists, thoroughly inspect all wiring and connectors. Repair: Perform the following diagnostic procedure: Troubleshooting, “Electrical Connectors - Inspect” STOP.

• Not OK – Cat ET displays an error message. The ECM is receiving battery power. Proceed to Test Step 5.

• Not OK – The engine cranks but the engine will not start.

Repair: Perform the following diagnostic procedure:

Illustration 35

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Troubleshooting, “Engine Cranks But Will Not Start”

A. Turn the ignition key switch to the ON position.

STOP.

B. Refer to Illustration 35. Measure the voltage from the +Battery terminal of the data link connector to the −Battery terminal of the data link connector.

• Not OK – The engine will not crank. Repair: Perform the following diagnostic procedure: Troubleshooting, “Engine Will Not Crank” STOP.

Expected Result: The voltage is between 11.0 and 13.5 VDC for a 12 volt system or between 22.0 and 27.0 VDC for a 24 volt system.

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Results:

Results:

• Yes – The battery supply voltage is correct at the

• OK – The original electronic service tool works on

• No – The battery supply voltage is incorrect at the

• Not OK – A different electronic service tool works

data link connector. Proceed to Test Step 4. data link connector.

Repair: Inspect the wiring and fuses to the connector. Repair the wiring or batteries and/or replace the wiring or batteries, as required. Send the vehicle to the OEM dealer for repair, if necessary. Verify that the repair eliminates the problem.

another vehicle. Proceed to Test Step 5.

on the original vehicle. The electronic service tool is faulty. Repair: Replace the faulty electronic service tool. STOP.

Test Step 5. Check the Battery Voltage at the ECM

STOP.

Test Step 4. Change the Components for Cat ET A. Determine if another vehicle or another ECM is available with a Caterpillar electronic engine. Use the same cables in order to connect Cat ET to the other vehicle. B. Try to establish communication between Cat ET and the engine ECM on the other vehicle. C. If another engine is not available in the shop, find a different set of the electronic service tool cables. Ensure that the set of cables is a complete set. D. Use the other cables or use different cables in order to connect the electronic service tool to the data link connector. E. Turn the ignition key switch to the ON position. F. If changing cables allows Cat ET to operate properly, perform the following procedure: a. Turn the ignition key switch to the OFF/RESET position. b. Replace the pieces from the old set of cables into the new set of cables that operates. Replace one piece at a time. c. Try to establish communication after each of the pieces is replaced. Use this method to find the faulty piece. G. If changing cables does not allow Cat ET to operate properly, connect another electronic service tool. H. Turn the ignition key switch to the ON position.

Illustration 36

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Pin locations on breakout T (48) (52) (53) (55) (63) (65) (67) (69) (70)

Unswitched +Battery Unswitched +Battery Unswitched +Battery Unswitched +Battery -Battery -Battery -Battery -Battery Ignition key switch

A. Turn the ignition key switch to the OFF/RESET position. B. Verify that Cat ET is connected to the data link connector. C. Disconnect vehicle harness connector P1 from ECM connector J1 and insert a breakout T. D. Turn the ignition key switch to the ON position.

Expected Result:

E. Measure the voltage between terminals P1-48 (unswitched +Battery) and P1-63 (−Battery).

The original electronic service tool works on another vehicle.

F. Measure the voltage between terminals P1-52 (unswitched +Battery) and P1-65 (-Battery).

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175 Troubleshooting Section

G. Measure the voltage between terminals P1-53 (unswitched +Battery) and P1- 67 (-Battery).

C. Establish communication between Cat ET and the engine ECM.

H. Measure the voltage between terminals P1-55 (unswitched +Battery) and P1-69 (-Battery).

Expected Result:

I. Measure the voltage between terminals P1-70 (ignition key switch) and P1-65 (-Battery). J. Measure the voltage between the vehicle harness connector P1 terminal 70 (ignition key switch) and terminal 65, 67, and 69 (-Battery).

Cat ET is operating correctly. Results:

• Yes – Cat ET is operating correctly with the bypass harness. Cat ET does not operate correctly with the vehicle wiring.

The voltage is between 11.0 and 13.5 VDC for a 12 volt system or between 22.0 and 27.0 VDC for a 24 volt system.

Repair: There is a problem in the vehicle wiring, or another device in the vehicle is causing problems on the data link. Determine the device that is causing the problem or send the vehicle to the OEM dealer for repair.

Results:

Verify that the repair eliminates the problem.

• Yes – The battery supply voltage at the P1

STOP.

Expected Result:

connector is OK. Proceed to Test Step 6.

• No – The ECM is not receiving the correct voltage. Ensure that there is not an aftermarket engine protection switch that is overriding battery power to the ECM. Repair: Perform the following procedure: Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test” STOP.

Test Step 6. Connect Cat ET Directly to the ECM

Batteries give off flammable fumes which can explode. To avoid injury or death, do not strike a match, cause a spark, or smoke in the vicinity of a battery. NOTICE Do Not connect the bypass harness to the battery until all of the in-line fuses have been removed from the +Battery line. If the fuses are not removed before connection to the battery, a spark may result.

• No – Cat ET is not operating. Verify that the fuses in the bypass harness of the Cat ET are OK. Proceed to Test Step 7.

Test Step 7. Connect Cat ET and the ECM to Another Battery

Batteries give off flammable fumes which can explode. To avoid injury or death, do not strike a match, cause a spark, or smoke in the vicinity of a battery. NOTICE Do Not connect the bypass harness to the battery until all of the in-line fuses have been removed from the +Battery line. If the fuses are not removed before connection to the battery a spark may result. A. Connect the battery wires from the bypass harness to a different battery that is not on the vehicle. B. Establish communication between Cat ET and the engine ECM. Expected Result:

A.

Cat ET is operating correctly.

B. Connect a 167-9225 Harness (SERVICE TOOL ADAPTER) to the P1 connector.

Results:

Note: This harness connects the key switch input to the +Battery. The ECM will remain powered until the harness is disconnected.

• Yes – Cat ET is operating correctly. The vehicle battery is causing the problem.

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Repair: Refer to Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”. STOP.

• No – Cat ET is not operating correctly. Repair: Perform the following procedure: 1. Restore all wiring to the original configuration.

Electrical Connections of the Lamp One terminal of the lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the ECM at the vehicle harness connector J1/P1-30. The ECM provides a path to ground that will turn on the lamp.

2. Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. 3. Establish communication between Cat ET and the test ECM. 4. If the problem is resolved with the test ECM, connect the suspect ECM. 5. If the problem returns with the suspect ECM, replace the ECM. 6. Verify that the repair eliminates the problem. Illustration 37

STOP.

Circuit schematic for the change oil lamp

i02295962

Change Oil Lamp Circuit - Test SMCS Code: 7431-038 System Operation Description: Use this procedure under the following situation: Use this procedure to determine if J1/P1-30 (change oil lamp) is operating properly. Output 1 can operate as a change oil lamp or as a PTO switch on lamp. The parameter “Change Oil Lamp” must be programmed to “J1/P1:30” to use output 1 as a change oil lamp. The change oil lamp illuminates when the engine oil needs to be changed. The following parameters determine when the Engine Control Module (ECM) will illuminate the change oil lamp.

• “Maintenance indicator mode” • “PM1 interval” • “PM1 engine oil capacity” If “Maintenance Indicator Mode” is programmed to “Manual - Distance” or “Manual - Hours”, the parameter “PM1 Interval” must be programmed. If “Maintenance Indicator Mode” is programmed to “Automatic - Distance” or “Automaitc - Hours”, the parameter “PM1 Engine Oil Capacity” must be programmed.

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177 Troubleshooting Section

Test Step 1. Inspect Electrical Connectors and Wiring

Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Normal Operation of the Change Oil Lamp A. Monitor the change oil lamp. Turn the ignition key switch to the ON position, while the engine is off. The lamp should turn on for five seconds. Then, the lamp should turn off. Expected Result: The change oil lamp turns on and the change oil lamp turns off per the description above. Results: Illustration 38

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• Yes – The change oil lamp is operating normally. STOP.

Pin locations on ECM connector (P1-30) Change oil lamp

• No – The lamp does not turn on. Proceed to Test Step 3.

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, and the terminals for the change oil lamp. Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the change oil lamp. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM.

178 Troubleshooting Section

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Test Step 3. Test the Change Oil Lamp Circuit

Results:

• Result 1 – The change oil lamp is functioning properly. Proceed to Test Step 4.

• Result 2 – The change oil lamp did not turn

on. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

• Result 3 Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. STOP. Illustration 39

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Pin locations on ECM Connector (P1-30) Change oil lamp (P1-65) - Battery

Test Step 4. Check the Operation of the ECM Output for the Change Oil Lamp

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Disconnect vehicle harness connector P1 from the ECM. D. Insert the jumper into P1-30 change oil lamp. E. Connect the other end of the jumper wire to P1-65 (−Battery). F. Turn the ignition key switch to the ON position. G. While the lamp is being watched, insert the jumper wire and remove the jumper wire. Expected Result: Result 1 The change oil lamp turns on while the jumper is connected to both sockets. Also, the change oil lamp turns off when the jumper is removed from one of the sockets. Result 2 The change oil lamp does not turn on while the jumper is connected to both sockets. Result 3 The change oil lamp will stay on while the ECM vehicle harness connector is disconnected.

Illustration 40

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Pin locations on breakout T (P1-30) Change oil lamp (P1-52) Unswitched + battery (P1-65) - Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Insert a breakout T between ECM vehicle harness connector J1 and ECM vehicle harness connector P1.

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C. Connect one probe of the voltage test lamp to J1/P1-65 (-battery). Connect the other probe of the voltage test lamp to J1/P1-52 (unswitched +Battery) of the breakout T. D. The test lamp should turn on. If the test lamp does not turn on, either the test lamp is faulty or the wiring to the ECM is faulty. Continue with this step if the lamp turns on. E. Leave the probe of the test lamp connected to J1/P2-52 (unswitched +Battery). F. Connect the other probe of the test lamp to J1/P1-30 (change oil lamp) on the breakout T. Refer to Illustration 40. G. Connect Caterpillar Electronic Technician (ET). Access the following display screens in order:

• “Diagnostics”

179 Troubleshooting Section

i02295969

Check Engine Lamp Circuit Test SMCS Code: 7431-038 System Operation Description: Use this procedure under the following situation: Use the following information in order to determine if the check engine lamp is operating incorrectly: The check engine lamp is the only standard lamp that is used. All other lamps are optional. The following background information is related to the following procedure: Check Engine Lamp

• “Diagnostic Test”

The check engine lamp is used to provide the following functions:

• “Special Test”

• Indicate the existence of an active diagnostic code.

H. Activate the “Change Oil Lamp” test. Observe the voltage test lamp. The lamp should turn on when the test is active. Also, the lamp should turn off when the test is inactive.

• Indicate driver alert status of the idle shutdown

Expected Result:

Power Up Lamp Check

The test lamp turns on and the test lamp turns off per the above description.

At powerup, the lamp will turn ON for five seconds. The lamp will continue to flash if there is an active diagnostic code.

Results:

• Yes – The ECM is operating correctly. There is a problem in the vehicle wiring or the lamp. STOP.

• No Repair: Temporarily connect a test ECM. Check the output circuit of the ECM that supplies power to the change oil lamp when the test ECM is installed. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP.

timer.

• Read diagnostic flash codes.

Operation with an Active Diagnostic Code While the engine is operating, the lamp will turn on for a minimum of five seconds when certain fault conditions exist. If certain fault conditions exist, the lamp will operate in the following manner:

• The check engine lamp will turn on for five seconds. • The check engine lamp will turn off for a short time. • The check engine lamp will turn on for another five seconds.

The check engine lamp will continue to operate in this manner while the fault condition exists. Indication of the Driver Alert Status of the Idle Shutdown Timer During the final 90 seconds of the operation of the idle shutdown timer, the check engine lamp will begin to flash. The flashing of the check engine lamp indicates that an engine shutdown is near.

180 Troubleshooting Section

Flashing Out Diagnostic Flash Codes The flash codes are two-digit representations of diagnostic codes. The PID-FMI diagnostic code should be used for troubleshooting. The PID is the parameter identifier. The FMI is the failure mode identifier. A 110-03 is an example of a PID-FMI diagnostic code. Flash codes provide an indication of a failure. Flash codes are not as specific as diagnostic codes. Flash codes only indicate that a failure has occurred. Flash codes do not indicate the specific type of failure. For example, the flash code (27) is used for a 110-03 fault code and a 110-04 fault code. Flash codes should not be used for troubleshooting. Diagnostic flash codes that are active can be viewed at any time. Turn the cruise control on/off switch to the OFF position. Hold the set/resume switch in either the SET position or the RESUME position until the lamp begins to flash. Then release the set/resume switch. The flash code is determined by the blinking of the check engine lamp. The lamp will blink for the first digit of the flash code, and the lamp will pause for five seconds. Then, the lamp will blink for the second digit. Some vehicles are equipped with a diagnostic enable switch. The diagnostic enable switch is used to flash the diagnostic codes by grounding the input of the diagnostic enable switch from terminal 46 to terminal 5 (sensor common). The customer parameter “Diagnostic Enable” must be programmed to “J1/P1:46” to use terminal 46 as an input for a diagnostic enable switch. A switch does not need to be connected to an ECM input in order to be used as a diagnostic enable switch. The switch position is transmitted over the J1939 data link to the ECM. When the ECM receives the message over the J1939 data link, the output (J1/P1-28) will illuminate the check engine lamp. The customer parameter “Diagnostic Enable” must be programmed to “J1939 Body Controller”, “J1939 Cab Controller”, or “J1939 Instrument Cluster” in order to use a J1939 data link communication to control the check engine lamp. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit Test”. Note: The check engine lamp should not continuously flash the diagnostic flash codes. If the set switch, the resume switch, or the diagnostic enable switch has not been used, then the circuit is probably shorted to ground. Electrical Connection of the Check Engine Lamp One terminal of the check engine lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the Engine Control Module (ECM) at the vehicle harness connector J1/P1-28 (check engine lamp).

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The ECM provides a path to ground in order to turn the lamp ON.

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181 Troubleshooting Section

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Illustration 41 Schematic for the lamp circuit

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, and the check engine lamp (terminal 28). Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the check engine lamp. Refer to Illustration 42. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the battery to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Illustration 42 Pin locations on ECM connector (P1-28) Check engine lamp

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

Test Step 2. Check for Normal Operation of the Lamp A. Monitor the check engine lamp.

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a. Turn the ignition key switch to the ON position. The lamp should illuminate for five seconds. Then, the lamp should turn off. b. The lamp will continue flashing if there is an active diagnostic code. If there is an active diagnostic code, connect Caterpillar Electronic Technician (ET) in order to read the active diagnostic code. Troubleshoot the problem.

E. Connect the other side of the jumper wire to P1-65 (-Battery). F. Turn the ignition key switch to the ON position. G. While the lamp is being watched, insert the jumper wire and remove the jumper wire. Refer to Illustration 43.

Expected Result:

Expected Result:

The check engine lamp turns on and the check engine lamp turns off per the above description.

Result 1 The check engine lamp turns on while the jumper is connected to both sockets. Also, the check engine lamp turns off when the jumper is removed from one of the sockets.

Results:

• Yes – The check engine lamp appears to operate

Result 2 The check engine lamp does not turn on while the jumper is connected to both sockets.

• No – Proceed to Test Step 3.

Result 3 The lamp will stay on while the ECM vehicle harness connector is disconnected.

correctly at this time. STOP.

Test Step 3. Test the Lamp Circuit

Results:

• Result 1 – The check engine lamp circuit is functioning properly. Proceed to Test Step 4.

• Result 2 – The lamp did not turn on. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

• Result 3 Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. Illustration 43

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Pin locations on ECM connector (P1-28) Check engine lamp (P1-67) - Battery (P1-65) - Battery

A. Turn the ignition key switch to the OFF/RESET position. B. Disconnect ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper into P1-28 (check engine lamp).

STOP.

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183 Troubleshooting Section

Test Step 4. Check the Operation of the ECM Output for the Check Engine Lamp

H. The lamp should turn on for five seconds. Then, the lamp should turn off. The lamp will continue flashing if there is an active diagnostic code. If there is an active diagnostic code, connect Cat ET in order to read the active diagnostic code. Troubleshoot the problem. Expected Result: The check engine lamp turns on and the check engine lamp turns off per the above description. Results:

• Yes – The ECM is operating correctly. There is a

problem in the vehicle wiring or the lamp. Repair the vehicle wiring or the lamp, as required. STOP.

• No – Temporarily connect a test ECM. Check the

Illustration 44

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operation of the check engine lamp when the test ECM is installed. If the problem is resolved with the test ECM, then reconnect the suspect ECM. If the problem returns with the suspect ECM, then replace the ECM. STOP.

Pin locations on breakout T (28) Check engine lamp (52) Unswitched + battery (65) - Battery

A. Turn the ignition key switch to the OFF/RESET position.

i02295975

Clutch Pedal Position Switch Circuit - Test SMCS Code: 1435-038-P9

B. Insert a breakout T between ECM vehicle harness connector J1 and ECM vehicle harness connector P1.

System Operation Description:

C. Connect a probe for the voltage test lamp to terminal 65 (-battery) and connect the other probe to terminal 52 (unswitched +Battery) of the breakout T.

Use this procedure to determine if the clutch pedal position switch is operating properly.

D. The test lamp should turn on. If the test lamp does not turn on, either the test lamp is faulty or the wiring to the ECM is faulty. Continue with this step if the lamp turns on. E. Leave the probe for the voltage test lamp connected to terminal 52 (unswitched +Battery). F. Connect the other probe of the test lamp to terminal 28 (check engine lamp) of the breakout T. Refer to Illustration 44. G. Watch the voltage test lamp. Place the engine control in the ON mode.

Use this procedure under the following situation:

The clutch pedal position switch is normally closed when the pedal is released. Depressing the clutch pedal should open the circuit. This switch is OEM supplied. The clutch pedal position switch is typically a limit switch that is mounted near the pedal. The clutch pedal position switch is usually adjustable. This switch may not be connected to an input on the Engine Control module (ECM). The parameter “Clutch Pedal Position Switch” determines the input to the ECM. If the parameter is programmed to J1/P1:22 a switch must be connected to terminal 22. If the parameter is programmed to one of the J1939 options, the switch position will be transmitted to the ECM over the J1939 data link. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

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A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for the following switches in the connectors:

• J1/P1-22 (clutch pedal position switch) • J1/P1-5 (AP sensor/switch common) Refer to Troubleshooting, “ Electrical Connectors Inspect” for details.

Illustration 45

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This is a typical circuit schematic for the clutch pedal position switch. The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Inspect Electrical Connectors and Wiring

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the switches. Refer to Illustration 46. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check Clutch Switch Status on Caterpillar Electronic Technician (ET) Table 141

Status of the Clutch Pedal Position Switch

Illustration 46 Pin locations on the ECM connector (P1-5) AP sensor/switch common (P1-22) Clutch pedal position switch

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Switch Position or Pedal Position

Status

Circuit

The clutch pedal is depressed.

ON

Open

The clutch pedal is released.

OFF

Closed

A. Connect Cat ET to the cab data link connector. Access the status screen.

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185 Troubleshooting Section

B. Turn the ignition key switch to the ON position.

Expected Result:

C. Depress the clutch pedal while the status of the clutch pedal position switch is being observed. Also, release the clutch pedal while the status of the clutch pedal position switch is being observed.

The switch status changes per the information in Table 142.

Expected Result:

• Yes – The ECM is functioning properly. Proceed

The switch status changes per the information in Table 141.

• No – The ECM is not functioning properly.

Results: to Test Step 4.

Results:

Repair: Perform the following repair:

• Yes – The switch is operating normally. STOP.

1. Temporarily connect a test ECM.

• No – The ECM is not reading the switch status

2. Remove all jumpers and replace all connectors.

change. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit for the ECM

4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

Table 142

Status of the Clutch Switch Condition of Switch Circuit

3. Recheck the system for active diagnostic codes.

Switch Status

Circuit

Terminal 22 is open.

ON

Open

Terminal 22 connected to terminal 5.

OFF

Closed

6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

A. Turn the ignition key switch to the OFF/RESET position.

Test Step 4. Insert A Jumper At The Clutch Switch

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires.

Table 143

C. Disconnect vehicle harness connector P1 from the ECM. D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T. E. Install the jumper into terminal 22 (clutch pedal position switch) of the breakout T. Connect the other end of the jumper to terminal 5 (AP sensor/switch sensor common) on the breakout T. F. Turn the ignition key switch to the ON position. G. Access the status screen on Cat ET. H. While the clutch switch status is being monitored on the status screen slowly remove the jumper from terminal 5 (AP sensor/switch sensor common). Now, slowly insert the jumper into terminal 5 (AP sensor/switch sensor common). Refer to Table 142.

Status of the Clutch Switch Condition of Switch Circuit

Switch Status

Circuit

Wires are disconnected at the clutch pedal position switch.

ON

Open

Wires are connected at the clutch pedal position switch.

OFF

Closed

A. Turn the ignition key switch to the OFF/RESET position. B. Ensure that ECM vehicle harness connector J1/P1 is connected. C. Find the clutch switch in the vehicle. D. Disconnect the wires from the terminals on the clutch switch. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET.

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G. While the switch status is being monitored on the status screen slowly connect the switch wires and slowly disconnect the switch wires.

Refer to Table 144. Expected Result: The switch status changes per the information in Table 144.

Refer to Table 143. Expected Result: The switch status changes per the information in Table 143. Results:

Results:

• Yes – The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair: Perform the following repair:

• Yes

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer.

Repair: Perform the following repair: Replace the faulty switch. Verify that the repair eliminates the problem.

STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM.

STOP.

• No – There is a problem in the harness between

Repair: Perform the following repair:

Test Step 5. Insert a Jumper at the Bulkhead Connector

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer.

Table 144

STOP.

the switch and the ECM. Proceed to Test Step 5.

Status of the Clutch Switch Condition of Switch Circuit

Switch Status

Circuit

Wires are disconnected at the bulkhead.

ON

Open

Wires are connected at the bulkhead.

OFF

Closed

i02303749

Coolant Level Sensor Circuit - Test SMCS Code: 1439-038-CLT System Operation Description:

A. Turn the ignition key switch to the OFF/RESET position.

Use this procedure under the following situation:

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.

Use this procedure if any of the following diagnostic codes are active or easily repeatable:

C. Find the terminal for the clutch switch. Also, find the terminal for the sensor common. Look for the terminals in the engine side of the bulkhead connector for the vehicle harness.

• 111-02 Coolant Level signal invalid (12)

D. Insert the jumper wire between the two terminals in the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET. G. While the switch status is being monitored on the status screen alternately remove the jumper wire between the two terminals, and alternately insert the jumper wire between the two terminals.

• 111-03 Coolant Level voltage high (12) • 111-04 Coolant Level voltage low (12) Do not use this procedure for either of the following diagnostic codes:

• 111-01 Low Coolant Level Warning (62) • 111-11 Very Low Coolant Level (62) • 111-14 Low Coolant Level Warning

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These diagnostic codes indicate a low coolant level but not an electrical system malfunction. Refer to Troubleshooting, “111-01 Low Coolant Level Warning”, Troubleshooting, “111-11 Very Low Coolant Level” or Troubleshooting, “111-14 Low Coolant Level Warning” for the proper troubleshooting procedure. The following background information is related to this procedure: The coolant level sensor is installed by the vehicle's Original Equipment Manufacturer (OEM). This sensor is an optional sensor for “Engine Monitoring”. Engine monitoring is a programmable feature of the Caterpillar Engine Control Module (ECM). The sensor is selectable through a customer programmable parameter and the customer programmable parameter may be protected by customer passwords. Some OEM installed coolant level sensors are not connected to the ECM. Do not confuse an OEM installed coolant level sensor that is independent of engine monitoring with the coolant level sensor that is used for engine monitoring. The customer programmable parameter for the coolant level sensor can be programmed to “4-Pin”, “2-wire float sensor”, or “2-pin switch”. Also, the customer programmable parameter for the coolant level sensor can be programmed to “NO” if the option for the coolant level sensor is not being used. If the parameter “Coolant Level Sensor” is programmed to “NO”, the coolant level sensor is ignored by the ECM. Conversely, if the parameter is set, then a sensor must be installed. The coolant level is monitored by the engine monitoring system when the parameter “Coolant Level Sensor” is programmed to “4-Pin” or “2-wire float sensor”. 4-Pin Sensor The sensor indicates the presence or the absence of coolant at the sensor probe. A sensor with a 4-pin connector that requires a +5 VDC connection to a power supply must be used. The sensor is powered from the ECM through the ECM vehicle harness connector J1/P1 terminal 2 (+5 VDC). The ECM vehicle harness connector has 70 terminals. The signal wires for the coolant level sensor are connected at J1/P1-54 (coolant level low) and at J1/P1-49 (coolant level normal). The common wire for the sensor is connected to the J1/P1 ECM connector through terminal 5 (AP sensor/switch common). Note: If both parameters are set and a sensor is not installed, 111-02 diagnostic code will be logged.

187 Troubleshooting Section

Table 145

ECM Output for the 4-Pin Sensor Pin location

Engine coolant level normal

Engine coolant level low

J1-49

5 VDC

0 VDC

J1-54

0 VDC

5 VDC

2-Wire Float Sensor To use a 2-wire float sensor, the parameter “Coolant Level Sensor” must be programmed to “2-wire float sensor”. The sensor is connected to P1/J1-26 (sensor input) and to P1/J1-5 (AP sensor/switch common). The sensor will provide information to the ECM at P1/J1-26 that will enable the ECM to determine if the coolant level is normal, low, or extremely low. If this parameter is set and a sensor is not installed, 111-02 diagnostic code will be logged. “2-Pin Switch” (GMT-560) The “2-pin switch” is a switch that is provided by the OEM for the vehicle. The switch is also installed by the OEM. This coolant level switch is available only for the GMT-560 application. The ECM detects closed contacts for a coolant level that is present “2-pin switch” and open contacts when a coolant level is not present. Terminals J1/P1-49 and J1/P1-3 are used for the “2-pin switch”. Refer to OEM information for the proper troubleshooting procedure for the “2-Pin Switch”.

Test Step 1. Use Caterpillar Electronic Technician (ET) to Check for an Active Coolant Level Sensor Fault A. Connect Cat ET to the data link connector. B. Turn the keyswitch to the ON position. C. Access the active diagnostic screen on Cat ET. D. Verify that a diagnostic code that is related to the coolant level switch is active. Expected Result: Result 1 111-02 diagnostic code is active. This fault indicates that a problem exists with the 4-pin sensor. Ensure that the vehicle is equipped with a 4-pin sensor. Result 2 111-03 diagnostic code or 111-04 diagnostic code is active. These faults indicate that a problem exists with the 2-wire float sensor. Ensure that the vehicle is equipped with a 2-wire float sensor.

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Result 3 111-01, 111-11, or 111-14 diagnostic code is active. Results:

• Result 1 – Proceed to Test Step 2. • Result 2 – Proceed to Test Step 8. • Result 3 Repair: Refer to Troubleshooting, “111-01 Low Coolant Level Warning”, Troubleshooting, “111-11 Very Low Coolant Level” or Troubleshooting, “111-14 Low Coolant Level Warning” for the proper troubleshooting procedure. STOP.

Test Step 2. Inspect Electrical Connectors and Wiring for the 4-Pin Sensor

Illustration 47 This is a typical schematic for the 4-pin sensor. The return wire may be connected to P1-3, P1-5, or P1-18.

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189 Troubleshooting Section

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 3. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. Clear all diagnostic codes. STOP.

Illustration 48

g01153498

Pin locations on ECM connector (P1-2) +5V supply (P1-5) AP sensor/switch common (P1-49) Coolant level normal (P1-54) Coolant level low

A. Thoroughly inspect J1/P1 ECM connector, the connector for the extension harness for the coolant level and the terminals for the coolant level sensor in the connectors. The connector for the extension harness for the coolant level connects the coolant level sensor to the vehicle harness in the engine compartment of some chassis. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the following connections:

• P1-2 +5V supply • P1-5 AP sensor/switch common • P1-49 Coolant level normal • P1-54 Coolant level low Refer to Illustration 48.

Test Step 3. Disconnect the Coolant Level Sensor and Check the Supply Voltage (+5 VDC) A. Turn the keyswitch to the OFF position. B. Disconnect the coolant level sensor from the harness. C. Use a multimeter to measure the voltage at the harness connector from terminal C (+ 5 VDC) to terminal B (AP sensor/switch common). D. Turn the keyswitch to the ON position. Expected Result: The measured voltage is 5.0 ± 0.2 VDC. Results:

• OK – Proceed to Test Step 4. • Not OK – Proceed to Test Step 5.

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Test Step 4. Disconnect the Coolant Level Sensor and Check the Coolant Level Harness

Illustration 49

Test Step 5. Disconnect the Terminal for the Sensor Supply (+5 VDC) from the ECM Connector

g00651005

Jumper wire

A. Turn the keyswitch to the OFF position. B. Disconnect the coolant level sensor from the harness. C. Use a jumper wire in order to connect terminal D (coolant level normal) to terminal B (AP sensor/switch common) at the harness connector. Refer to Illustration 49.

Illustration 50

g01118013

Breakout T (2) +5V supply (5) AP sensor/switch common

A. Turn the keyswitch to the OFF position.

D. Turn the keyswitch to the ON position.

B. Disconnect the J1/P1 ECM connector.

E. While the jumper wire is in place, access the status screen that indicates the coolant level status.

C. Install a breakout T between the J1 and the P1 ECM connector.

F. Wait for 30 seconds. Read the status and record the status.

D. Turn the keyswitch to the ON position.

Expected Result: The coolant level status indicates “LOW” with the jumper in place. Results:

• OK – Leave the jumper wire in place. If a breakout T is installed, leave the breakout T in place also. Proceed to Test Step 6.

• Not OK – Proceed to Test Step 7.

E. Measure the voltage at the breakout T from terminal 2 to terminal 5. Refer to Illustration 50. Expected Result: The measured voltage is 5.0 ± 0.2 VDC. Results:

• OK – The problem is located in the harness wiring. Repair: Repair the wiring or replace the wiring, as required. Verify that the repair eliminates the problem. STOP.

• Not OK – The problem is on the ECM side.

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191 Troubleshooting Section

Repair: Temporarily connect a test ECM. Ensure that the “Coolant Level Sensor” is programmed to match the old ECM. Check the test ECM by measuring the voltage at the breakout T from terminal 2 to terminal 5 again. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM.

Verify that the repair eliminates the problem. Clear all diagnostic codes. STOP.

• Not OK – Proceed to Test Step 7. Test Step 7. Check the ECM

STOP.

Test Step 6. Check the Wire Harness for the Coolant Level Low

Illustration 51

g00651008

Jumper wires

A. Turn the keyswitch to the OFF position. B. Use two jumper wires to connect terminal A (coolant level low) and terminal D (coolant level normal) to terminal B (sensor common) at the harness connector. Refer to Illustration 51. C. Turn the keyswitch to the ON position. D. While the jumper wires are in place, access the active diagnostic code screen on Cat ET. E. Verify that 111-02 diagnostic code is active. Note: Wait for 30 seconds for the activation of the diagnostic code. Expected Result: 111-02 diagnostic code is active while the jumper wires are in place. Results:

• OK – The harness and the ECM are working

Illustration 52

g01118015

Breakout T (5) AP sensor/switch common (18) Input sensor common 1 (49) Coolant level normal (54) Coolant level low

A. Turn the keyswitch to the OFF position. B. Fabricate two jumper wires 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of each wire. C. Turn the keyswitch to the ON position. D. Observe the coolant level sensor status on Cat ET. Install the jumper into the breakout T in order to connect terminal 49 (coolant level normal) to terminal 5 (AP sensor/switch common). E. Monitor the coolant level sensor status while the jumper is being inserted and removed. Wait for 30 seconds between the insertion of the jumper and the removal of the jumper. Waiting for 30 seconds allows the ECM to acknowledge the change. While the jumper remains in place, a 111-01 diagnostic code should be active. F. Record the result.

correctly.

G. Leave the jumper installed in the breakout T.

Repair: Remove the jumpers. Replace the sensor and ensure that 111-02 diagnostic code disappears with the new sensor.

H. Install a jumper wire from 54 coolant level low to 18 input sensor common 1 of the breakout T.

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I. While both jumper wires are in place, access the active diagnostic code screen. Verify that 111-02 diagnostic code is active. Wait for 30 seconds for the activation of the diagnostic code. Refer to Illustration 52. Expected Result: The coolant level sensor status behaves in the following manner:

• The Coolant Level Sensor Status indicates “OK”

before the jumper wire is installed between terminal 49 and terminal 5. 111-02 diagnostic code may be active.

• The coolant level sensor status changes to “LOW”

after the jumper wire is installed between terminal 49 and terminal 5. Also, the diagnostic code 111-01 is active.

111-02 diagnostic code is active when both jumper wires are installed. Results:

• OK – The ECM is functioning properly. Repair: Repair the harness or replace the harness, as required. Verify that the repair eliminates the problem. Clear all diagnostic codes. STOP.

• Not OK Repair: Temporarily connect a test ECM. Ensure that the “Coolant Level Sensor” is programmed to match the old ECM. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP.

Test Step 8. Inspect Electrical Connectors and Wiring for the 2-Wire Float Sensor

Illustration 53 This is a typical schematic for the 2-wire float sensor. The return wire may be connected to P1-3, P1-5, or P1-18.

g00882602

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193 Troubleshooting Section

Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 9. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. Clear all diagnostic codes. STOP.

Test Step 9. Disconnect the Coolant Level Sensor and Check the Supply Voltage (+5 VDC) A. Turn the keyswitch to the OFF position. B. Disconnect the coolant level sensor from the harness. Illustration 54

g01153501

Pin locations on ECM connector

C. Use a multimeter to measure the voltage at the harness connector.

(P1-5) AP sensor/switch common (P1-26) Coolant level input

D. Turn the keyswitch to the ON position.

A. Thoroughly inspect the J1/P1 ECM connector, the connector for the coolant level sensor and the terminals for the coolant level sensor in the connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Expected Result:

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the following connections:

• OK – The correct voltage is reaching the sensor.

• P1-26 coolant level input • P1-5 AP sensor/switch common Refer to Illustration 54. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM.

The measured voltage is 5.0 ± 0.2 VDC. Results:

Repair: Replace the sensor. STOP.

• Not OK – Proceed to Test Step 10.

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Test Step 10. Disconnect the Terminal for the Sensor Supply (+5 VDC) From the ECM Connector

Repair: Temporarily connect a test ECM. Ensure that the “Coolant Level Sensor” is programmed to match the old ECM. Check the test ECM by measuring the voltage at the breakout T from terminal 26 to terminal 5 again. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP. i02375350

Cooling Fan Circuit and A/C Compressor Clutch Circuit Test SMCS Code: 1356-038; 1802-038-CL System Operation Description: Use this procedure under the following situation: Illustration 55

g01118029

Breakout T (5) AP sensor/switch common (26) Coolant level input

A. Turn the keyswitch to the OFF position. B. Disconnect the J1/P1 ECM connector. C. Install a breakout T between the J1 and P1 ECM connector. D. Turn the keyswitch to the ON position. E. Measure the voltage at the breakout T from terminal 26 to terminal 5. Refer to Illustration 55. Expected Result: The measured voltage is 5.0 ± 0.2 VDC. Results:

• OK – The problem is located in the harness wiring. Repair: Repair the wiring or replace the wiring, as required. Verify that the repair eliminates the problem. STOP.

• Not OK – The problem is on the ECM side.

Use this procedure to determine if the circuit for the clutch for the A/C compressor is operating correctly. This circuit can be connected to J1/P1-41 input 11 or to J1/P1-62 input 12. Note: Not all vehicle manufacturers, or all trucks for a manufacturer use the Caterpillar cooling fan circuit. Prior to troubleshooting, determine if the vehicle is using the Engine Control Module (ECM) to control the cooling fan circuit. If the cooling fan on the vehicle is not wired to the ECM then the ECM is not being used for fan control. Check the following items in order to determine if a vehicle is using the ECM cooling fan circuit:

• The “Fan Control Type” parameter must be

programmed to “On/Off” or to one of the options for variable speed. The Caterpillar factory default is “None”.

• “A/C Fan On Time” is programmed between 1 second and 600 seconds.

• A wire is present in the ECM vehicle harness

connector J1/P1 (terminal 11) which is output 5 (cooling fan solenoid).

• Perform the special test for the “On/Off Cooling

Fan”. Access each menu in the order that follows: “Diagnostics”, “Diagnostic Tests”, and “Special Test”. Activating and then deactivating the circuit should cause the solenoid to click if the circuit is working properly.

The following background information is related to this procedure:

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195 Troubleshooting Section

Cooling fan

Cooling fan Off conditions

The signal for the cooling fan is provided by the ECM in order to control the cooling fan. An input from one of the following items may cause the fan to turn ON:

The cooling fan will be turned off by the ECM if engine rpm exceeds 2800 rpm or when all the following circumstances are met:

• Clutch for the A/C compressor

• The coolant temperature is less than 92 °C

• Engine coolant temperature sensor • Air inlet temperature sensor • Exhaust brake • PTO on/off switch • OEM installed A/C high pressure switch

(198 °F).

• The fan has been on for at least 30 seconds. • The inlet manifold air temperature is less than 66 °C (151 °F).

• The strategy for the exhaust brake is not active

and the “Fan with Exhaust Brake ON” parameter is programmed to “YES”.

• Manual fan override switch

• The A/C high pressure switch is not active.

• Transmission

• The PTO on/off switch is in the OFF position and

Note: If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot.

• The clutch for the A/C compressor is not active.

The output for the cooling fan is intended to connect directly to the circuit for the cooling fan solenoid. Program the “Fan Control Type” parameter to “ON/OFF”. The fan will be off when the ECM output is ON (energized). When the ECM activates the fan, the fan will remain on for a minimum of 30 seconds except for the following conditions:

The cooling fan will be turned off by the ECM for ten seconds if any of the following conditions occur: after the engine has reached low idle:

• Engine start-up • Engine shutdown • The “A/C Pressure Switch Fan On Time” is programmed to less than 30 seconds.

the “PTO Activates Cooling Fan” parameter is programmed to “Continious”.

• The manual fan override switch is off. The fan turns off when the ignition key switch is turned to the off/reset position.

• The ignition key switch is turned to the OFF/RESET position.

• Idle shutdown time expires. • PTO shutdown time expires. • The engine stalls.

During engine start-up, the ECM will keep the fan on for two seconds after the engine has reached the programmed low idle (700 to 800 rpm). The fan will remain on if conditions that require the operation of the fan are present. The fan will be on continuously if the electrical circuit to the cooling fan solenoid has an open circuit or if the circuit for the ECM cooling fan relay has an open circuit.

After the ten second delay expires, output 5 will turn off allowing the cooling fan to turn on and the ECM will reset. If the engine reacheszero rpm before the ten second delay, a one second delay will follow before output 5 will turn off and the ECM will be reset.

Note: If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot.

Operation of the cooling fan control can be controlled independently of the ECM. The OEM installed air conditioning high pressure switch may be used for independent cooling fan control. A cab mounted override switch in the solenoid circuit can also operate the cooling fan.

Note: The ECM will turn off the cooling fan for ten seconds during engine shutdown.

The cooling fan control can be operated independently of the ECM.

196 Troubleshooting Section

Illustration 56 This is a typical cooling fan circuit. The return wire may be connected to P1-3, P1-5, or P1-18.

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197 Troubleshooting Section

Table 146

The following conditions will turn the fan ON for Illustration 56. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Transmission

If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The “A/C Switch Fan On-Time” is programmed to a value above zero. The switch circuit is open or on. The external timer is counting or the timer in the ECM is counting.

OEM installed circuit for the clutch for the A/C compressor

The “A/C Fan Request” is programmed to “J1/P1:41” or to “J1/P162”. The clutch for the A/C compressor is engaged.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running two seconds. The ignition key switch is in the ON position but the engine is OFF.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed manual fan override switch

There is an open circuit in the switch or the switch is ON.

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is on.

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Test Step 1. Inspect Electrical Connectors and Wiring

E. Ensure that the cooling fan on the vehicle is wired to the ECM. Check for wires that are connected to terminal 11 (output 5), terminal 62 (input 12) or terminal 41 (input 11). Refer to Illustration 57 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasions or of pinch points. Results:

• OK – The wiring appears to be OK. Proceed to Test Step 2.

• Not OK – There is a problem with the wiring. Repair: Repair the wiring or replace the wiring, if necessary. Repair the connectors or replace the connectors, if necessary. Ensure that all of the seals are in the proper place. Ensure that all of the connectors are connected properly. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Programming of the “Fan Control Type” Parameter Illustration 57

g01150950

Pin locations on ECM connector (P1-5) AP sensor/switch common (P1-11) Output 5 (P1-39) Input 11 (P1-62) Input 12

A. Connect Caterpillar Electronic Technician (ET) to the data link connector. B. Turn the ignition key switch to the ON position. C. Check the “Fan Control Type” parameter. Ensure that the parameter is programmed to“On-Off”, if the ECM is used to control the fan. If the parameter is programmed to “None” and the ECM is connected to the fan, then the fan will always be ON.

A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connector for the clutch for the A/C compressor, the connections to the cooling fan solenoid, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Expected Result:

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the following connections:

The “Fan Control Type” parameter is programmed to match the vehicle wiring. This is determined in the previous step.

• Cooling fan

Results:

• Circuit for the clutch for the A/C compressor

• Yes – Proceed to Test Step 3.

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and for pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM.

• No – Program the “Fan Control Type” to the correct setting and then recheck the system. If conditions are not resolved, then proceed to Test Step 3.

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Test Step 3. Use Cat ET to Verify that the Parameters are Correctly Programmed A. Verify that Cat ET is connected to the data link connector. B. Verify that the ignition key switch is in the ON position. C. View the following customer specified parameters.

• “Fan Control Type” • “A/C Fan Request” • “A/C Switch Fan On-Time” Ensure that the “A/C Fan Request” parameter is programmed to “J1/P1:41” or to “J1/P1:62”. If the “A/C Fan Request” is not programmed to “J1/P1:41” or to “J1/P1:62”, the clutch for the A/C compressor will not turn on the fan. Ensure that the “A/C Switch Fan On-Time” parameter is programmed to a value that is between “0” and “600”. If this parameter is programmed to “0”, Input #11 is not used. Note: If the “Fan Control Type” parameter indicates “None”, then the cooling fan driver is not used. Expected Result: All three parameters are programmed correctly. Results:

• Yes – The parameters are programmed correctly. Proceed to Test Step 4.

• No – Change the parameters to the correct settings. Proceed to Test Step 4.

Test Step 4. Use Cat ET to Check Active Codes or Logged Codes A. Verify that Cat ET is connected to the data link connector. B. Verify that the ignition key switch is in the ON position. C. Access the logged diagnostic codes and the active diagnostic codes on Cat ET. D. Check for the following diagnostic codes.

• 110-00 High coolant temperature warning (61) • 110-11 Very high coolant temperatue (61) • 110-03 Coolant temperature voltage high (27)

199 Troubleshooting Section

• 110-04 Coolant temperature voltage low (27) Record any logged diagnostic codes. Record any active diagnostic codes. Expected Result: None of the diagnostic codes that are listed are logged or active. Results:

• OK – Proceed to Test Step 5. • NO OK – Diagnostic Code 110-00, or 110-11 is

logged or active. The cooling fan is ON because of a high coolant temperature. Repair: Perform either of the following diagnostic procedures: Troubleshooting, “0110-00” Troubleshooting, “0110-11” STOP.

• Not OK – Diagnostic Code 110-03 or 110-04 is

logged or active. The cooling fan is ON because of a coolant temperature sensor fault. Repair: Perform the following diagnostic procedure: Troubleshooting, “Engine Temperature Sensor Open or Short Circuit - Test” STOP.

200 Troubleshooting Section

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Test Step 5. Check the A/C Compressor Clutch Switch.

c. Turn the ignition key switch to the ON position. The clutch for the A/C compressor must be engaged in order to check the A/C compressor clutch switch. d. The test lamp should illuminate when the clutch is engaged. Expected Result: The circuit behaved in the manner that was described in the instructions above. Results:

• Yes – The A/C compressor clutch switch and the

wiring are electrically OK. Proceed to Test Step 6.

• No – The A/C compressor clutch switch and the wiring are not electrically OK.

Illustration 58

g01150956

Pin locations on ECM connector

Repair: Replace the A/C compressor clutch switch and/or the related wiring. Verify that the problem is resolved. STOP.

(P1-5) AP sensor/switch common (P1-11) Output 5 (P1-39) Input 11 (P1-62) Input 12 (P1-67) - Battery

Test Step 6. Use Cat ET to Check Inlet Manifold Air Temperature and the Coolant Temperature

A. Turn the ignition key switch to the OFF/RESET position.

A. Verify that Cat ET is connected to the data link connector.

B. If the A/C compressor clutch switch is connected to P1-41 Input 11, use the following steps to check the switch circuit.

B. Start the engine.

a. Disconnect the wires at terminals P1-41 and P1-5. b. Connect a multimeter and measure the resistance between the two terminals of the A/C compressor clutch switch. The clutch for the A/C compressor must be engaged in order to check the resistance. c. The resistance should measure ten Ohms or less. C. If the A/C compressor clutch switch is connected to P1-62 (Input 12), use the following steps to check the switch circuit. a. Disconnect the wire at terminal P1-62 (Input 12). b. Connect a voltage test lamp between the wire that was removed from terminal P1-62 and terminal 67 (- Battery).

C. Access the status screen on Cat ET. Locate the “Coolant Temperature” and the “Inlet Manifold Air Temperature” status screen. Monitor the status screen for a few minutes in order to verify that the temperatures are changing as the engine warms up. Expected Result: The “Coolant Temperature” and the “Inlet Manifold Air Temperature” appear to have the correct reading. Results:

• Yes – The “Coolant Temperature” and the “Inlet Manifold Air Temperature” appear to have the correct reading. Proceed to Test Step 7.

• No – The “Coolant Temperature” or the “Inlet

Manifold Air Temperature” appear to be incorrect.

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Repair: Temporarily connect another sensor. Test the new sensor by checking “Inlet Manifold Air Temperature” and “Coolant Temperature” again. If the problem is resolved with the new sensor, then reconnect the old sensor in order to verify that the problem returns. If the problem returns, then replace the old sensor.

201 Troubleshooting Section

Test Step 8. Use the “Cooling Fan Solenoid Special Test” on Cat ET to Check the ECM

Verify that the repair eliminates the problem. STOP.

Test Step 7. Use the “Cooling Fan Solenoid Special Test” on Cat ET to Check the Circuit A. Verify that Cat ET is connected to the data link connector. B. Verify that the ignition key switch is in the ON position. C. Access the “Cooling Fan Solenoid Special Test” on Cat ET. Access each menu in the order that follows:

• Diagnostics • Diagnostic tests • Special test

Illustration 59

g01150957

Pin locations on ECM connector (P1-11) Output 5 (P1-69) - Battery (P1-67) - Battery (P1-65) - Battery (P1-63) - Battery

Note: If any override switches are installed, the switch must be in the OFF position.

A. Turn the ignition key switch to the OFF/RESET position.

D. Cycle the test to the ON position and to the OFF position. Listen for the solenoid to click. You may need to be near the engine in order to hear the click of the solenoid.

B. Disconnect the ECM vehicle harness connector J1/P1.

Expected Result: An audible clicking is heard, and the solenoid appears to be operating properly. Results:

• Yes – The cooling fan circuit from the ECM to the solenoid is functioning properly.

Repair: If a problem still exists, then the problem is in the wiring that was installed by the OEM. Repair the problem or send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• No – The cooling fan circuit from the ECM to the solenoid is not functioning properly. Proceed to Test Step 8.

C. Remove terminal 11 (Output 5) from the vehicle harness connector P1. D. Connect a breakout T to the ECM connector J1 and vehicle harness connector P1. E. Connect a voltage test lamp between terminal 11 (Output 5) and terminal 63 (-Batt) of the breakout T. Refer to Illustration 59. F. Turn the ignition key switch to the ON position. G. Access the “Cooling Fan” test on Cat ET. Start the “Cooling Fan” test and stop the “Cooling Fan” test. At the same time, watch the voltage test lamp. Note: Perform the same test procedure with terminals 65, 67, and 69 (-Battery). Note: A multimeter cannot be used in place of the voltage test lamp when the ECM output is tested.

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• The “Fan Control Type” parameter must be

Expected Result: The voltage test lamp turns on when the test is active. The voltage test lamp turns off when the test is not active. Results:

programmed to “On/Off”, to“On/Off PWM”, to “On/Off DC” or to “Variable Speed Fan Option S”. The Caterpillar factory default is None.

• “A/C Fan On Time” is programmed between 1 second and 600 seconds.

• Yes – The output for the ECM cooling fan relay is functioning properly.

Repair: If a problem still exists, then the problem is in the wiring that was installed by the OEM. Repair the problem or send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• No – The output for the ECM cooling fan relay is not functioning properly.

Repair: Temporarily connect a test ECM. Use the special test on Cat ET to check the ECM cooling fan circuit. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Verify that the repair eliminates the problem. STOP.

• A wire is present in J1/P1-11 Output 5 for the ECM

vehicle harness connector. This occurs if an On/Off type of fan is used.

• Perform the Special Test for the “On/Off Cooling

Fan”. Access each menu in the order that follows: “Diagnostics”, “Diagnostic Tests”, and “Special Test”. Activating and then deactivating the circuit should cause the air solenoid to click if the circuit is working 7properly.

The following background information is related to this procedure: Cooling fan The signal for the cooling fan is provided by the ECM in order to control the cooling fan. An input from one of the following items may cause the fan to turn ON:

• Engine coolant temperature sensor • Air inlet temperature sensor • Exhaust brake

i02375358

Cooling Fan Circuit and A/C High Pressure Switch Circuit - Test SMCS Code: 1356-038; 1435-038-PX System Operation Description: Use this procedure under the following situation: The cooling fan J1/P1-11(Output 5) or the A/C high pressure switch J1/P1-41(Input 11) is suspected of incorrect operation. Note: Not all vehicle manufacturers, or all trucks for a manufacturer use the Caterpillar cooling fan circuit. Prior to troubleshooting, determine if the vehicle is using the Engine Control Module (ECM) to control the cooling fan circuit. If the ECM is not wired to the cooling fan on the vehicle and/or the A/C high pressure switch, then the ECM is not being used for fan control. Check the following items in order to determine if a vehicle is using the ECM cooling fan circuit:

• PTO on/off switch • OEM installed A/C high pressure switch • Manual fan override switch • Transmission Note: If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will cause the fan to turn ON if the temperature of the transmission oil is too hot.. A control unit for the A/C may be connected to the A/C high pressure switch J1/P1-41 (Input 11) instead of to a switch. The output for the cooling fan is intended to connect directly to the circuit for the cooling fan solenoid. Program the “Fan Control Type” parameter to “ON/OFF”. The fan will be off when the ECM output is ON (energized). When the ECM activates the fan, the fan will remain on for a minimum of 30 seconds except for the following conditions:

• Engine start-up

SENR9517-19

• Engine shutdown • The “A/C Pressure Switch Fan On Time” is programmed to less than 30 seconds.

During engine start-up, the ECM will keep the fan ON for two seconds after the engine has reached the programmed low idle (700 to 800 rpm). The fan will be ON continuously if the electrical circuit to the cooling fan air solenoid valve has an open circuit or if the ECM fan relay circuit is opened. Note: If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot. Note: The ECM will turn the cooling fan OFF for ten seconds during engine shutdown. Cooling fan OFF conditions The cooling fan will be turned OFF by the ECM if engine rpm exceeds 2800 rpm or when all the following circumstances are met:

• The coolant temperature is less than 92 °C (198 °F).

• The fan has been ON for at least 30 seconds. • The inlet manifold air temperature is less than 66 °C (150 °F).

• The strategy for the exhaust brake is not active

and the “Fan with Exhaust Brake ON” parameter is programmed to “YES”.

• The A/C high pressure switch is not active. • The PTO on/off switch is in the OFF position and the “PTO Activates Cooling Fan” parameter is programmed to “Continious”.

• The manual fan override switch is OFF. A/C high pressure switch input connected to A/C control unit. A control unit for the A/C that is supplied by the OEM may be used. The control unit for the A/C determines when the cooling fan should operate. This is based on the following input information:

• A/C high pressure switch • Low pressure switch • Evaporator thermostat

203 Troubleshooting Section

The output for the fan for the control unit to the A/C is designed to interface with the ECM. The output for the fan may be connected to the input for the A/C high pressure switch. The input for the A/C high pressure switch is J1/P1-41 of the ECM connector. The fan is in the ON position when the A/C high pressure switch is in the OPEN position. This type of control has a time delay. Typically, the “A/C Switch Fan On-Time” is programmed to one second since the control unit for the A/C provides an additional time delay. The fan turns off when the ignition key switch is placed in the off/reset position. The cooling fan will be turned OFF by the ECM for ten seconds if any of the following conditions occur: after the engine has reached low idle:

• The ignition key switch is placed in the OFF/RESET position.

• Idle shutdown time expires. • PTO shutdown time expires. • The engine stalls. After the ten second delay expires, J1/P1-11 (Output 5) will turn OFF. This allows the cooling fan to turn ON and the ECM will reset. If the engine reaches zero rpm before the ten second delay, a one second delay will follow before J1/P1-11 (Output 5) will turn OFF and the ECM will be reset. The cooling fan control can be operated independently of the ECM. Operation of the cooling fan control can be controlled independently of the ECM. The OEM installed air conditioning high pressure switch may be used for independent cooling fan control. A cab mounted override switch in the solenoid circuit can also operate the cooling fan. Troubleshooting Before troubleshooting the cooling fan circuit, determine the type of fan drive system that is used. The fan drive can use the following controls in order to control the fan:

• Normally open with a pneumatic air solenoid • Normally closed with a pneumatic air solenoid • Normally open with an electrically controlled solenoid

• Normally closed with an electrically controlled solenoid

The following OEM installed components may affect the operation of the cooling fan in some applications:

204 Troubleshooting Section

SENR9517-19

• The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot.

• OEM installed, normally open relay • The a/c high pressure switch is connected to the

ECM or the a/c high pressure switch is independent of the ECM.

• Cab mounted manual override switch • A timer that keeps the fan in the ON position • Cooling fan air solenoid valve Note: If “Fan Control Type” is programmed to “On/Off” or to “Variable Speed Fan Option S” the transmission may cause the fan to turn ON via the J1939 Data Link. The transmission will turn the cooling fan ON if the temperature of the transmission oil is too hot.

Illustration 60

g01185723

This schematic represents the on/off fan with a direct solenoid connection to the ECM and the A/C pressure switch connected to the ECM input. The return wire may be connected to P1-3, P1-5, or P1-18.

SENR9517-19

205 Troubleshooting Section

Table 147

The following conditions will turn the fan ON for Illustration 60. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The “A/C Switch Fan On-Time” is programmed to a value above zero. The switch circuit is open or on. The external timer is counting or the ECM timer is counting.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running for at least two seconds. The ignition key switch is in the ON position but the engine OFF.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed manual fan override switch

There is an open circuit in the switch or the switch is ON.

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is on.

Illustration 61

g01185724

This schematic represents an on/off fan with a direct solenoid connection to the ECM and the A/C high pressure switch is not connected to the ECM input.

206 Troubleshooting Section

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Table 148

The following conditions will turn the fan ON for Illustration 61. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The switch circuit is open or ON.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running for two seconds or the ignition key switch is in the ON position and the engine off.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is ON.

Illustration 62

g01185725

This schematic represents the on/off fan with a direct solenoid connection to the ECM and the control unit for the A/C connected to the ECM input.

SENR9517-19

207 Troubleshooting Section

Table 149

The following conditions will turn the fan ON for Illustration 62. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C control unit

The “A/C Switch Fan On-Time” parameter is programmed to a value above zero seconds. The A/C control unit circuit is open. The external timer is counting or the ECM timer is counting.

The engine rpm is greater than 2750 rpm.

The engine is cranking. The engine has been running two seconds or the ignition key switch is in the ON position and the engine off.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed manual fan override switch

There is an open circuit in the switch or the switch is on.

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is on.

Illustration 63

g01185726

This schematic represents the on/off fan with a normally closed relay and the A/C high pressure switch that is not connected to the ECM input.

208 Troubleshooting Section

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Table 150

The following conditions will turn the fan ON for Illustration 63. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The circuit for the switch is closed or the switch is on.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running two seconds or the ignition key switch is in the ON position and the engine off.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed cooling fan air solenoid valve

The solenoid is energized.

OEM installed cooling fan relay

There is an open circuit on the coil side of the relay.

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is ON.

Illustration 64

g00845731

This schematic represents the on/off fan with a normally open relay connection and an A/C high pressure switch connected to the ECM input. The return wire may be connected to P1-3, P1-5, or P1-18.

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209 Troubleshooting Section

Table 151

The following conditions will turn the fan ON for Illustration 64. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The “A/C Switch Fan On-Time” parameter is programmed to a value above zero seconds. The switch circuit is open or the switch is on. The external timer is counting or the ECM timer is counting.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running two seconds or the ignition key switch is in the ON position and the engine OFF.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed cooling fan relay

Open circuit in either coil or contact side of relay

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is on.

Illustration 65

g00845732

This schematic represents the on/off fan with a normally open relay connection and an A/C high pressure switch connected between the solenoid and the relay.

210 Troubleshooting Section

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Table 152

The following conditions will turn the fan ON for Illustration 65. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The switch circuit is open or the switch is ON.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running two seconds or the ignition key switch is in the ON position and the engine OFF.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed cooling fan relay

Open circuit in either coil or contact side of relay

OEM installed cooling fan air solenoid valve

Open solenoid circuit

Circuit breaker for the cooling fan

Tripped breaker or open circuit

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is ON.

Illustration 66

g01185727

This schematic represents the on/off fan with a normally closed relay connection and an A/C high pressure switch connected to the ECM input. The return wire may be connected to P1-3, P1-5, or P1-18.

SENR9517-19

211 Troubleshooting Section

Table 153

The following conditions will turn the fan ON for Illustration 66. Circuit

Condition that will turn the fan ON

Coolant temperature sensor

The coolant temperature is greater than 96 °C (205 °F). A diagnostic code for the coolant temperature sensor is active.

Exhaust brake

The “Fan with Exhaust Brake ON” parameter is programmed to “YES”. The exhaust brake is on at least two seconds.

OEM installed A/C high pressure switch

The “A/C Switch Fan On-Time” parameter is programmed to a value above zero seconds. The switch circuit is open or the switch is on. The external timer is counting or the ECM timer is counting.

The engine rpm is less than 2750 rpm.

The engine is cranking. The engine has been running two seconds or the ignition key switch is in the ON position and the engine OFF.

Air inlet temperature sensor

The temperature in the air inlet manifold is greater than 87 °C (189 °F). The temperature in the air inlet manifold is greater than 72 °C (162 °F) while the boost pressure is greater than 70 kPa (10 psi).

OEM installed manual fan override switch

There is a short circuit in the switch or the switch is on.

OEM installed cooling fan air solenoid valve

The solenoid is energized.

OEM installed Cooling Fan Relay

Open circuit in coil side of relay

Dedicated PTO on/off switch

The “PTO Configuration” is programmed. The “PTO Activates Cooling Fan” is programmed. There is a short circuit in the switch or the switch is on.

212 Troubleshooting Section

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Test Step 1. Inspect Electrical Connectors and Wiring

E. Ensure that the ECM is wired to the cooling fan on the vehicle and/or the A/C high pressure switch. Check for wires that are connected to J1/P1-11 (Output 5) and for wires that are connected to J1/P1-41. Input 11 is the A/C high pressure switch of vehicle harness connector P1. Refer to Illustration 67 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasions or of pinch points. Results:

• OK – The wiring appears to be OK. Proceed to Test Step 2.

• Not OK – There is a problem with the wiring. Repair: Repair the wiring or replace the wiring, if necessary. Repair the connectors or replace the connectors, if necessary. Ensure that all of the seals are in the proper place. Ensure that all of the connectors are connected properly. Verify that the repair eliminates the problem. STOP.

Illustration 67

g01150969

Pin locations on ECM connector (P1-5) AP sensor/switch common (P1-11) Output 5 (P1-13) Output 4 (P1-41) Input 11 “A/C high pressure switch”

Test Step 2. Check the Programming of the “Fan Control Type” Parameter A. Connect Caterpillar Electronic Technician (ET) to the data link connector. B. Check the “Fan Control Type” parameter. Ensure that the parameter is programmed to“On-Off”, if the ECM is used to control the fan. If the parameter is programmed to “None” and the ECM is connected to the fan, then the fan will always be ON.

A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the A/C high pressure switch connector, the connections to the cooling fan solenoid, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

Expected Result:

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the following connections:

The “Fan Control Type” parameter is programmed to match the vehicle wiring. This is determined in the previous step.

• Cooling fan

Results:

• A/C high pressure switch

• Yes – Proceed to Test Step 3.

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM.

• No – Program the “Fan Control Type” to the correct setting and then recheck the system. If conditions are not resolved, then proceed to Test Step 3.

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Test Step 3. Use Cat ET to Check the A/C Pressure Switch A. Verify that Cat ET is connected to the data link connector. B. Turn the ignition key switch to the ON position.

213 Troubleshooting Section

F. Remove the jumper wire and then insert the jumper wire. At the same time, view the “A/C High Pressure Switch” status on the Cat ET status screen. Expected Result:

• “Fan Control Type”

The status screen indicates that the “A/C High Pressure Switch” is turning to the ON position. Then, the “A/C High Pressure Switch” is turning to the OFF position.

• “A/C Switch Fan On-Time”

Results:

Ensure that the “A/C Switch Fan On-Time” is programmed to a greater value than “0”. If the “A/C Switch Fan On-Time” is programmed to “0”, then the “A/C High Pressure Switch Input” (Input 11) is not used.

• Yes – The A/C high pressure switch harness is

C. View the following customer specified parameters.

Note: If the “Fan Control Type” parameter indicates “None”, then the cooling fan driver is not used. View the “A/C High Pressure Switch” status on Cat ET. Expected Result: The status of the A/C high pressure switch indicates ON or OFF. Results:

• Yes – The status of the A/C high pressure switch is ON or OFF. Proceed to Test Step 4.

• No – The status of the A/C high pressure switch

is “Unavailable”. The ECM is not programmed to use the A/C high pressure switch. Proceed to Test Step 5.

Test Step 4. Use Cat ET to Check the Operation of the A/C Pressure Switch

OK. Proceed to Test Step 6.

• No – The A/C high pressure switch harness is not OK. Proceed to Test Step 7.

Test Step 5. Use Cat ET to Check Active Codes or Logged Codes A. Verify that Cat ET is connected to the data link connector. B. Verify that the ignition key switch is in the ON position. C. Access the “Logged Diagnostic Codes” and the “Active Diagnostic Codes” on Cat ET. D. Check for the following diagnostic codes.

• 110-00 High coolant temperature warning (61) • 110-11 Very high coolant temperature (61) • 110-03 Coolant temperature voltage high (27) • 110-04 Coolant temperature voltage low (27) Record any logged diagnostic codes. Record any active diagnostic codes.

A. Verify that Cat ET is connected to the data link connector.

Expected Result:

B. Verify that the ignition key switch is in the ON position.

None of the diagnostic codes that are listed are logged or active.

C. Access the “A/C High Pressure Switch” status screen on Cat ET.

Results:

D. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. E. Disconnect the “A/C High Pressure Switch” from the vehicle harness at the switch and use the jumper wire to short the two terminals in the harness connector together.

• OK – None of the diagnostic codes are active. Proceed to Test Step 8.

• Not OK – Diagnostic code 110-00, or 110-11 is

logged or active. The cooling fan is ON because of a high coolant temperature.

214 Troubleshooting Section

Repair: Perform either of the following diagnostic procedures: Troubleshooting, “0110-00” Troubleshooting, “0110-11”

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Test Step 7. Use Cat ET to Check the ECM

STOP.

• Not OK – Diagnostic code 110-03 or 110-04 is

logged or active. The cooling fan is ON because of a coolant temperature sensor fault. Repair: Perform the following diagnostic procedure: Troubleshooting, “Engine Temperature Sensor Open or Short Circuit - Test” STOP.

Test Step 6. Use a Voltmeter to Check the A/C Pressure Switch A. Verify that Cat ET is connected to the data link connector. B. Turn the ignition key switch to the OFF/RESET position. C. Ensure that the A/C high pressure switch is disconnected from the vehicle harness at the switch terminals. D. Connect a multimeter and measure the resistance between the two terminals of the A/C high pressure switch. The switch must be closed in order to check the resistance. Expected Result: The resistance measures ten Ohms or less. Results:

• Yes – The ECM, the A/C high pressure switch, and the wiring are electrically OK. Repair: Check the A/C pressure or send the vehicle to the OEM dealer for repairs. STOP.

• No – The ECM, the A/C high pressure switch, and the wiring are not electrically OK. Repair: Replace the A/C high pressure switch. Verify that the repair eliminates the problem. STOP.

Illustration 68

g01150972

Pin locations on ECM connector (5) AP sensor/switch common (41) Input 11 “A/C high pressure switch”

A. Verify that Cat ET is connected to the data link connector. B. Turn the ignition key switch to the OFF/RESET position. C. Disconnect the ECM vehicle harness connector J1/P1. D. Remove J1/P1-41 (Output 11) from the vehicle harness connector P1. E. Install a breakout T between connectors J1 and P1. F. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. G. Connect the jumper wire to J1/P1-5 (AP sensor/switch common) and to J1/P1-41 (Input 11) of the breakout T. Refer to illustration 68. H. Turn the ignition key switch to the ON position. I. Access the “A/C High Pressure Switch” status screen on Cat ET. J. Remove the jumper wire and then insert the jumper wire. At the same time, watch the “A/C High Pressure Switch” status on Cat ET. Expected Result: The status screen indicates that the “A/C High Pressure Switch” status is OFF when the jumper wire is in place. The status screen indicates ON when the jumper wire is removed.

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215 Troubleshooting Section

Results:

Verify that the repair eliminates the problem.

• Yes – The ECM is OK.

STOP.

Repair: If a problem still exists, then the problem is in the OEM wiring harness. Repair the problem or send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem.

Test Step 9. Use the “Cooling Fan Solenoid Special Test” on Cat ET to Check the Circuit

STOP.

• No – There may be a problem with the ECM. Repair: Temporarily connect a test ECM. Ensure that the “A/C Pressure Switch Fan On-Time” parameter is programmed in the same manner as the suspect ECM. Use Cat ET to check the ECM. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Verify that the repair eliminates the problem. STOP.

Test Step 8. Use Cat ET to Check Inlet Manifold Air Temperature and the Engine Coolant Temperature A. Verify that Cat ET is connected to the data link connector. B. Start the engine. C. Access the status for the “Coolant Temperature” and the “Inlet Manifold Air Temperature” on Cat ET.

Illustration 69

g01150974

Pin locations on breakout T (13) Output 4 (11) Output 5 (67) - Battery

A. Verify that Cat ET is connected to the data link connector. B. Verify that the ignition key switch is in the ON position. C. Access the “Cooling Fan Special Test”. Access each menu in the order that follows:

• Diagnostics

D. Start the engine. Monitor the status screen for a few minutes in order to verify that the temperatures are changing as the engine warms up.

• Diagnostic tests

Expected Result:

NOTE: If any override switches are installed, the switch must be in the OFF position.

The “Coolant Temperature” and the “Inlet Manifold Air Temperature” appear to have the correct reading. Results:

• Yes – The “Coolant Temperature” and the “Inlet Manifold Air Temperature” appear to have the correct reading. Proceed to Test Step 9.

• No – The “Coolant Temperature” or the “Inlet

Manifold Air Temperature” appear to be incorrect. Repair: Temporarily connect another sensor. Test the new sensor by checking “Inlet Manifold Air Temperature” and “Coolant Temperature” again. If the problem is resolved with the new sensor, then install the old sensor in order to verify that the problem returns. If the problem returns, then replace the old sensor.

• Special test

D. Cycle the “Special Test” to the ON position and to the OFF position. Listen for the solenoid to click. You may need to be near the engine in order to hear the click of the solenoid. Expected Result: An audible clicking is heard, and the solenoid appears to be operating properly. Results:

• Yes – The cooling fan circuit from the ECM to the Solenoid is functioning properly at this time.

Repair: If a problem still exists, then the problem is in the OEM Wiring Harness. Repair the problem or send the vehicle to the OEM dealer for repair.

216 Troubleshooting Section

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Verify that the repair eliminates the problem.

Expected Result:

STOP.

The voltage test lamp turns to the ON position when the test is “Active”. The voltage test lamp turns to the OFF when the test is “not active”.

• No – Proceed to Test Step10. Test Step 10. Use the “Cooling Fan Solenoid Special Test” on Cat ET to Check the ECM

Results:

• Yes – The output for the ECM cooling fan relay is functioning properly.

Repair: If a problem still exists, then the problem is in the OEM Wiring Harness. Repair the problem or send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• No – The output for the ECM cooling fan relay is

incorrect. There may be a problem with the ECM.

Illustration 70

g01150977

Terminal locations on breakout T (11) Output 5 (69) - Battery (67) - Battery (65) - Battery (63) - Battery

A. Turn the ignition key switch to the OFF/RESET position. B. Disconnect the ECM vehicle harness connector J1/P1. C. Remove J1/P1-11 (Output 5) from the vehicle harness connector P1. D. Connect a breakout T to the ECM connector J1 and vehicle harness connector P1. E. Refer to illustration 70. Connect a voltage test lamp between terminal 11 that is Output 5, and terminal 63 that is -Battery of the breakout T.

Repair: Temporarily connect a test ECM. Use the special test on Cat ET to check the ECM cooling fan circuit. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP. i02296041

Cruise Control Switch Circuit - Test SMCS Code: 7332-038 System Operation Description: Use this procedure under the following situation:

F. Turn the ignition key switch to the ON position.

Use this procedure to determine if one of the following switches is preventing normal operation of cruise control, idle set speed, or extended idle:

G. Access the “Cooling Fan Special Test” on Cat ET.

• Cruise control on/off switch

Cycle the “Cooling Fan Special Test” to the ON position and to the OFF position. At the same time, watch the voltage test lamp. Note: Perform the same test procedure with terminals 65, 67, and 69 -Battery. Note: A multimeter can not be used in place of the voltage test lamp when the ECM output is tested.

• Cruise control set/resume switch The following switch circuits can also prevent the correct operation of the cruise control, idle set speed, or extended idle:

• Service brake pedal position (switch 1) • Service brake pedal position (switch 2) • Clutch pedal position switch

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• Neutral switch • PTO on/off switch • Cruise control pause switch The switches are described in the respective circuit tests. All of the following customer programmable parameters can affect cruise control, idle set speed, and extended idle:

• “Low Cruise Control Speed Set Limit” • “High Cruise Control Speed Set Limit” • “Idle Vehicle Speed Limit” • “Idle RPM Limit” • “Fast Idle RPM #1” • “Fast Idle RPM #2” • “Cruise/Idle/PTO Switch Configuration” • “Idle/PTO Bump rpm”

217 Troubleshooting Section

Note: If the vehicle is programmed to use the dedicated PTO, the PTO on/off switch overrides the cruise control on/off switch. The PTO on/off switch overrides the cruise control on/off switch when the vehicle speed is within the range of the “PTO Vehicle Speed Limit” that is programmed. Set/Resume Switch While the cruise control on/off switch is in the ON position and the vehicle speed within the range of the programmed “Low Cruise Control Speed Set Limit” and the “High Cruise Control Speed Set Limit”, momentarily pressing the set switch will activate the cruise or controlled idle, and the ECM will maintain the current speed. After a speed has been set and the speed is then disengaged by using the brake, the clutch, the cruise control pause switch, or the on/off switch, the ECM will seek the previous set speed when the resume switch is toggled. This assumes that the vehicle speed is above the “Low Cruise Control Speed Set Limit” for cruise control or the vehicle speed is below the “Idle/PTO Vehicle Speed Limit” for the idle and the PTO.

• “PTO Vehicle Speed Limit”

After a speed has been set, pressing and holding the set/resume switch in position will cause the engine to establish a new set speed. The system's reaction depends on the programming of the “Cruise/Idle/PTO Switch Configuration”.

The vehicle speed calibration can also affect the cruise control, idle set speed, and extended idle if the vehicle speed calibration is incorrectly programmed. Refer to Troubleshooting, “Customer Specified Parameters”.

When the set/resume switch is momentarily pressed, the set point for the cruise control will change one mph. The rate of change is dependent on the programmed “Idle/PTO Bump RPM” when an idle speed is set.

Cruise Control On/Off Switch

Cruise Control Pause Switch

This switch must be ON before cruise control or controlled idle can be activated. This switch is ON when the switch is closed. When the switch is closed the following terminals are connected:

The cruise control pause switch is not a switch that is wired to an input. The switch position is broadcast over a J1939 data link. The parameter “Cruise Pause Switch” must be programmed to use a cruise control pause switch. After a speed has been set and the speed is then disengaged by using the cruise control pause switch, the ECM will seek the previous set speed when the resume switch is toggled. This assumes that the vehicle speed is above the “Low Cruise Control Speed Set Limit” for cruise control or the vehicle speed is below the “Idle/PTO Vehicle Speed Limit” for the idle and the PTO.

• “Idle/PTO rpm Ramp Rate”

• J1/P1-59 (cruise control on/off switch) • J1/P1-5 (AP sensor/switch sensor common) This switch may not be connected to an input on the Engine Control Module (ECM). The parameter “Cruise Control On/Off Switch” determines the input to the ECM. If the parameter is programmed to “J1/P1:59” a switch must be connected to terminal 59. If the parameter is programmed to one of the J1939 options, the switch position will be transmitted to the ECM over the J1939 data link. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

The following background information is related to this procedure: The kickout switch refers to the switch that is used to exit the cruise control, the PTO, the fast idle, or the idle set speed.

218 Troubleshooting Section

The operation of theCaterpillar electronic engine cruise control is similar to the operation of the cruise controls that are installed in automobiles. The operation of idle fast idle, and PTO are similar to the operation of cruise except that the idle, fast idle, and the PTO govern engine rpm instead of vehicle speed. Note: Idle in this procedure is an engine idle rpm above the programmed low idle rpm. Idle is set by using the cruise control on/off switch and the set/resume switch. Refer to Troubleshooting, “PTO Switch Circuit - Test” for additional information regarding the programmable options for the dedicated PTO. Kickout Switches The service brake pedal position switches, the neutral switch and the clutch pedal position switch are used in the cruise control mode and the idle mode in order to discontinue cruise operation or idle operation. The capability to override the idle shutdown timer is determined by the “Allow Idle Shutdown Override” parameter setting. The “Allow Idle Shutdown Override” is a Customer Parameter. Usage of Transmission Style Switches The “Transmission Style” parameter determines the switches that will be used. The following switches can be used with being dependent on the parameter setting:

• Clutch pedal position • Neutral • Service brake pedal position (switch 1)

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Table 154

Setting For Transmission Style Parameter

Switch Usage. Service Brake Switch 1

Service Brake Switch 2

“Manual Option 1”

X

“Manual Option 2”

X

“Automatic Option 1”

X

“Automatic Option 2”

X

X

“Automatic Option 3”

X

X

“Automatic Option 4”

X

“AT/MT/HT Option 1”

X

“AT/MT/HT Option 2”

X

X

“AT/MT/HT Option 3”

X

X

“AT/MT/HT Option 4”

X

“Universal Option”

X

Clutch

Neutral

X X

X

X X

X X X

X

If the “Transmission Style” parameter is programmed to one of the following options, the input for the clutch pedal position switch is not used.

• Service brake pedal position (switch 2)

• “Automatic Option 1”

Refer to Table 154 for additional information.

• “Automatic Option 2” • “Automatic Option 3” • “Automatic Option 4” • “AT/MT/HT Option 1” • “AT/MT/HT Option 2” • “AT/MT/HT Option 3” • “AT/MT/HT Option 4” A service brake pedal position (switch 1) is required for all configurations. The service brake pedal position (switch 1) connects to the ECM at P1-45. The service brake pedal position (switch 2) connects to the ECM at P1-64. The clutch pedal position switch connects to the ECM at P1-22. The neutral switch connects to the ECM P1-62.

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If the problem is with undetermined Cruise/Idle/PTO kickouts use the following procedure: Operate the vehicle in “Cruise/Idle/PTO” mode. After the kickout, review the status parameter on Caterpillar Electronic Technician (ET). The status parameter on Cat ET indicates the cause. This must be performed before the ignition key switch is placed in the OFF/RESET position. It is important to remember that the parameter will only indicate the last kickout since the ECM has been powered by the input for the ignition key switch. The following kickout status parameters are available:

• “Cruise Kickout” • “Idle Kickout” • “PTO Kickout” • “Fast Idle Kickout” This status area for each parameter is blank when the ECM is first powered up. If the status area is blank, a kickout has not occurred. The status area for each parameter remains blank until the ECM detects the use of the cruise/idle/PTO mode. Also, the status area for each parameter remains blank until the ECM detects the disengagement of the cruise/idle/PTO mode. Refer to Tables 155 and 156 in order to interpret the status screen for the kickout status parameter.

219 Troubleshooting Section

220 Troubleshooting Section

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Table 155

Cruise Control Kickout Status Table Cat ET Display

Meaning or Possible Cause

Troubleshooting

“Vehicle Speed >=Limit”

Intermittent vehicle speed signal or lost vehicle speed signal.

Refer to Troubleshooting, “Vehicle Speed Circuit - Test”.

The CRUISE/PTO on/off switch is turned off or the switch circuit has an open circuit condition.

Proceed with this test procedure.

“Cruise Switch Turned Off” “Cruise Control PAUSE Switch”

The cruise control pause switch is depressed or there is an illegal message on the J1939 data link.

Refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

“Brake Pedal Depressed”

The service brake pedal is depressed or the circuit for the service brake switch has an open circuit condition.

Refer to Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test”.

“Clutch Pedal Depressed”

The clutch pedal is depressed or the circuit for the clutch pedal position switch has an open circuit condition. Also, the switch could be incorrectly adjusted.

Refer to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”.

“Neutral”

The transmission is not in gear or the circuit for the transmission switch has a short circuit condition.

Refer to Troubleshooting, “Neutral Switch Circuit - Test”.

Vehicle speed signal is erratic or intermittent.

Refer to Troubleshooting, “Vehicle Speed Circuit - Test” if a problem with the signal exists.

“PTO Switch On”

The PTO on/off switch is turned on or the circuit for the PTO on/off switch has a short circuit condition.

Refer to Troubleshooting, “PTO Switch Circuit - Test”.

“Not Kicked Out”

Cruise control has not been enabled since the ECM has been powered up.

Drive the vehicle in cruise in order to create the problem again.

“Bad Vehicle Speed”

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221 Troubleshooting Section

Table 156

Idle Kickout Status Table Cat ET Display

Meaning or Possible Cause

Troubleshooting

Intermittent engine speed signal or lost engine speed signal.

Refer to Troubleshooting, “Engine Speed/Timing Circuit - Test”.

The CRUISE/PTO on/off switch is turned off or the switch circuit has an open circuit condition.

Proceed with this test procedure.

“Cruise Switch Turned Off” “Cruise Control PAUSE Switch”

The cruise control pause switch is depressed or there is an illegal message on the J1939 data link.

Refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

“Brake Pedal Depressed”

The service brake pedal is depressed or the circuit for the service brake switch has an open circuit condition.

Refer to Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test”.

“Clutch Pedal Depressed”

The clutch pedal is depressed or the circuit for the clutch pedal position switch has an open circuit condition. Also, the switch could be incorrectly adjusted.

Refer to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”.

“Vehicle Speed ≥ Limit”

The vehicle speed has exceeded the idle vehicle speed limit or the vehicle speed signal is erratic or intermittent.

Refer to Troubleshooting, “Vehicle Speed Circuit - Test” if a problem with the signal exists.

“Neutral”

The transmission is not in neutral or the transmission neutral switch circuit has an open circuit condition.

Refer to Troubleshooting, “Neutral Switch Circuit - Test”.

“PTO Switch On”

The PTO on/off switch is turned on or the circuit for the PTO on/off switch has a short circuit condition.

Refer to Troubleshooting, “PTO Switch Circuit - Test”.

“Not Kicked Out”

Idle set speed has not been enabled since the ECM has been powered up.

Operate the vehicle in the Idle mode in order to create the problem again.

“No Engine Speed”

g00862218

Illustration 71 Typical circuit schematic for cruise control switches The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Determine the Type of Problem A. Connect Cat ET to the cab data link connector. B. Turn the ignition key switch to the ON position.

C. If the vehicle will not allow setting a cruise speed or an idle speed, check the following customer parameters: Cruise Control Parameters

• “Low Cruise Control Speed Set Limit”

222 Troubleshooting Section

• “High Cruise Control Speed Set Limit” Idle Parameters

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Test Step 2. Inspect Electrical Connectors and Wiring

• “Fast Idle RPM #1” • “Fast Idle RPM #2” • “Idle Vehicle Speed Limit” • “Idle rpm Limit” • “Top Engine Limit (TEL)” PTO Parameters

• “PTO Configuration” • “PTO Vehicle Speed Limit” D. Ensure that the vehicle is not experiencing a problem due to one of these parameters. Refer to Troubleshooting, “Customer Specified Parameters” for a description of the parameters, if necessary. E. Check the status screen that indicates the last cause of a kickout for one of the following items:

• Cruise Control Kickout • Idle Kickout • Fast Idle Kickout • PTO Kickout Refer to Tables 155 and 156 for the meaning of the cause of the kickout. Expected Result: The problem is due to a parameter setting or the problem is due to a normal kickout. Results:

• Yes – Explain the proper operation of system to the driver. STOP.

• No Repair: Refer to Tables 155 and 156 for the meaning of the cause of the kickout. If a problem is still suspected with the cruise control on/off switch or the set/resume switch, perform the following procedure: Proceed to Test Step 2.

Illustration 72

g01150986

Pin locations on ECM connector (P1-5) AP sensor/switch common (P1-35) Set (P1-44) Resume (P1-59) Cruise control on/off switch

A. Turn the ignition key switch to the OFF/RESET position. B. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for the following switches in the connectors:

• J1/P1-5 (AP sensor/switch sensor common) • J1/P1-35 or J1/P1-44 (set/resume switch) • J1/P1-59 (cruise control on/off switch) Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

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223 Troubleshooting Section

C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the switches. Refer to Illustration 72. D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

E. Operate the set switch while the status of the set/resume switch is being observed. The status screen should indicate “Set Switch ON” when the set switch is held in the SET position. The status screen should indicate “Off” when the set switch is released. F. Operate the resume switch while the status of the resume switch is being observed. The status screen should indicate “Resume Switch ON” when the resume switch is held in the RESUME position. The status screen should indicate “Off” when the resume switch is released. Expected Result: The switch status changes per the information in Table 157.

Results:

Results:

• OK – Proceed to Test Step 3.

• Yes – The switches are operating normally. STOP.

• Not OK

• Intermittent Problem Suspected – Proceed to Test

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check the Cruise Control Switch Status on Cat ET

• No – The ECM is not reading the switch status change. Proceed to Test Step 5.

Test Step 4. Operate the Vehicle and Check the Kickout Status Parameter A. For an intermittent cruise control kickout, talk to the driver in order to determine the conditions when the kickout occurs. Topics of examination could be the following examples:

• Specific speed

Table 157

Table for Cruise Control Switch Status Switch Position

Step 4.

Switch Status

Circuit

The cruise/idle on/off switch is turned on.

ON

Closed

The cruise/idle on/off switch is turned off.

OFF

Open

The set/resume switch is in the SET position.

Set Switch ON

Closed

The set/resume switch is in the RESUME position.

Resume Switch ON

Closed

A. Access the status screen on Cat ET. B. Turn the ignition key switch to the ON position. C. Operate the cruise control on/off switch while the status of the cruise/idle on/off switch is being observed. D. Leave the cruise control on.

• Road conditions • Weather conditions Take the vehicle for a road test in order to duplicate these conditions and set the cruise control. Operate the vehicle in cruise control until the problem reoccurs. B. For an intermittent idle kickout, talk to the driver in order to determine the conditions when the kickout occurs. A topic of examination could be the following example:

• Specific engine rpm Start the engine. Duplicate these conditions and set the idle rpm. Operate the vehicle in idle until the problem reoccurs. Note: The status screen will only indicate the last kickout. The status screen will lose this information if the ignition key switch is placed in the OFF/RESET position.

224 Troubleshooting Section

C. Check the Cat ET status screen for the last cause of the kickout. Refer to Tables 155 and 156 for an explanation of the status parameter. D. If the status screen is blank, then either there was no kickout of the cruise control, or the power to the ECM was turned off before the information could be read. Repeat this test step. Note: A status screen that is blank indicates no occurrence. Results:

• RESULT 1 – The status screen displays “Switch Turned Off”. Proceed to Test Step 5.

• Result 2 – The status screen displays “Cruise Control PAUSE Switch”.

Repair: Proceed to Troubleshooting, “Powertrain Data Link Circuit - Test”. STOP.

• Result 3 – The status screen displays “Vehicle

Speed < Limit”, “Bad Vehicle Speed”, or “Vehicle Speed ≥ Limit”. Repair: Proceed to Troubleshooting, “Vehicle Speed Circuit - Test”. STOP.

• Result 4 – The status screen displays “PTO Switch ON”.

Repair: Proceed to Troubleshooting, “PTO Switch Circuit - Test”. STOP.

• Result 5 – The status screen displays “Neutral”. Repair: Proceed to Troubleshooting, “Neutral Switch Circuit - Test”. STOP.

• Result 6 – The status screen displays “Brake”. Repair: Proceed to Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test”. STOP.

• Result 7 – The status screen displays “Clutch”. Repair: Proceed to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”. STOP.

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• Result 8 – The status screen displays “No Engine Speed”.

Repair: Proceed to Troubleshooting, “Engine Speed/Timing Sensor Circuit - Test”. STOP.

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225 Troubleshooting Section

Test Step 5. Check the Switch Circuit Table 158

Status of the Cruise Control Switch Condition of Switch Circuit

Switch Status

Circuit

P1-59 cruise/idle on/off switch is open.

OFF

Open

P1-59 cruise/idle on/off switch is connected to P1:5.

ON

Shorted

P1-35 set switch is open.

OFF

Open

Set Switch ON

Shorted

OFF

Open

Resume Switch ON

Shorted

P1-35 set switch is connected to P1-5. P1-44 resume switch is open. P1-44 resume switch is connected to P1-5.

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires.

2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step.

C. Disconnect vehicle harness connector P1 from the ECM.

5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T.

6. If the problem returns with the suspect ECM, replace the ECM.

E. Install the jumper into the suspect switch socket of the breakout T. Connect the other end of the jumper to ECM connector P1-5 (AP sensor/switch sensor common) of the breakout T.

7. Verify that the repair eliminates the problem.

F. Turn the ignition key switch to the ON position. G. Verify that Cat ET is connected to the cab data link connector. H. Access the status screen. I. While the switch status is being monitored on the status screen slowly remove the jumper from terminal 5 and slowly insert the jumper from P1-5 (AP sensor/switch sensor common). Refer to Table 158. Expected Result: The switch status changes per the information in Table 158. Results:

• Yes – The ECM is functioning properly. Proceed to Test Step 6.

• No – The ECM is not functioning properly. Repair: Perform the following repair: 1. Temporarily connect a test ECM.

STOP.

226 Troubleshooting Section

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Test Step 6. Insert a Jumper at the Suspect Switch Table 159

Status of the Cruise Control Switch Condition of Switch Circuit

Switch Status

Circuit

The wires for the cruise/idle on/off switch are disconnected.

OFF

Open

The wires for the cruise/idle on/off switch are connected.

ON

Shorted

The wires for the set switch are disconnected.

OFF

Open

Set Switch ON

Shorted

OFF

Open

Resume Switch ON

Shorted

The wires for the set switch are connected. The wires for the resume switch are disconnected. The wires for the resume switch are connected.

A. Turn the ignition key switch to the OFF/RESET position. B. Ensure that ECM vehicle harness connector J1/P1 is connected. C. Find the suspect switch in the vehicle. D. Disconnect the wires from the suspect switch terminals. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET. G. While the switch status is being monitored on the status screen slowly connect the suspect switch wires and slowly disconnect the suspect switch wires. Refer to Table 159. Expected Result: The switch status changes per the information in Table 159. Results:

• Yes Repair: Perform the following repair: Replace the faulty switch. Verify that the repair eliminates the problem. STOP.

• No – There is a problem in the harness between the switch and the ECM. Proceed to Test Step 7.

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227 Troubleshooting Section

Test Step 7. Insert a Jumper at the Bulkhead Connector Table 160

Status of the Cruise Control Switch Condition of Switch Circuit

Switch Status

Circuit

The wires for the cruise/idle on/off switch are disconnected.

OFF

Open

The wires for the cruise/idle on/off switch are connected.

ON

Shorted

The wires for the set switch are disconnected.

OFF

Open

Set Switch ON

Shorted

OFF

Open

Resume Switch ON

Shorted

The wires for the set switch are connected. The wires for the resume switch are disconnected. The wires for the resume switch are connected.

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Find the suspect switch terminal and the sensor common terminal in the engine side of the bulkhead connector for the vehicle harness. D. Insert the jumper wire between the two terminals in the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET. G. While the switch status is being monitored on the status screen alternately remove the jumper wire between the two terminals, and alternately insert the jumper wire between the two terminals. Refer to Table 160.

Repair: Perform the following repair: Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP. i02331662

Diagnostic Enable Switch Circuit - Test SMCS Code: 7332-038-NQ System Operation Description: This procedure checks the circuit for the diagnostic enable switch for proper operation. The Engine Control Module (ECM) does not provide diagnostics for the circuit for the diagnostic enable switch.

Expected Result:

Background Information for the Diagnostic Enable Switch

The switch status changes per the information in Table 160.

The diagnostic enable switch prompts the check engine lamp to indicate the flash codes.

Results:

A problem with the circuit for the diagnostic enable switch will cause the check engine lamp to operate incorrectly.

• Yes – The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair: Perform the following repair: Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM.

There are two possible wiring configurations for the ECM to receive the status of the diagnostic enable switch: Hard Wired – In this configuration, the diagnostic enable switch is wired directly to terminal P1-46. The diagnostic enable switch is closed when the switch is depressed. This connects the ECM input to return. The “Diagnostic Enable Switch” parameter must be set to “J1/P1:46” in order to use this configuration.

228 Troubleshooting Section

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J1939 Data Link – In this configuration, the status of the diagnostic enable switch is sent from a J1939 device to the engine ECM via the J1939 data link. The “Diagnostic Enable Switch” parameter must be set to “J1939 - Body Controller”, to “J1939 - Cab Controller”, or to “J1939 - Instrument Cluster” in order to use this configuration. The following components can cause problems with the input from the diagnostic enable switch:

• Electrical connector or wiring • Diagnostic enable switch • J1939 device • Engine ECM The most likely cause of a problem is a problem with an electrical connector or wiring. The least likely cause is a problem with an ECM. Diagnostics on the Caterpillar Electronic Technician (ET) Wiggle Test – The wiggle test allows you to monitor the “Diagnostic Enable Switch” parameter while you wiggle the wiring. This helps to identify faulty electrical connections. For additional information regarding the wiggle test, refer to the documentation that accompanies your Cat ET software. Illustration 74

g01163912

Terminals on the P1 connector for the circuit for the diagnostic enable switch (5) Return (46) Diagnostic enable switch

Test Step 1. Check the Configuration Parameters A. Establish communication between Cat ET and the ECM. Refer to Troubleshooting, “Electronic Service Tools”, if necessary.

Illustration 73

g01163906

Schematic for the circuit for the diagnostic enable switch

B. Verify that the value of the “Diagnostic Enable Switch” parameter matches the configuration of the vehicle's wiring.

In this configuration, the switch is wired directly to the ECM.

Expected Result:

Note: The return wire may be connected to P1-3, to P1-5, or to P1-18.

The parameter is programmed correctly. Results:

• The parameter is programmed correctly. – Proceed to Test Step 2.

• The parameter is not programmed correctly.

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229 Troubleshooting Section

Repair: Program the correct value for the parameter. Test the operation of the diagnostic enable switch. If the switch is operating correctly, the problem is resolved.

Expected Result:

If the diagnostic enable switch is not operating correctly and a J1939 device is used to send the status of the switch to the ECM, send the vehicle to an OEM dealer for repair.

Results:

If the diagnostic enable switch is not operating correctly and the switch is wired directly to the ECM, proceed to Test Step 2.

Test Step 2. Check for a Short Circuit A. Inspect the seal around the signal wire and the return wire at the P1 connector. Verify that the seals are sealing correctly. Verify that the harness side of the ECM connector is clean and dry. Correct any problems. Replace parts, if necessary. B. Pull on the signal wire and on the return wire in order to verify that the wire and the terminal are correctly installed. Correct any problems. Replace parts, if necessary.

The voltage is approximately zero. “Diagnostic Enable Switch” indicates “On”.

• OK – The voltage is approximately zero.

“Diagnostic Enable Switch” indicates “On”. The circuit is operating correctly. However, there may be an intermittent problem. Proceed to Test Step 6.

• Not OK – The voltage is approximately equal

to battery voltage. “Diagnostic Enable Switch” indicates “Off”. Proceed to Test Step 5.

• Not OK – The voltage is approximately zero.

“Diagnostic Enable Switch” indicates “Off”. The input to the ECM indicates an “Off” condition. However, the ECM indicates that an “On” condition exists. Repair: There may be a problem with the ECM.

C. Use two 7X-1710 Multimeter Probes to connect a voltmeter to terminal P1-46 and to the return terminal for the diagnostic enable switch.

Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM.

D. Read the voltage on the voltmeter.

STOP.

E. Check the status of the “Diagnostic Enable Switch” input on Cat ET. Expected Result: The voltage is approximately equal to the battery voltage. “Diagnostic Enable Switch” indicates “Off”.

Test Step 4. Check for a Short Circuit A. Remove the signal wire from P1-46. B. Inspect the terminal for moisture and for corrosion. Correct any problems. Replace parts, if necessary.

Results:

C. Check the status of the “Diagnostic Enable Switch” input on Cat ET.

• OK – There is not a short circuit. Proceed to Test

Expected Result:

Step 3.

• Not OK – The voltage is approximately zero.

“Diagnostic Enable Switch” indicates “On”. Proceed to Test Step 4.

Test Step 3. Check for an Open Circuit A. Depress the diagnostic enable switch. B. Read the voltage on the voltmeter. C. Check the status of the “Diagnostic Enable Switch” input on Cat ET. D. Release the diagnostic enable switch.

“Diagnostic Enable Switch” indicates “Off”. Results:

• OK – “Diagnostic Enable Switch” indicates “Off”.

Insert the signal wire into the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 6.

• Not OK – “Diagnostic Enable Switch” indicates “On”.

Repair: Perform the following procedure: 1. Disconnect the P1 connector. Inspect the P1 and J1 connectors for moisture and for corrosion. Make repairs, if necessary.

230 Troubleshooting Section

2. Connect the P1 connector. 3. Check the status of the “Diagnostic Enable Switch” input on Cat ET. If the problem is not resolved, Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM. STOP.

Test Step 5. Check for Voltage at the Switch A. Inspect the seal around the signal wire and the return wire at the connectors for the diagnostic enable switch. Verify that the seals are sealing correctly. Correct any problems. B. Pull on the wires in order to verify that the wires are correctly installed. Correct any problems. Replace parts, if necessary. C. Connect a voltmeter to the wires at the harness connector for the diagnostic enable switch. D. Measure the voltage at the switch terminals. Expected Result: The voltage is approximately zero. Results:

• OK – The voltage is approximately zero. There is

an open circuit between the P1 connector and the switch. Proceed to Test Step 6.

• Not OK – The voltage is approximately equal to the battery voltage.

Repair: Perform the following procedure: 1. Disconnect the connectors for the diagnostic enable switch. 2. Inspect the connectors and the terminals for moisture and for corrosion. Make repairs, if necessary. 3. Connect the connectors for the switch. 4. Measure the voltage at the switch terminals. If the voltage is approximately equal to zero, the problem may be resolved. Check the status of the “Diagnostic Enable Switch” on Cat ET while the switch is depressed and released. If the status of the switch matches the position of the switch, the problem is resolved. STOP

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If the voltage is approximately equal to battery voltage, replace the diagnostic enable switch. Verify that the problem is resolved. STOP.

Test Step 6. Perform the Wiggle Test for the Circuit for the Diagnostic Enable Switch Carefully following this procedure is the best way to identify the root cause of intermittent problems. A. Use a piece of tape to hold the diagnostic enable switch in the enabled position. B. Configure Cat ET for the wiggle test. Select the status group that includes the “Diagnostic Enable Switch” parameter. Start the wiggle test. C. Slowly wiggle the wiring harness and the connectors between the diagnostic enable switch and the P1 connector. Pay particular attention to the wiring near each connector. As you wiggle the wiring, observe the harness and the connectors. Look for these problems:

• Improper routing of wiring harnesses • Loose connectors or damaged connectors • Damage that is caused by excessive heat • Damage that is caused by chafing Expected Result: The wiring failed the wiggle test. Results:

• Yes – The wiring failed the wiggle test. Repair: If the location of the problem is not near a connector, repair the wiring. Replace parts, if necessary. Test the operation of the diagnostic enable switch after the intermittent condition has been identified and corrected. Verify that the problem is resolved. If the location of the problem is near a connector, the connector may have a problem. Perform the following procedure on the suspect connector: 1. Inspect the seal around each wire. Verify that each seal is sealing correctly. Correct any problems. 2. Pull on each wire in order to verify that the wire and the terminal are correctly installed. Correct any problems. Replace parts, if necessary.

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231 Troubleshooting Section

3. Disconnect the connectors. Carefully inspect each terminal for dirt, for moisture, and for corrosion. Verify that the seals and the wedges are properly installed. Correct any problems. Replace parts, if necessary. 4. Connect the connectors. Perform the wiggle test while you wiggle the connectors again. Verify that the intermittent condition has been corrected. 5. Stop the wiggle test. Test the operation of the diagnostic enable switch after the intermittent condition has been identified and corrected. Verify that the problem is resolved. STOP.

• No – The wiring passed the wiggle test.

Pogrammed

Background Information 252-11 The flash file in the ECM is from the wrong engine family. The engine will not start. 253-02 At least one of the following conditions exists:

• One or more of the configuration parameters are

not programmed. The effect on the engine depends on the parameter.

• The personality module code of the flash file in the

Repair: The wiring and the connectors appear to be OK. However, there may be a problem with a component. Perform the following procedure: 1. Disconnect the switch's electrical connector. 2. Measure the resistance across the switch's terminals while the switch is depressed and released. The resistance must be less than five Ohms while the switch is depressed. The resistance must be an open circuit while the switch is released. The resistance measurements must not be intermittent. If any of the conditions are not true, replace the diagnostic enable switch. If all of the conditions are true, the switch is OK. Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM. STOP.

ECM is different from the personality module code of the original flash file. Engine speed is limited to low idle.

• At least two programmable inputs are programmed to the same input terminal or at least two programmable outputs are programmed to the same output terminal. Engine speed is limited to low idle.

• All of the injector trim files are not loaded into the ECM. Engine performance and emissions are affected.

Several of the above conditions can exist at the same time. The conditions that exist are displayed beneath the code. The 253-02 diagnostic code will disappear when all of the conditions have been resolved. 253-14 The “Truck Manufacturer” parameter has not been programmed. The following items will not work correctly:

• Speedometer • Tachometer • Engine monitoring lamps

i02296082

ECM Memory - Test SMCS Code: 1901-038 System Operation Description: This procedure covers the following diagnostic codes:

• 252-11 Engine Software Incorrect (59) • 253-02 Check Customer or System Parameters (56)

• 253-14 Truck Manufacturer Parameter Not

Correct the Condition Determine the diagnostic code that is active. Expected Result: A 252-11, 253-02, or 253-14 diagnostic code is active. Results:

• A 252-11 code is active

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Repair: Obtain the engine serial number. Use SIS to determine the latest available flash file for the engine. Verify that the latest available flash file is loaded into the ECM. STOP.

• A 253-02 code is active Repair: Identify the condition that is displayed beneath the code: If a programmable parameter is displayed, program that parameter with the correct value. If a programmable input or a programmable output is displayed, identify all of the inputs and/or the outputs that are programmed to the same value. Program the inputs and/or the outputs to match the vehicle's actual configuration. If “Injector Code” is displayed, load the missing injector trim file into the ECM. Refer to Troubleshooting, “Injector Trim File”. If “Personality Module Code” is displayed, perform one of the following actions:

• Program the latest available flash file into the ECM.

Intermittent electrical problems are sometimes resolved by disconnecting and reconnecting connectors. It is very important to check for diagnostic codes immediately before disconnecting a connector. Also check for diagnostic codes after reconnecting the connector. If the status of a diagnostic code is changed due to disconnecting and reconnecting a connector, there are several possible reasons. The likely reasons are loose terminals, improperly crimped terminals, moisture, corrosion, and inadequate mating of a connection. Follow these guidelines:

• Always use a 1U-5804 Crimp Tool to service

Deutsch HD and DT connectors. Never solder the terminals onto the wires. Refer to “SEHS9615, Servicing Deutsch HD and DT Style Connectors”.

• Always use a 147-6456 Wedge Removal Tool to

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

• Always use a breakout harness for a voltmeter

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

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

• Obtain factory passwords in order to reset the rating interlock code.

STOP.

• A 253-14 code is active Repair: Determine the type of chassis. If the engine is installed in a General Motors chassis, program the “Truck Manufacturer” parameter to “GM”. For all other chassis, program the parameter to “Other”. STOP. i02378207

Electrical Connectors - Inspect SMCS Code: 7553-040-WW System Operation Description: Most electrical problems are caused by poor connections. The following procedure will assist in detecting problems with connectors and with wiring. If a problem is found correct the condition and verify that the problem is resolved.

The connection of any electrical equipment and the disconnection of any electrical equipment may cause an explosion hazard which may result in injury or death. Do not connect any electrical equipment or disconnect any electrical equipment in an explosive atmosphere.

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233 Troubleshooting Section

Test Step 1. Check Connectors for Moisture and Corrosion

B. Ensure that the sealing plugs are in place. If any of the plugs are missing, replace the plug. Ensure that the plugs are inserted correctly into the connector. Refer to Illustration 76.

Illustration 77

g01131019

Seal for a three-pin connector (typical example)

Illustration 75

g01131211

Leaky seal at the connector (typical example)

A. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires to enter the face of each connector at a perpendicular angle. Otherwise, the wire will deform the seal bore. Refer to Illustration 75. This will create a path for the entrance of moisture. Verify that the seals for the wires are sealing correctly.

Illustration 78

g01131165

Seal for ECM connector (typical example)

C. Disconnect the suspect connector and inspect the connector seal. Ensure that the seals are in good condition. If necessary, replace the connector. D. Thoroughly inspect the connectors for evidence of moisture entry.

Illustration 76

g01131276

Diagram for the installation of a connector plug (typical example) (1) Electronic Control Module (ECM) connector (2) Correctly inserted plug (3) Incorrectly inserted plug

Note: It is normal to see some minor seal abrasion on connector seals. Minor seal abrasion will not allow the entry of moisture.

234 Troubleshooting Section

If moisture or corrosion is evident in the connector, the source of the moisture entry must be found and the source of the moisture entry must be repaired. If the source of the moisture entry is not repaired, the problem will recur. Simply drying the connector will not fix the problem. Check the following items for the possible moisture entry path:

SENR9517-19

Test Step 2. Check the Wires for Damage to the Insulation A. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts. Inspect the wires for the following conditions:

• Missing seals

• Exposed insulation

• Improperly installed seals

• Rubbing of a wire against the engine

• Nicks in exposed insulation

• Rubbing of a wire against a sharp point

• Improperly mated connectors Moisture can also travel to a connector through the inside of a wire. If moisture is found in a connector, thoroughly check the connector's harness for damage. Also check other connectors that share the harness for moisture. Note: The ECM is a sealed unit. If moisture is found in an ECM connector, the ECM is not the source of the moisture. Do not replace the ECM. Expected Result:

B. Check all of the wiring harness fasteners in order to verify that the harness is properly secured. Also check all of the fasteners in order to verify that the harness is not compressed. Pull back the harness sleeves in order to check for a flattened portion of wire. A fastener that has been overtightened flattens the harness. This damages the wires that are inside the harness. Expected Result: The wires are free of abrasion, of nicks, and of cuts and the harness is properly clamped.

The harness wiring, connectors, and seals are in good condition. There is no evidence of moisture in the connectors.

• OK – The harness is OK. Proceed to Test Step 3.

Results:

• Not OK – There is damage to the harness.

• OK – The harness wiring, connectors, and seals are in good condition. Proceed to Test Step 2.

• Not OK – A problem has been found with the harness or the connectors.

Repair: Repair the connectors or the wiring, as required. Ensure that all of the seals are properly in place. Ensure that the connectors have been reattached. If corrosion is evident on the pins, sockets or the connector, use only denatured alcohol to remove the corrosion. Use a cotton swab or a soft brush to remove the corrosion. If moisture was found in the connectors, run the engine for several minutes and check again for moisture. If moisture reappears, the moisture is wicking into the connector. Even if the moisture entry path is repaired, it may be necessary to replace the wires. Verify that the repair eliminates the problem. STOP.

Results:

Repair: Repair the wires or replace the wires, as required. Verify that the repair eliminates the problem. STOP.

Test Step 3. Inspect the Connector Terminals A. Visually inspect each terminal in the connector. Verify that the terminals are not damaged. Verify that the terminals are properly aligned in the connector and verify that the terminals are properly located in the connector. Expected Result: The terminals are properly aligned and the terminals appear undamaged. Results:

• OK – The terminals are OK. Proceed to Test Step 4.

• Not OK – The terminals of the connector are damaged.

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235 Troubleshooting Section

Repair: Repair the terminals and/or replace the terminals, as required.

Test Step 5. Check Individual Pin Retention into the Socket

Verify that the repair eliminates the problem. STOP.

Test Step 4. Perform a Pull Test on Each Wire Terminal Connection

Illustration 80

g01131604

Diagram for testing pin retention (typical example)

Illustration 79

g01131435

A. Verify that the sockets provide good retention for the pins. Insert a new pin into each socket one at a time in order to check for a good grip on the pin by the socket.

Receptacle lock wedge (typical example)

Expected Result:

A. Ensure that the locking wedge for the connector is installed properly. Terminals cannot be retained inside the connector if the locking wedge is not installed properly.

The sockets provide good retention for the new pin.

B. Perform the 45 N (10 lb) pull test on each wire. Each terminal and each connector should easily withstand 45 N (10 lb) of tension and each wire should remain in the connector body. This test checks whether the wire was properly crimped in the terminal and whether the terminal was properly inserted into the connector. Expected Result: Each terminal and each connector easily withstands 45 N (10 lb) of pull and each wire remains in the connector body. Results:

• OK – All terminals pass the pull test. Proceed to Test Step 5.

• Not OK – A wire has been pulled from a terminal or a terminal has been pulled from the connector.

Repair: Use the 1U-5804 Crimp Tool to replace the terminal. Replace damaged connectors, as required. Verify that the repair eliminates the problem. STOP.

Results:

• OK – The terminals are OK. Proceed to Test Step 6.

• Not OK – Terminals are damaged. Repair: Use the 1U-5804 Crimp Tool to replace the damaged terminals. Verify that the repair eliminates the problem. STOP.

Test Step 6. Check the Locking Mechanism of the Connectors A. Ensure that the connectors lock properly. After locking the connectors, ensure that the two halves cannot be pulled apart. B. Verify that the latch tab of the connector is properly latched. Also verify that the latch tab of the connector returns to the locked position. Expected Result: The connector will securely lock. The connector and the locking mechanism are without cracks or breaks. Results:

• OK – The connectors are in good repair. Proceed to Test Step 7.

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• Not OK – The connector's locking mechanism is damaged or missing.

Repair: Repair the connector or replace the connector, as required. Verify that the repair eliminates the problem. STOP.

Test Step 7. Check the Allen Head Screws on the Connectors Visually inspect the allen head screws for the ECM connectors. Ensure that the threads on each allen head screw are not damaged. A. Connect the ECM connectors.

Illustration 83

g01132863

Allen head screw for the 40 pin ECM connector (typical example)

c. Torque the allen head screw for the 40 pin ECM connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).

Illustration 81

g01132827

Allen head screw for the 120 pin ECM connector (typical example)

a. Torque the allen head bolt for the 120 pin ECM connector to 7.0 ± 0.5 N·m (60 ± 4 lb in).

Illustration 84

g01133047

Allen head screw for the 40 pin customer connector and the 70 pin customer connector (typical example)

B. Connect the customer connector. Torque the allen head screw for the 40 pin customer connector and the 70 pin customer connector to 2.25 ± 0.25 N·m (20 ± 2 lb in). Expected Result: The ECM connector is secure and the allen head screws are properly torqued. Results: Illustration 82

g01132849

Allen head screw for the 70 pin ECM connector (typical example)

b. Torque the allen head screw for the 70 pin ECM connector to 6.0 + 1.5 - 0.5 N·m (55 + 13 - 4 lb in).

• OK – The ECM connectors and the customer

connector is properly connected. Proceed to Test Step 8.

• Not OK – The allen head screws for the ECM

connector or the customer connector is damaged.

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237 Troubleshooting Section

Repair: Repair the connector or replace the connector, as required. Verify that the repair eliminates the problem.

• 102-3 Boost Pressure voltage high (25)

STOP.

• 108-3 Barometric Pressure voltage high (26)

Test Step 8. Perform the “Wiggle Test” on the Caterpillar Electronic Technician (ET) A. Select the “Wiggle Test” from the diagnostic tests on Cat ET. B. Choose the appropriate group of parameters to monitor. C. Press the “Start” button. Wiggle the wiring harness in order to reproduce intermittent problems. If an intermittent problem exists, the status will be highlighted and an audible beep will be heard. Expected Result: No intermittent problems were indicated during the “Wiggle Test”. Results:

• OK – No intermittent problems were found. The

harness and connectors appear to be OK. If you were sent from another procedure, return to the procedure and continue testing. If this test has resolved the problem, return the engine to service. STOP.

• Not OK – At least one intermittent problem was indicated.

Repair: Repair the harness or the connector. Verify that the repair eliminates the problem. STOP. i02881467

Engine Pressure Sensor Open or Short Circuit - Test SMCS Code: 1439-038-PX; 1718-038; 1923-038; 1924-038 System Operation Description: This procedure covers the following diagnostic codes:

• 94-3 Fuel Pressure voltage high (37) • 94-4 Fuel Pressure voltage low (37) • 100-3 Oil Pressure voltage high (24) • 100-4 Oil Pressure voltage low (24)

• 102-4 Boost Pressure voltage low (25)

• 108-4 Barometric Pressure voltage low (26) • 164-3 Injection Actuation Pressure voltage high (15)

• 164-4 Injection Actuation Pressure voltage low (15) Background Information The Engine Control Module (ECM) continuously creates a pull-up voltage on the signal wire for each sensor. The ECM uses this pull-up voltage in order to detect a problem in the signal circuit. When the ECM detects voltage that is above a threshold on the signal wire, the ECM activates a -3 diagnostic code. When the ECM detects voltage that is below a threshold on the signal wire, the ECM activates a -4 diagnostic code. Note: There may be a delay of 30 seconds in order for Caterpillar Electronic Technician (ET) to display an active diagnostic code. When you check for a diagnostic code, be sure to wait at least 30 seconds. The most likely cause of a code is a problem with an electrical connector or wiring. The least likely cause of a code is the ECM. 108-3 Diagnostic Code and High Crankcase Pressure Some atmospheric pressure sensors that are located in the engine block actually sense crankcase pressure rather than atmospheric pressure. With this type of installation, crankcase pressure of approximately 14 kPa (2 psi) can cause the 108-3 diagnostic code to be generated. Before you proceed with this test, determine whether the sensor is sensing crankcase pressure or atmospheric pressure. If the sensor is sensing crankcase pressure, connect Caterpillar Electronic Technician (ET) to the ECM and clear the diagnostic code. Do not start the engine. Maintain electrical power to the ECM. Wait at least 30 seconds for generation of the diagnostic code. Slowly wiggle the wiring for the sensor in an attempt to generate an intermittent code. If the 108-3 code is generated, continue with the functional test. If the 108-3 code is not generated, there is either a problem with high crankcase pressure or the code is intermittent, due to a loose connector or damaged wiring.

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A plugged crankcase breather will cause excessive crankcase pressure. Leakage of the crankshaft seal can occur. Sealing of the piston rings can be lost. This will enable crankcase blowby to further increase the crankcase pressure. If the piston rings do not seal, blowby will increase the crankcase pressure and the problem will become worse. Performance will deteriorate. The engine will have poor combustion. Deposits will build up on the pistons, on the valves, and in the cylinder heads. Downward pumping of the pistons against the increased crankcase pressure will further reduce the performance. Sticking of the pistons will also increase the crankcase pressure. If the problem is not resolved, piston seizure will result. If a problem with a piston is suspected, do not operate the engine. Inspect the cylinder liner for scoring and for scuffing. Replace the piston rings and the cylinder liner, if necessary. To eliminate crankcase pressure as the cause of the 108-3 diagnostic code, inspect the crankcase breather. If the breather is plugged, clean the breather or replace the breather. Make sure that the air passages for the breather's system are clear. To verify that the plugged breather was the problem, operate the engine at a high load for at least 30 seconds. If the code does not recur, return the engine to service.

Illustration 85 Schematic for the engine pressure sensors

g01239731

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Illustration 86

239 Troubleshooting Section

g01239672

Locations of the engine pressure sensors (typical left side engine view) (1) (2) (3) (4) (5) (6) (7)

Fuel pressure sensor Injection actuation pressure sensor Barometric pressure sensor Boost pressure sensor Engine oil pressure sensor Engine Control Module (ECM) J2/P2 ECM connector

Illustration 87

g01239752

Terminal locations at the P2 ECM connector for the engine pressure sensors (P2-2) Sensor supply (+5 VDC) (P2-3) Sensor return (P2-14) Barometric pressure (P2-17) Fuel pressure (if equipped) (P2-24) Engine oil pressure (P2-25) Injection actuation pressure (P2-40) Boost pressure (P2-41) Sensor supply (engine oil pressure sensor) (+5 VDC) (P2-42) Sensor return (engine oil pressure sensor)

240 Troubleshooting Section

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Note: Do not disconnect any harness connectors in order to perform this procedure. a. Carefully install the spoons (multimeter probes) into the terminal locations for the +5 volt sensor supply and the sensor return at the P2 ECM connector. b. While you observe the voltage reading on the multimeter, wiggle the wires and pull on the wires at the connector for the suspect sensor. The voltage reading will not vary more than 0.5 volts for a solid electrical connection. Illustration 88

g01159881

Terminal locations at the sensor connector for the engine pressure sensors

c. Remove the spoons (multimeter probes) from the connector.

(Terminal A) Sensor supply (Terminal B) Sensor return (Terminal C) Sensor signal

D. Check for an intermittent problem at the ECM connector:

Test Step 1. Determine if the Code is Logged or Active

Note: Do not disconnect any harness connectors in order to perform this procedure.

A. Connect Cat ET to the service tool connector. B. Restore electrical power to the engine ECM. C. Monitor the active diagnostic code and the logged diagnostic codes on Cat ET. Note: Wait at least 30 seconds in order for diagnostic codes to become active. Identify the diagnostic code. Results:

• Logged code Repair: Do not troubleshoot a logged code unless the code relates to an operator complaint. If the code is logged and the code does not relate to an operator complaint, clear the code. If the code is logged and the code relates to an operator complaint, proceed to Test Step 2.

• Active code – Proceed to Test Step 3. Test Step 2. Check the Integrity of the Connections at the Connectors A. Turn the keyswitch to the ON position. Do not start the engine. B. Install a 7X-1708 Multimeter Probe (RED) and a 7X-1709 Multimeter Probe (BLACK) onto the test leads of a multimeter. C. Check for an intermittent problem at the connector for the suspect sensor:

a. Carefully install the spoons (multimeter probes) into the terminal locations for the +5 volt sensor supply and the sensor return at the connector for the suspect sensor. b. While you observe the voltage reading on the multimeter, wiggle the wires and pull on the wires for the +5 volt sensor supply and the sensor return at the ECM connector. The voltage reading will not vary more than 0.5 volts for a solid electrical connection. c. Remove the spoons (multimeter probes) from the connector. E. Turn the keyswitch to the OFF position. Expected Result: The voltage reading did not vary more than 0.5 volts during either test. Results:

• OK – The voltage reading did not vary more than 0.5 volts.

Repair: The connections are OK at the connectors. There does not appear to be an intermittent problem in the circuit at this time. Return the engine to service. STOP.

• Not OK – The voltage reading varied more than 0.5 volts during the test.

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Repair: Disconnect the suspect connector and inspect the connector and the terminals for moisture, damage, and corrosion. Repair the connectors and/or the terminals. Return the engine to service. STOP.

Test Step 3. Check the Supply Voltage at the Sensor Connector Turn the keyswitch to the ON position. Do not start the engine. Measure the voltage between terminal A (+5 V supply) and terminal B (sensor return) at the harness connector for the sensor that relates to the code. Expected Result: The voltage is between 4.5 VDC and 5.5 VDC.

241 Troubleshooting Section

Repair: Repair the wiring, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 5. Check the Signal Wire for an Open Circuit A. Disconnect the sensor that relates to the diagnostic code. B. Connect a jumper wire between the signal terminal and the return terminal on the harness connector for the sensor that relates to the diagnostic code. This will replace the sensor with a short circuit. C. Look for a -4 diagnostic code. Expected Result:

Results:

The -3 code does not change to a -4 code when the jumper wire is connected.

• OK – The voltage is between 4.5 VDC and

Results:

5.5 VDC. The supply voltage is at the sensor connector. Record the voltage measurement. If you are troubleshooting a -3 diagnostic code, proceed to Test Step 4. If you are troubleshooting a -4 diagnostic code, proceed to Test Step 7.

• Not OK – The voltage is less than 4.5 VDC or the voltage is greater than 5.5 VDC.

Repair: The voltage of the sensor supply is incorrect. Refer to Troubleshooting, “5 Volt Engine Pressure Sensor Supply Circuit - Test”. STOP.

Test Step 4. Check for Battery Voltage on the Signal Wire Measure the voltage between the signal terminal and the return terminal on the harness connector for the sensor that relates to the diagnostic code. Expected Result: The voltage measurement is less than the +Battery voltage. Results:

• OK – The voltage measurement is less than the

+Battery voltage. The signal wire is not shorted to the +Battery. Proceed to Test Step 5.

• Not OK – The voltage measurement is

approximately equal to the +Battery voltage. The signal wire is shorted to the +Battery.

• OK – The -3 code does not change to a -4 code

when the jumper wire is connected. Connect the sensor. There is a problem with the wiring harness or with the ECM. Proceed to Test Step 6.

• Not OK – The -3 code changes to a -4 code when the jumper wire is connected. The wiring harness and the ECM are OK. Repair: Perform the following procedure: 1. Remove the jumper wire. 2. Connect a new sensor to the engine harness. Do not install the sensor into the engine. 3. Verify that the active -3 diagnostic code does not recur. 4. Install the sensor into the engine. 5. Clear all logged diagnostic codes and return the engine to service. STOP.

Test Step 6. Check the ECM for Proper Operation A. Determine the P2 signal terminal and the P2 return terminal that relates to the diagnostic code. B. Remove the signal terminal and the return terminal from the P2 connector.

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C. Install a jumper wire into the P2 connector between the signal terminal and the return terminal. This will replace the engine wiring with a short circuit.

Expected Result:

D. Look for a -4 diagnostic code.

Results:

Expected Result:

• OK – When the sensor is disconnected, the -4

A -4 code is active when the jumper wire is installed. Results:

• OK – A -4 code is active when the jumper wire is

installed. The ECM detected the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the harness connector for the sensor. There is an open circuit in the wiring. Repair: Repair the wiring, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

• Not OK – A -4 code is not active when the jumper wire is installed. The ECM does not detect the jumper wire at the P2 connector. There is a problem with the ECM. Repair: Perform the following procedure: 1. Restore the P2 wiring to the original configuration. 2. Temporarily install a test ECM. Refer to Troubleshooting, “Test ECM Mode”. 3. Verify that the problem is resolved. 4. Install the original ECM and verify that the original problem returns. 5. If the problem returns with the original ECM, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

Test Step 7. Check the Signal Wire for a Short Circuit A. Disconnect the sensor that applies to the -4 diagnostic code. B. Look for a -3 diagnostic code. C. Connect the sensor and look for a -4 diagnostic code.

When the sensor is disconnected, the -4 code remains.

code remains. There is a problem with the wiring harness or with the ECM. Proceed to Test Step 8.

• Not OK – When the sensor is disconnected, the -4 code changes to a -3 code. The harness and the ECM are OK. There is a problem with the sensor. Repair: Perform the following procedure: 1. Connect a new sensor to the engine harness. Do not install the sensor into the engine. 2. Verify that the active -4 diagnostic code does not recur. 3. Install the sensor into the engine. 4. Clear all logged diagnostic codes and return the engine to service. STOP.

Test Step 8. Check the ECM for Proper Operation A. Determine the P2 signal terminal that relates to the diagnostic code. B. Remove the signal terminal from the P2 connector. C. Check if the -4 diagnostic code becomes an active -3 active code. Expected Result: A -3 code is active when the signal wire is disconnected from the P2 connector. Results:

• OK – A -3 code is active when the signal wire is

disconnected from the P2 connector. The ECM detected the open circuit at the P2 connector. However, the ECM did not detect the open circuit at the harness connector for the sensor. There is a problem with the wiring between the P2 connector and the harness connector for the sensor. There may be a problem with a connector. Repair: Repair the wiring or the connector, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

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243 Troubleshooting Section

• NOt OK – A -3 code is not active when the signal wire is disconnected from the P2 connector. The ECM did not detect the open circuit at the P2 connector. There is a problem with the ECM. Repair: Perform the following procedure: 1. Restore the P2 wiring to the original configuration. 2. Temporarily install a test ECM. Refer to Troubleshooting, “Test ECM Mode”. 3. Verify that the problem is resolved. 4. Install the original ECM and verify that the original problem returns. 5. If the problem returns with the original ECM, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP. i02375648

Engine Running Output Circuit - Test SMCS Code: 1901-038 System Operation Description: Use this procedure in order to determine if the circuit for the engine running output is operating properly. There are no diagnostic codes for this circuit. Background Information The engine running output is located on J1/P1-13 (Output 4) of the Engine Control Module (ECM) . The engine running output turns on when the engine is running. The engine running output turns off when the engine rpm equals zero. This output can be used to prevent the engagement of the starter while the engine is running. The output can be connected to a relay that disables the starter. The relay is normally closed so cranking can be achieved immediately at powerup. During cranking, the ECM energizes the engine running output once engine rpm reaches 50 rpm below low idle. The output is de-energized if the engine speed falls below the programmed low idle by 100 rpm. The low idle rpm is programmable. The range for low idle is between 700 rpm and 800 rpm.

244 Troubleshooting Section

Illustration 89

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g01151036

Engine running output circuit

GMT-560 Applications GMT-560 applications have a programmable parameter “Engine Running Output” that can be programmed to “P1/J1:31”. If this parameter is programmed, the engine running output is located on ECM J1/P1-31 (Output 9). This feature allows the ECM to control a relay in order to prevent the starter from being engaged after the engine has started. When the ignition key switch is placed in the ON position, Output 9 is low. The relay is ON and the switch is closed. Current flows to the starter solenoid and this allows the starter to engage. When the engine speed reaches 600 rpm the output will go high. This de-energizes the relay and the switch opens. When the switch is open there is no current flow to the starter solenoid.

Illustration 90 Engine Running Output Circuit for GMT-560

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245 Troubleshooting Section

Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • No – There is a problem with the wiring. Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the problem is resolved. STOP.

Test Step 2. Use Caterpillar Electronic Technician (ET) to Check the Relay A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. C. Access the special test “Engine Running Output” on Cat ET. The “Engine Running Output” test will enable the engine running output when the test is active.

Illustration 91

g01151043

Pin locations on ECM connector (P1-13) Output 4 (P1-31) Output 9

D. Begin the “Engine Running Output” test and listen for the relay to click. You may need to be near the engine in order to hear the click. Expected Result:

Test Step 1. Inspect Electrical Connectors and Wiring

The relay activates when the special test is enabled.

A. Thoroughly inspect ECM vehicle harness connector J1/P1, and the firewall bulkhead connector.

• Yes – The ECM and vehicle components are

Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on terminal 13 in the ECM connector. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM.

Results: operating correctly. STOP.

• No – The ECM and vehicle components are not operating correctly. Proceed to Test Step 3.

Test Step 3. Use Cat ET to Check the ECM A. Verify that Cat ET is connected to the data link connector. B. Turn the ignition key switch to the OFF/RESET position. C. Disconnect the ECM vehicle harness connector J1/P1. D. Connect a breakout T between ECM connectors J1 and P1.

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E. Connect a voltage test lamp to terminal 13 (Output 4) and terminal 65 (-Battery) of the breakout T.

• You have been directed here from another

Note: If the vehicle is a GM-560 application, connect the voltage test lamp to terminal 31 (Output 9) and terminal 65 (-Battery) of the breakout T.

The following background information is related to this procedure:

F. Turn the ignition key switch to the ON position. G. Access the special test “Engine Running Output” on Cat ET. H. Cycle the special test “Engine Running Output” to “Active” and to “Not Active” and watch the voltage test lamp. I. Stop the special test. Note: A multimeter cannot be used in place of the voltage test lamp when the ECM outputs are being tested. Expected Result: The voltage test lamp turns on when the test is active. The voltage test lamp turns off when the test is not active. Results:

• Yes – The ECM is OK. The problem is in the

vehicle wiring. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

• No – There may be a problem with the ECM. Repair: Temporarily connect a test ECM. Use the “Engine Running Output Special Test” onCat ET to check the ECM. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Verify that the repair eliminates the problem. STOP. i02296119

Engine Speed/Timing Sensor Circuit - Test SMCS Code: 1439-038-VF; 1912-038

procedure.

The engine uses two engine speed/timing sensors. Both of the engine speed/timing sensors detect the reference for engine speed and timing from a unique pattern on the camshaft gear. The Engine Control Module (ECM) counts the time between pulses that is created by the sensor as the gear rotates in order to determine rpm. The ECM remembers the pattern of the pulses. The ECM uses the pattern of the pulses in order to determine the position of the crankshaft. When the timing has been established, the ECM triggers each injector in the correct firing order at the correct time. The actual timing and duration of each injection is based on engine rpm and on load. If the engine is running and the signal from one of the camshaft position sensors is lost, no noticeable change in engine performance will be noticed. The engine will start and the engine will run when only one sensor signal is present from either of the sensors. The loss of the signal from both of the sensors during engine operation will result in the termination of injection and the shutting down the engine by the ECM. The loss of the signal from both of the sensors during start-up will prevent the engine from starting. Both sensors are magnetic sensors. The two sensors are not interchangeable. Do not switch the positions of the sensors. The two sensors must be replaced as a pair. If the sensors are replaced, a timing calibration is not necessary for the engine. Timing calibration is only necessary after replacing an ECM that will not communicate. If a replacement of the ECM is required, the ECM parameters and the timing calibration can be transferred from the suspect ECM to the replacement ECM. Timing calibration will not be necessary. This feature requires the Caterpillar Electronic Technician (ET) and this feature is only possible if the existing ECM can communicate with Cat ET. Use the procedure “Copy Configuration - ECM Replacement” on Cat ET. Refer to Troubleshooting, “Programming Parameters” for more information.

System Operation Description:

When the sensors are being installed, complete all of the following tasks:

Use this procedure to troubleshoot the system only under the following conditions:

• Lubricate the O-ring with oil.

• There is an active diagnostic code or an easily

repeated diagnostic code that is associated with the engine speed/timing circuit.

• Ensure that the sensor has a face seal inside the connector body. If a seal is damaged or missing, replace the seal.

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247 Troubleshooting Section

• Ensure that the sensor is fully seated into the engine before tightening the bracket bolt.

• Ensure that the connector is latched on both sides. • Ensure that the harness is properly secured, and

ensure that the harness is attached to the harness clip.

Illustration 92 Schematic for the speed/timing sensors

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Note: If the diagnostic code is logged but not active, run the engine until the engine is at normal operating temperature. The problem may only occur when the engine is at the normal operating temperature. If the engine will not start, monitor the engine rpm from Cat ET while the engine is being cranked. Cat ET may need to be powered from another battery while the engine is being cranked. This is done in order to ensure that Cat ET does not reset. Expected Result: One or more of the diagnostic codes that are listed above are logged or active. Note: If you have been directed here from Troubleshooting, “Troubleshooting without a Diagnostic Code” for the following reason, select “No Engine rpm”:

• The engine rpm was not indicated on Cat ET. Results:

• OK – There is an active diagnostic code or a

logged diagnostic code. Proceed to Test Step 3.

• Not OK – If none of the codes that are listed are

active diagnostic codes or logged diagnostic codes and the engine is not running properly, refer to the appropriate symptoms in the service manual. STOP.

• No Engine rpm – Engine rpm is not indicated on Illustration 93

g01151050

Pin locations on ECM connector (P2-48) (P2-49) (P2-58) (P2-59)

Primary engine speed/timing positive Primary engine speed/timing negative Secondary engine speed/timing positive Secondary engine speed/timing negative

Cat ET. Proceed to Test Step 2.

Test Step 2. Check the Installation of the Sensors and the Bracket

Test Step 1. Check for Active Diagnostic Codes and Logged Diagnostic Codes A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. C. Check for one of the following logged diagnostic codes or active diagnostic codes:

• 64-02 Secondary engine speed loss of signal (34)

Illustration 94

g01151059

• 64-11 Secondary engine speed no pattern (34)

Flange of the sensor and mounting bracket

• 190-02 Primary engine speed loss of signal (34)

A. Inspect the bracket in order to ensure that the installation allows the flange of the sensor to be flush against the engine.

• 190-11 Primary engine speed no pattern (34)

Verify that the bracket is not bent. Note: The bracket cannot be replaced separately.

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249 Troubleshooting Section

B. Ensure that one O-ring has been installed on the sensor, and ensure that the O-ring is free of damage.

D. Ensure that the latch tab on the connector is properly latched and ensure that the latch tab is fully latched.

Note: If the flange of the sensor is bent or if an obstruction is preventing the sensor from reading a good pattern, the engine will not start.

E. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Results:

F. Repair the harness or repair the connector if a problem is found.

• OK – The sensors and the bracket are properly installed. Proceed to Test Step 3.

• Not OK Repair: Perform the following procedure in order to properly install the sensors and the bracket: 1. Loosen the bolt that holds the sensor mounting bracket to the engine. 2. Seat the sensor and tighten the bolt. If the sensor will not seat, repair the sensor or replace the sensor, as required. Note: The sensor must not be removed from the bracket. 3. Ensure that the sensor is properly oriented and that the harness is secured in the proper location. 4. Verify that the repair eliminates the problem. STOP.

Test Step 3. Measure the Sensor Resistance Through the Engine Harness A. Turn the ignition key switch to the OFF/RESET position. B. Thoroughly inspect ECM vehicle harness connector J2/P2. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. C. Perform a 45 N (10 lb) pull test on the following wires in the ECM engine harness connector P2 that are associated with the engine speed/timing sensors:

• P2-48 • P2-49 • P2-58 • P2-59 Refer to Illustration 93.

G. Ensure that the wiring harness is correctly routed and secured at the proper locations. H. Ensure that the harness wiring is not pulled too tightly. When the harness wiring is pulled too tightly, vibrations or movement can cause intermittent connections. I. Inspect the harness wiring for nicks and abrasions. J. If the harness and the connector are OK, disconnect ECM connector J2/P2. K. Use the following procedure to measure the sensor resistance (Ohms) for the primary speed/timing sensor: Refer to Illustration 93. a. Use a multimeter to measure the resistance from P2-48 (primary engine speed/timing sensor positive) to P2-49 (primary engine speed/timing sensor negative). b. Check for an intermittent open circuit or short circuit by moving the harness while the measurement for resistance is being taken. Pull the wires that are directly behind the sensors or shake the wires that are directly behind the sensors. Resistance ............................ 75 to 230 Ohms L. Use the following procedure to measure the sensor resistance (Ohms) for the secondary speed/timing sensor: Refer to Illustration 93. a. Use a multimeter to measure the sensor resistance (Ohms) from P2-58 (secondary engine speed/timing positive) to P2-59 (secondary engine speed/timing negative). b. Check for an intermittent open circuit or short circuit by moving the harness while the measurement for resistance is being taken. Pull the wires that are directly behind the sensors or shake the wires that are directly behind the sensors. Resistance ........................ 600 to 1800 Ohms

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Expected Result:

Results:

The readings agree with the values that are listed above.

• OK – The sensor resistance is correct. Proceed

Results:

• Not OK – The sensor resistance is out of the

• OK – Neither a short circuit nor an open circuit is indicated. Proceed to Test Step 5.

• Not OK – The sensor resistance is not within the acceptable range when the sensor resistance is measured through the engine harness. Proceed to Test Step 4.

Test Step 4. Measure the Resistance of the Sensor at the Sensor

to Test Step 5.

expected range.

Repair: Perform the following procedure in order to check and install the new sensor: 1. Before installing the new sensor, measure the resistance of the new sensor. Note: If the new sensor resistance is not in the correct range, inspect the wiring harness for damage.

A. Turn the ignition key switch to the OFF/RESET position.

If the new sensor resistance is in the correct range, install the new sensor in the engine, as follows:

B. Check the harness and the wiring for abrasion and for pinch points from the sensor back to the ECM.

a. Loosen the bolt that holds the sensor mounting bracket to the engine.

C. Disconnect the suspect sensor from the engine harness.

b. Ensure that one O-ring is installed and free of damage.

D. Thoroughly inspect ECM engine harness connectors for the sensors J401/P401 or J402/P402. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

c. Seat the sensor and tighten the bolt.

E. Use the following procedure to measure the sensor resistance (Ohms) for the primary speed/timing sensor at the sensor connector between terminal A and terminal B: a. Use a multimeter to measure the sensor resistance (Ohms) from J401-B (E964-WH) to J401-A (E963-BK). Resistance ............................. 75 to 230 Ohms F. Use the following procedure to measure the sensor resistance (Ohms) for the secondary engine speed/timing sensor at the sensor connector between terminal A and terminal B: a. Use a multimeter to measure the sensor resistance (Ohms) from J402-B (E966-YL) to J402-A (E965-BU). Resistance ........................ 600 to 1800 Ohms Note: Timing calibration is not necessary following replacement of the speed/timing sensors. Refer to the information in the system operation section regarding the installation of sensors. Expected Result: The readings agree with the values that are listed above.

If the sensor will not seat, repair the sensor or replace the sensor, as required. Note: The sensor must not be removed from the bracket. d. Ensure that the sensor is properly oriented and that the harness is secured in the proper location. 2. Verify that the repair eliminates the problem. STOP.

Test Step 5. Install the Bypass Harness for the Engine Speed/Timing Sensors A. Turn the ignition key switch to the OFF/RESET position. B. Disconnect ECM connector J2/P2. C. Install the wiring harness to the ECM engine harness connector P2. Connect the wiring:

• P2-48 to the white wire • P2-49 to the black wire • P2-58 to the yellow wire • P2-59 to the blue wire

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Note: Twisted pair wiring is required. Ensure that the wires have at least one twist per inch. D. Reconnect the engine harness connector J2/P2. E. Start the engine in order to determine if the bypass harness repairs the problem. Expected Result: The problem is corrected with the installation of the bypass harness.

251 Troubleshooting Section

Repair: Replace the sensor. Verify that the repair eliminates the problem. STOP. i03438480

Engine Temperature Sensor Open or Short Circuit - Test

Results:

SMCS Code: 1439-038-TA; 1906-038; 1921-038; 1922-038; 1928-038

• OK – The bypass harness corrected the problem.

System Operation Description:

Repair: Permanently install a new section of harness. STOP.

• Not OK – The bypass harness did not correct the problem.

Repair: Verify that the correct terminals have been installed in the correct location of the ECM engine harness connector P2. If the temporary harness was installed correctly, install the original wiring. Proceed to Test Step 6.

Test Step 6. Check the ECM A. Turn the ignition key switch to the OFF/RESET position. B. Temporarily connect a test ECM. C. Start the engine. Run the engine in order to repeat the conditions when the problem occurs. D. If the problem is resolved with the test ECM, reconnect the suspect ECM. E. If the problem returns with the suspect ECM, replace the ECM. Verify that the repair eliminates the problem. Expected Result: The problem remains with the suspect ECM. Results:

• OK – The problem is resolved with the test ECM

and the problem returns with the suspect ECM. Replace the ECM. Verify that the repair eliminates the problem. STOP.

• Not OK – The problem was not resolved with a test ECM.

The troubleshooting procedures for the diagnostic codes of each temperature sensor are identical. The temperature sensors are passive sensors that have two terminals. The passive sensors do not require supply voltage from the Engine Control Module (ECM). The sensor return is connected to terminal 2 of the sensor connector while the sensor signal is provided at terminal 1 of the sensor connector. The signal from terminal 1 of each sensor is supplied to the appropriate terminal at the ECM connector. Pull-up Voltage The ECM continuously outputs a pull-up voltage on the circuit for the sensor signal wire. The ECM uses this pull-up voltage in order to detect an open in the signal circuit. When the ECM detects the presence of a voltage that is above a threshold on the signal circuit, the ECM will generate an open circuit diagnostic code (3) for the sensor. If the sensor is disconnected at the sensor connector, the presence of pull-up voltage at the sensor connector indicates that the wires from the sensor connector to the ECM are not open or shorted to ground. If the sensor is disconnected at the sensor connector, the absence of pull-up voltage at the sensor connector indicates an open in the signal wire or a short to ground. If the sensor is disconnected at the sensor connector and the voltage at the sensor connector is different from pull-up voltage, the signal wire is shorted to another wire in the harness.

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Illustration 95 Schematic for engine temperature sensors

Illustration 97 Terminal locations at the P2 ECM connector Illustration 96 Terminal locations at the P1 ECM connector (P1-18) Sensor common (P1-26) Ambient air temperature

g01788354

(P2-18) Sensor common (P2-32) Engine coolant temperature (P2-35) Intake manifold air temperature

g01150436

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253 Troubleshooting Section

Test Step 1. Check for Active Diagnostic Codes

F. Check the harness and wiring for abrasions and for pinch points from the sensor to the ECM.

A. Connect Caterpillar Electronic Technician (ET) to the service tool connector.

Expected Result:

B. Turn the keyswitch to the ON position. Wait at least 30 seconds for activation of the diagnostic codes. C. Monitor the “Active Diagnostic Codes” screen on Cat ET. Expected Result: There is an active diagnostic code for one or more of the temperature sensors. Results:

• OK – There is an active diagnostic code for one or more of the temperature sensors. Proceed to Test Step 2.

• Not OK – There are no active diagnostic codes for the temperature sensors.

Repair: If there are logged diagnostic codes for one or more of the temperature sensors and the engine is not running properly, refer to the diagnostic section Troubleshooting, “Troubleshooting without a Diagnostic Code”. If the engine is running properly at this time, an intermittent condition may be causing logged codes. Refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect”. STOP.

Test Step 2. Inspect the Electrical Connectors and the Wiring

All connectors, pins, and sockets are completely coupled and/or inserted. The harness and wiring are free of corrosion, of abrasion, and of pinch points. Results:

• OK – The connectors and wiring are OK. Proceed to Test Step 3.

• Not OK – There is a problem in the connectors and/or wiring.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Check for “Active” or “Logged” Diagnostic Codes A. Turn the keyswitch to the ON position. Wait at least 15 seconds for activation of the diagnostic code. B. Access the “Active Diagnostic Codes” screen on Cat ET and check for active diagnostic codes. C. Determine if the problem is related to an open circuit diagnostic code 03 or a short circuit diagnostic code 04. Expected Result:

A. Turn the keyswitch to the OFF/RESET position.

No active codes are present.

B. Thoroughly inspect the J2/P2 ECM connector, the suspect sensor connector, and any other connectors in the circuit. Refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect” for details.

Results:

C. Perform a 45 N (10 lb) pull test on each of the wires in the sensor connector and the ECM connector that are associated with the active diagnostic code. D. Verify that the latch tab of the connector is properly latched. E. Check the allen head screw for each ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values.

• OK – No active codes are present. Repair: The problem seems to be resolved. There appears to be an intermittent problem in the wiring or in a connector. Carefully reinspect the connectors and wiring in order to identify the problem. Refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect” for additional information. STOP.

• Not OK – A short circuit diagnostic code -4 is active at this time. Proceed to Test Step 4.

• Not OK – An open circuit diagnostic code -3 is active at this time. Proceed to Test Step 5.

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Test Step 4. Create an Open Circuit at the Sensor Connector

F. Wait at least 15 seconds for activation of the short circuit diagnostic code -4.

A. Turn the keyswitch to the OFF/RESET position.

Note: Monitor the “Active Diagnostic Codes” screen on Cat ET before installing the jumper wire and after installing the jumper wire.

B. Disconnect the connector to the sensor with the short circuit diagnostic code -4. C. Turn the keyswitch to the ON position. Wait at least 30 seconds for activation of the diagnostic codes. D. Access the “Active Diagnostic Codes” screen on Cat ET and check for an active open circuit diagnostic code -3 for the suspect sensor. Expected Result: An open circuit diagnostic code -3 is now active for the disconnected sensor. Results:

• OK – A short circuit diagnostic code -4 was

active before disconnecting the sensor. An open circuit diagnostic code -3 became active after disconnecting the sensor.

G. Remove the jumper wire. H. Turn the keyswitch to the OFF/RESET position. Expected Result: A short circuit diagnostic code -4 is active when the jumper wire is installed. An open circuit diagnostic code -3 is active when the jumper wire is removed. Results:

• OK – The engine harness and the ECM are OK. Repair: Temporarily connect a new sensor to the harness, but do not install the new sensor in the engine. Check for an open circuit diagnostic code -3 while the new sensor is connected. If the open circuit diagnostic code -3 is not present, permanently install a new sensor. Clear any logged diagnostic codes.

Repair: Temporarily connect a new sensor to the harness, but do not install the new sensor in the engine. Check for a short circuit diagnostic code -4 while the new sensor is connected. If the short circuit diagnostic code -4 is not present, permanently install a new sensor. Clear any logged diagnostic codes.

• Not OK – The open circuit diagnostic code -3

Verify that the repair eliminates the problem.

Test Step 6. Check for Proper Operation of the ECM

STOP.

• Not OK – The short circuit diagnostic code -4 remains present. There is probably a short circuit between the sensor harness connector and the ECM. Leave the sensor disconnected at the sensor harness connector. Proceed to Test Step 6. Test Step 5. Create a Short Circuit at the Sensor Connector A. Turn the keyswitch to the OFF/RESET position. B. Unplug the suspect sensor at the suspect sensor's harness connector. C. Fabricate a jumper wire that is long enough to create a test circuit at the sensor connector. Crimp connector sockets to each end of the jumper wire. D. Install the jumper wire across the terminals at the harness connector for the suspect sensor. E. Turn the keyswitch to the ON position.

STOP. remains active with the jumper in place. There appears to be an open circuit between the ECM and the sensor. Proceed to Test Step 6.

A. Remove power from the ECM. B. Check the operation of the ECM by creating an open at the ECM. a. Remove the signal wire for the suspect sensor from the P1 ECM connector. Refer to Illustration 95 for terminal locations. b. Install a jumper wire with Deutsch sockets on each end into the socket for the signal wire of the suspect sensor. c. Reconnect the ECM connectors. d. Restore power to the ECM. Monitor the “Active Diagnostic Code” screen on Cat ET. An open circuit diagnostic code -3 should be active for the suspect sensor. Wait at least 30 seconds in order for the diagnostic codes to become active.

SENR9517-19

C. Check the operation of the ECM by creating a short at the ECM. a. Install a wire jumper between the wire jumper for the signal wire for the suspect sensor and engine ground. b. Monitor the “Active Diagnostic Code” screen on Cat ET. A -4 diagnostic code should be active when the wire jumper is installed. Wait at least 30 seconds in order for the diagnostic codes to become active. c. Remove the wire jumper. Reconnect all wires and connectors. Expected Result: A -3 diagnostic code is active when the sensor signal wire is removed from the ECM connector. A -4 diagnostic code is active when the signal wire is connected to engine ground. Results:

• OK – The ECM is operating properly. The problem

is in the wiring between the ECM and the connector for the rail.

255 Troubleshooting Section

i02375653

Exhaust Brake Circuit - Test SMCS Code: 1093-038 System Operation Description: Use this procedure to determine if the circuit for the exhaust brake (output 3) is operating correctly. There are no diagnostic codes for this output. Background Information The circuit for the exhaust brake relay is controlled by the Engine Control Module (ECM). The output indicates that conditions are acceptable for an exhaust brake to operate. Operation of the exhaust brake is inhibited during undesirable engine operating conditions. When the cruise control on/off switch is in the OFF position, the following conditions exist: All of the following conditions must be met in order to ensure the proper operation of the exhaust brake:

• Engine speed is above 1000 rpm. • The accelerator pedal position is less than seven percent.

Repair: If the code is active for more than one sensor, the problem is most likely in the return wire for the sensor. Repair the return wire for the sensor or replace the harness.

• The clutch pedal is released.

If the code is only active for one sensor, the problem is most likely in the signal wire for the sensor. Repair the signal wire for the sensor.

• The PTO on/off switch is off.

STOP.

• Not OK – One of the following conditions exists:

The -3 diagnostic code is not active when the sensor signal wire is disconnected. The -4 diagnostic code is not active when the wire jumper is installed. Repair: Replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

• The switch for the exhaust brake is on.

When the cruise control on/off switch is in the ON position, the following conditions exist: “Engine Brake Mode” Parameter When the cruise control on/off switch is on, this parameter provides two special options that allow the exhaust brake to be operated only after the driver has depressed the service brake pedal. The two modes of operation that follow are customer programmable:

• The coast mode engages the exhaust brake when the driver depresses the service brake pedal. The exhaust brake disengages when the driver releases the service brake pedal.

• The latch mode engages the exhaust brake when

the driver depresses the service brake pedal. The exhaust brake remains engaged until the control detects a change in the control input. The following actions are examples of a change in a control input:

• The throttle is depressed. • The clutch pedal is depressed.

256 Troubleshooting Section

SENR9517-19

• The engine speed drops below 900 rpm.

• The ECM detects an excessive load on the engine.

The third option for the “Engine Brake Mode ” parameter is “Manual”. The manual mode operates in the same manner regardless of the position of the cruise control on/off switch. The driver is not required to depress the service brake pedal in order to initiate the exhaust brake. Depress the service brake pedal in order to initiate the exhaust brake in the latch mode and in the coast mode.

• The engine rpm is less than 500 rpm. The engine

Note: The latch mode and the coast mode are customer programmable options. The latch mode and the coast mode determine the operation of the exhaust brake only when the cruise control switch is in the ON position. The latch mode and the coast mode do not determine the operation of the exhaust brake when the engine is active in cruise control. Latch mode and coast mode require the initiation of the service brake before acting. The action of the service brake disengages the cruise control. Note: The output for the exhaust brake is disabled whenever the PTO on/off circuit is on and the customer parameter “PTO Configuration” is programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle”. Warm Up Mode The exhaust brake can be used to apply a parasitic load to the engine in order to aid engine warm-up. The exhaust brake will help the engine achieve normal operating temperatures. To use this feature, the parameter “Exhaust Brake Warm Up Configuration” must be programmed to “Warm Up Only” or “Exhaust Brake & Warm Up”. Also, the on/off switch for the exhaust brake must be in the ON position and the parameter “Exhaust Brake Switch” must be programmed to “J1/P1:16” or to one of the J1939 options. The “Warm Up Mode Idle Speed” parameter must be programmed to an engine speed between 700 rpm and 1400 rpm. If the preceding conditions are met, the engine will ramp up to the engine rpm that is programmed into the “Warm Up Mode Idle Speed” parameter. Warm up mode will terminate when the engine reaches normal operating temperatures or when one of the following conditions are met:

• The service brake is depressed. • The clutch pedal is depressed. • The exhaust brake switch is turned off. • The vehicle is in gear. • The throttle is depressed. • The vehicle speed is greater than one mph.

rpm is greater than 1450 rpm.

Exhaust Brake Switch An on/off switch can be used to provide operator control of the exhaust brake in order to inhibit operation during undesirable conditions. Two different methods may be used. An in-line switch can be installed in the output circuit for the exhaust brake (terminal 12). The switch will turn the brake off by opening the circuit. This removes power from the brake relay. Opening the switch does not disable the output driver. Opening the switch disables the exhaust brakes. An in-line switch can be installed in the input circuit for the exhaust brake (terminal 16). This method allows the ECM to broadcast the correct status of the exhaust brake over the data link. With the first method that is described above, the brake can be disabled but the output remains active. If the on/off switch for the exhaust brake is installed in the output circuit, the “Exhaust Brake Switch” parameter must be programmed to “NONE”. If the on/off switch is connected to the ECM switch input (P1-16), the “Exhaust Brake Switch” parameter must be programmed to “J1/P1:16”, to “Cab Controller”, “Body Controller”, or to “Instrument Cluster”. If the J1939 data link is used to transmit the status of the on/off switch for the exhaust brake, the “Exhaust Brake Switch” parameter must be programmed to “Cab Controller”, “Body Controller”, or to “Instrument Cluster”. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

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Illustration 98

257 Troubleshooting Section

g01151067

Circuit schematic for the exhaust brake that is powered by a relay circuit

Illustration 99

g00862411

Typical circuit schematic for the on/off switch that is connected to an ECM input The return wire may be connected to P1-3, P1-5, or P1-18.

Illustration 100 Circuit schematic for the on/off switch that is connected in series with the output circuit

g00862521

258 Troubleshooting Section

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Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• Yes – The wiring is OK. Proceed to the Test Step 2. • No – The wiring is OK. Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Connect Caterpillar Electronic Technician (ET) and Check the Accelerator Pedal Position Sensor and the Clutch Pedal Position Switch A. Ensure that the cruise control on/off switch is OFF. B. Connect Caterpillar Electronic Technician (ET) to the cab data link connector. C. Turn the ignition key switch to the ON position.

Illustration 101

g01151075

Pin locations on ECM connector (P1-12) Output 3

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM connectors J1/P1 and the firewall bulkhead connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the connections for the circuit for the exhaust brakes. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM.

D. Use the following procedure to check the accelerator pedal position sensor: a. Monitor the duty cycle of the throttle sensor on Cat ET. Access the “Accelerator Pedal Position” display screen. b. While the duty cycle is being monitored on Cat ET depress the accelerator pedal and release the accelerator pedal. Repeat this action several times. E. If a manual transmission is installed, use the following procedure to check the status of the “Clutch Pedal Position Switch”: a. Access the status screen on Cat ET for the “Clutch Pedal Position Switch”. b. While the status screen is being monitored, depress the clutch pedal and release the clutch pedal. Repeat this action several times.

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259 Troubleshooting Section

Expected Result: The duty cycle of the accelerator pedal position sensor is between 3 percent and 100 percent. The status of the “Clutch Pedal Position Switch” on Cat ET changes from OFF to ON when the clutch pedal is depressed. The status of the “Clutch Pedal Position Switch” changes from ON to OFF when the clutch pedal is released. Results:

• OK – Both outputs are correct. Proceed to Test Step 3.

• Not OK – The “Accelerator Pedal Position” is

B. Verify that the ignition key switch is in the ON position. C. Turn the switch ON for the exhaust brake. D. Access the status screen on Cat ET for the “Exhaust Brake Special Test”. E. Turn the on/off switch for the exhaust brake to the ON position. F. Begin the “Exhaust Brake Special Test” while you listen for the solenoids to click. You may need to be closer to the engine in order to hear the click of the solenoid.

incorrect.

Expected Result:

Repair: Perform the following diagnostic procedure:

All of the solenoids and all of the relays are operating correctly.

Troubleshooting, “Pulse Width Modulated Sensor”.

Results:

STOP.

• Yes – All of the solenoids and all of the relays are

• Not OK – The “Clutch Pedal Position Switch”

operating correctly. STOP.

status is incorrect.

• No – A component is not operating correctly.

Repair: Perform the following diagnostic procedure:

Test Step 4. Use Cat ET to Check the ECM

Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”.

A. Turn the ignition key switch to the OFF/RESET position.

STOP.

B. Disconnect the ECM engine harness connector J1/P1.

Proceed to Test Step 4.

Test Step 3. Connect Cat ET and Check the Solenoids and the Relays

C. Connect a breakout T to the ECM connector J1/P1. D. Connect a voltage test lamp to terminal 12 (Output 3) and terminal 65 (-Battery) of the breakout T. E. Turn the ignition key switch to the ON position. F. Access the special test for the “Exhaust Brake Special Test” on Cat ET. G. While the voltage test lamp is being observed, cycle the special test for the exhaust brake to the ON and OFF positions. H. Stop the special test.

Illustration 102

g01151079

Pin location on breakout T (12) Output 3 (65) - Battery

A. Verify that Cat ET is connected to the cab data link connector.

Expected Result: The voltage test lamp behaves in the following manner:

• The voltage test lamp turns on when the test is active.

260 Troubleshooting Section

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• The voltage test lamp turns off when the test is not active.

Results:

• Yes – The test lamp behaves correctly. There is a problem in the harness.

Repair: Repair the engine harness or replace the engine harness. Verify that the repair eliminates the problem. STOP.

• No – The test lamp behaves incorrectly. Repair: Perform the following procedure: 1. Verify that the switch for the exhaust brake is ON. Verify that the Cat ET status screen reflects this condition. 2. Temporarily connect a test ECM. 3. Remove all jumpers and replace all connectors. 4. Repeat the test step.

The Engine Control Module (ECM) can use various inputs in a number of ways. The inputs depend on the parameter programming. Certain features are available on several different inputs. When an exhaust particulate filter is installed, the parameter “PTO Configuration” is automatically programmed to “Cab Switches”. This parameter cannot be reprogrammed. Diagnostic Module The diagnostic module provides a way to alert the driver if the exhaust particulate filter becomes plugged. The module monitors exhaust temperature and exhaust back pressure. When the temperature or the pressure reaches a predetermined level, the diagnostic module closes a switch that is connected to the ECM at J1/P1-7 input 4 and J1/P1-18 input sensor common 1. When the switch is closed the ECM derates the engine and a warning light may be illuminated. When the engine is derated, the engine speed is limited to 1200 rpm and the vehicle speed is limited to 72 km/h (45 mph). Refer toSpecial Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters” if a problem is suspected with the diagnostic module.

5. If the problem is resolved with the test ECM, connect the suspect ECM. Test the circuit again. 6. If the problem returns with the suspect ECM, replace the ECM. Verify that the problem is resolved. STOP. i02840289

Diesel Particulate Filter Circuit - Test SMCS Code: 1091-038 System Operation Description: Use this procedure under the following situation: Use this procedure to determine if the circuit for the diagnostic module is operating correctly. The following background information is related to this procedure:

Illustration 103

g00890690

Typical circuit schematic for the diagnostic module The return wire may be connected to P1-3, P1-5, or P1-18.

SENR9517-19

261 Troubleshooting Section

D. Check the harness and the wiring for abrasion and for pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM. Refer to Illustration 104 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Switch Circuit for the ECM

Illustration 104

g01151099

Pin locations on ECM connector (P1-7) Input 4 (P1-18) Input sensor common 1

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connectors, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the torque limit switch.

Illustration 105

g01151100

Pin locations on ECM connector

The wires are on the following terminals:

• P1-7 • P1-18 C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

(P1-7) Input 4 (P1-18) Input sensor common 1

A. Turn the ignition key switch to the OFF/RESET position. B. Install a 140-2266 Cable breakout T to the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.

262 Troubleshooting Section

SENR9517-19

D. Insert the jumper wire into terminal 7 of the breakout T. Connect the other end of the jumper wire to terminal 18 in the breakout T. Terminal 18 is input sensor common 1.

F. Alternately remove the jumper wire and then insert the jumper wire at the terminals on the diagnostic module. At the same time, watch the status screen on Cat ET.

E. Connect Caterpillar Electronic Technician (ET) to the cab data link connector.

Expected Result:

F. Turn the ignition key switch to the ON position. G. Alternately remove the jumper wire and then insert the jumper wire from terminal 18. At the same time, monitor the status screen on Cat ET . Expected Result: The input status changes to “ON” with the jumper wire in place. The input status changes to “OFF” when the jumper wire is removed. Results:

• OK – The ECM is functioning properly at this time. Proceed to Test Step 3.

The input status changes to “ON” with the jumper wire in place. The input status changes to “OFF” when the jumper wire is removed. Results:

• OK – The vehicle wiring is OK. Repair: Refer to Special Instruction, REHS1807, “Installation Guide for Diesel Particulate Filters” for troubleshooting the diagnostic module. STOP.

• Not OK – The problem is in the vehicle wiring between the ECM and the diagnostic module.

Repair: Perform the following repair:

Repair: Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved.

1. Temporarily connect a test ECM.

STOP.

• Not OK – The ECM is not functioning properly.

2. Remove all jumpers and replace all connectors.

i02296164

3. Recheck the system for active diagnostic codes.

Fast Idle Enable Circuit - Test

4. Repeat the Test Step.

SMCS Code: 1900-038

5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

System Operation Description:

6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

Test Step 3. Insert a Jumper Wire at the Diagnostic Module A. Turn the ignition key switch to the OFF/RESET position. B. Reconnect the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire between the two terminals at the diagnostic module. E. Turn the ignition key switch to the ON position.

Use this procedure under the following situation: Use this procedure to determine if the fast idle switch is operating correctly. The following background information is related to this procedure: A fast idle switch (momentary switch) and a fast idle lamp can be installed. The operator can use the fast idle switch in either of the following ways:

• Press and release the fast idle switch in order to

use the engine speed that is programmed into the “Fast Idle RPM 1” parameter.

• Use the accelerator pedal to accelerate the engine to the desired engine speed. Press and release the fast idle switch in order to maintain the engine speed at the desired engine speed.

SENR9517-19

263 Troubleshooting Section

A second programmable parameter “Fast Idle RPM 2” provides a second engine rpm set speed. The Engine Control Module (ECM) will increase the engine speed from low idle to the engine speed that is programmed in the “Fast Idle RPM 1” parameter when the fast idle switch is pressed and then released. The ECM will set the engine speed to the rpm that is programmed in the “Fast Idle RPM 2” parameter when the fast idle switch is pressed and then released again. Input 18 (P1-40) is used as a switch input for fast idle operation. This feature does not require an input selection to be programmed to enable the switch input. A momentary connection between P1- 40 and a sensor common will initiate the fast idle operation. The “Fast Idle RPM 2” and/or “Fast Idle RPM 1” parameters must be programmed to the desired engine operating speeds. The engine rpm set speed will not be maintained if any of the following actions occur:

• The service brake is depressed. • The clutch pedal is depressed. • The neutral switch indicates that the transmission is in gear.

A lamp can be connected to output 9 in order to indicate when fast idle is in operation. The “Fast Idle Enable Lamp” parameter must be programmed to “J1/P1:21” or “J1/P1:31” to enable the lamp operation. Illustration 107

g01151104

Pin locations on ECM connector (P1-5) AP sensor/switch common (P1-40) Input 18

Test Step 1. Check the Electrical Connectors and the Wiring A. Thoroughly inspect the ECM vehicle harness connector J1/P1, terminal 40, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the fast idle switch circuit. The wires are on the following terminals:

• J1/P1-40 Illustration 106

g00770407

Typical circuit schematic The return wire may be connected to P1-3, P1-5, or P1-18.

• J1/P1-5 C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

264 Troubleshooting Section

D. Check the harness and the wiring for abrasion and pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM.

SENR9517-19

Test Step 3. Check the Switch Circuit for the ECM

Refer to Illustration 107 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK – Repair the wiring and connectors or

replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Use the Electronic Service Tool to Check the Status of the Fast Idle Switch

Illustration 108

g01151108

Pin locations on breakout T

A. Connect Caterpillar Electronic Technician (ET) to the data link connector.

(5) AP sensor/switch common (40) Fast idle switch (Input 18)

B. Turn the ignition key switch to the ON position.

A. Turn the ignition key switch to the OFF/RESET position.

C. Operate the switch in the ON position and the OFF position. D. View the “Fast Idle Switch” status on Cat ET. Note: A fast idle rpm must be programmed in order to automatically go to a set speed. Expected Result: The status screen should indicate “ON” if the switch is turned on. The status screen should indicate “OFF” if the switch is off. Results:

• Yes – The switch is operating normally. Continue troubleshooting if the original condition is not resolved. STOP.

• No – The ECM is not reading the change of the switch status. Proceed to Test Step 3.

B. Install a breakout T to the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire into terminal 40 of the breakout T. Connect the other end of the jumper wire to terminal 5 in the breakout T. Terminal 5 is AP sensor/switch common. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire from terminal 5. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status changes to “ON” with the jumper wire in place. The switch status changes to “OFF” when the jumper wire is removed. Results:

• Yes – The ECM is functioning properly at this time. Proceed to Test Step 4.

• No – The ECM is not functioning properly. Repair: Perform the following repair:

SENR9517-19

1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

Test Step 4. Insert a Jumper Wire at the Switch A. Turn the ignition key switch to the OFF/RESET position. B. Reconnect the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire between the two switch terminals of the fast idle switch. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire at the switch terminals. At the same time, watch the status screen on Cat ET. Expected Result: The switch status changes to “ON” with the jumper wire in place. The switch status changes to “OFF” when the jumper wire is removed. Results:

• Yes Repair: Perform the following diagnostic procedure:

265 Troubleshooting Section

Test Step 5. Insert a Jumper Wire at the Bulkhead Connector A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Locate the socket for the fast idle switch in the engine side of the bulkhead connector for the wiring to the ECM. D. Insert the wire jumper pin between the switch socket and the sensor common connection. Install the jumper wire on the engine side of the bulkhead connector for the wiring to the ECM. E. Turn the ignition key switch to the ON position. F. Alternately connect and then disconnect the jumper wire. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status changes from “ON” with the jumper wire in place. The switch status changes to “OFF” when the jumper wire is removed. Results:

• Yes – The problem is in the vehicle wiring between

the bulkhead connector and the switch. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

i02375659

Fast Idle Lamp Circuit - Test SMCS Code: 1901-038

Replace the fast idle switch.

System Operation Description:

Verify that the repair eliminates the problem.

Use this procedure to determine if the fast idle lamp is operating properly.

STOP.

• No – There is a problem in the wire harness

between the fast idle switch and the ECM. Proceed to Test Step 5.

Output 8 or output 9 can operate as a fast idle lamp or a wait to start lamp. The parameter “Fast Idle Lamp” can be programmed to “J1/P1:31” output 9, to “J1/P1:21” output 8, or to “None”. Electrical Connections of the Lamp

266 Troubleshooting Section

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One terminal of the lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the Engine Control Module (ECM) at the vehicle harness connector P1-21 or P1-31.

Illustration 109

Test Step 1. Inspect Electrical Connectors and Wiring

g00834354

Schematic for the fast idle enable switch

Illustration 110

g01151114

Pin locations on ECM connector (P1-21) Output 8 (P1-31) Output 9

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, and the terminals for the fast idle lamp. Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the fast idle lamp. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM.

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267 Troubleshooting Section

Expected Result:

Results:

All connectors, pins, and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points.

• Yes – The fast idle lamp is operating normally.

Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • No – The wiring is not OK.

STOP.

• No – The ECM is not reading the switch status change. Proceed to Test Step 3.

Test Step 3. Test the Fast Idle Lamp Circuit

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Normal Operation of the Fast Idle Lamp A. Verify that a fast idle enable switch is installed. B. Connect Caterpillar Electronic Technician (ET) to the cab data link connector. C. Turn the ignition key switch to the ON position. D. Access the Cat ET status screen. Verify that the following switches indicate the correct status:

• The service brake switch 1 is off. • The service brake switch 2 is off. • The neutral switch is on. • The clutch switch is off. If any of the switches do not display the indicated status, fast idle will not activate. E. Use the Cat ET status screen to monitor the fast idle switch and the fast idle rpm. F. Depress the fast idle switch while the status of the fast idle enable switch is being observed. Also observe the fast idle lamp. Release the fast idle switch. The fast idle lamp should turn on when the fast idle switch is pressed and released. G. Depress the service brake pedal. The fast idle lamp should turn off when the service brake is applied. Expected Result: The switch status changes per the above information. The fast idle lamp turns on and the fast idle lamp turns off per the description above.

Illustration 111

g01151119

Pin locations on ECM connector (P1-21) Output 8 (P1-31) Output 9 (P1-65) - Battery

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Disconnect vehicle harness connector P1 from the ECM. D. Insert the jumper into P1-31 or P1-21. The terminal location depends on the programming of the “Fast Idle Lamp” parameter. E. Connect the other end of the jumper wire to P1-65 (−Battery). F. Turn the ignition key switch to the ON position. G. While the lamp is being watched, insert the jumper wire and remove the jumper wire.

268 Troubleshooting Section

Expected Result: Result 1 The fast idle lamp turns on while the jumper is connected to both sockets. Also, the fast idle lamp turns off when the jumper is removed from one of the sockets.

SENR9517-19

Test Step 4. Use a Test ECM to Check the Operation of the Fast Idle Lamp

Result 2 The fast idle lamp does not turn on while the jumper is connected to both sockets. Result 3 The fast idle lamp will stay on while the ECM vehicle harness connector is disconnected. Results:

• Result 1 – The fast idle lamp is functioning properly. Proceed to Test Step 4.

• Result 2 – The fast idle lamp did not turn on. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

• Result 3 Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. STOP.

Illustration 112

g01151124

Pin locations on the breakout T (21) (31) (65) (52)

Output 8 Output 9 -Battery Unswitched +Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Insert a breakout T between ECM vehicle harness connector J1 and ECM vehicle harness connector P1. C. Connect one probe of the voltage test lamp to terminal 65 (-Battery). Connect the other probe of the voltage test lamp to terminal 52 (Unswitched +Battery) of the breakout T. D. The test lamp should turn on. If the test lamp does not turn on, either the test lamp is faulty or the wiring to the ECM is faulty. Continue with this step if the lamp turns on. E. Leave the probe of the test lamp connected to terminal 52 (Unswitched +Battery). F. Refer to Illustration 112. Connect the other probe of the test lamp to terminal 21 (output 8) or terminal 31 (output 9) of the breakout T. The terminal location depends on the programming of the “Fast Idle Lamp” parameter. G. Access the following Cat ET display screens in order:

• Diagnostics • Diagnostic test

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• Special test H. Activate the “Fast Idle Enabled Lamp” test. Observe the voltage test lamp. The lamp should turn on when the test is active. Also, the lamp should turn off when the test is inactive. Expected Result: The test lamp turns on and the test lamp turns off per the above description. Results:

• Yes – The ECM is operating correctly. There is a problem in the vehicle wiring or the lamp. STOP.

• No – The ECM is not operating correctly. Repair: Temporarily connect a test ECM. Check the operation of the fast idle lamp when the test ECM is installed. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. STOP. i02336549

Fuel Level Sensor Circuit - Test SMCS Code: 1439-038 System Operation Description: This feature is only available on GMT-560 applications. Use this procedure to troubleshoot the system only when there is an active diagnostic code or when a diagnostic code can easily be activated. The fuel level sensors are OEM installed components for the vehicle. The sensors are selectable through a customer programmable parameter and the customer programmable parameter may be protected by customer passwords. The sensors read the level of fuel in the primary fuel tank and secondary fuel tank. The sensors require a +5 VDC supply from the Engine Control Module (ECM). The customer programmable parameters “Primary Fuel Tank Size” and “Secondary Fuel Tank Size” must be programmed to “25”, “35”, or “50” for this feature to work.

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g00844899

Illustration 113 Typical circuit schematic for the fuel level sensors The return wire may be connected to P1-3, P1-5, or P1-18.

D. Check the harness and wiring for abrasion and pinch points from the sensors to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled.

Illustration 114

g01151126

Pin location on ECM connector (P1-3) Sensor common (P1-15) Primary fuel tank level (P1-26) Secondary fuel tank level

Test Step 1. Inspect Electrical Connectors and Wiring

Verify that the repair eliminates the problem. Clear all diagnostic codes. STOP.

Test Step 2. Determine the Condition that is Present A. Connect Caterpillar Electronic Technician (ET) to the data link connector.

A. Thoroughly inspect the J1/P1 ECM connector and the terminals for the fuel level sensors in the connectors. Refer to Troubleshooting, “Electrical Connectors-Inspect” for details.

B. Turn the key switch to the ON position. Wait at least 15 seconds for activation of the diagnostic codes.

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the fuel level sensors.

C. Monitor the “Active Diagnostic Code” screen on Cat ET for diagnostic codes that are related to the fuel level sensors.

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Expected Result: A short circuit diagnostic code 04 is active or an open circuit diagnostic code 03 is active.

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Results:

• Voltage Low – A short circuit diagnostic code 04 is active at this time. Proceed to Test Step 3.

• Voltage High – An open circuit diagnostic code 03 is active at this time. Proceed to Test Step 4.

Test Step 3. Disconnect the Sensor in order to Create an Open Circuit A. Turn the key switch to the OFF/RESET position. B. Disconnect the connector of the sensor with the short circuit diagnostic code. C. Turn the key switch to the ON position. Wait at least 15 seconds for activation of the diagnostic codes. D. Monitor the “Active Diagnostic Code” screen on Cat ET. Expected Result: An open circuit diagnostic code 03 for the disconnected sensor is now active. Results:

• OK – A short circuit diagnostic code 04 was

active before disconnecting the sensor. An open circuit diagnostic code 03 became active after disconnecting the sensor. Proceed to Test Step 5.

• Not OK – There is a short circuit between the

sensor harness connector and the ECM. Leave the sensor disconnected. Proceed to Test Step 7.

Test Step 4. Measure the Sensor Supply Voltage A. Turn the key switch to the OFF/RESET position. B. Disconnect the suspect sensor from the harness at the fuel tank. C. Turn the key switch to the ON position. D. Measure the voltage between the two terminals of the fuel level sensor.

271 Troubleshooting Section

• Not OK – The sensor supply voltage is out of the acceptable range. Continue testing the sensor supply circuit. Proceed to Test Step 7.

Test Step 5. Determine if the Short Circuit is in the Connector or in the Sensor A. Thoroughly inspect the connector for moisture. B. Inspect the seals and reconnect the sensor. C. If the short circuit diagnostic code reappears, the sensor or the harness connector is the problem. a. Temporarily connect a new sensor to the harness. D. Check for a short circuit diagnostic code 04 while the new sensor is connected to the harness. Expected Result: The short circuit diagnostic code 04 is not present when a new sensor is connected. Results:

• OK – Verify that the repair eliminates the problem. Clear the logged diagnostic codes. STOP.

• Not OK – Repair the engine harness connector. STOP.

Test Step 6. Create a Short Circuit at the Sensor A. Fabricate a jumper wire 150 mm (6 inch) long. B. Turn the key switch to the ON position. C. Insert the jumper wire between the two terminals at the connector for the suspect sensor on the vehicle harness. D. Monitor the “Active Diagnostic Code” screen before installing the jumper wire and after installing the jumper wire. Expected Result:

Expected Result:

A short circuit diagnostic code 04 is active when the jumper is installed. An open circuit diagnostic code 03 is active when the jumper is removed.

The voltage is 4.5 to 5.5 VDC.

Results:

Results:

• OK – The engine harness and the ECM are OK.

• OK – The sensor supply voltage is correct. Proceed to Test Step 6.

Repair: Perform the following repair: 1. Temporarily connect the suspect sensor.

272 Troubleshooting Section

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2. If the diagnostic code remains active, replace the sensor.

E. Fabricate a jumper wire 150 mm (6 inch) long. Crimp a Deutsch Socket to both ends of the wire.

3. Ensure that the diagnostic code is no longer active.

F. Install the jumper wire at the breakout T. Insert the jumper wire between the terminal for the suspect sensor supply and the common connection for the sensor.

4. Verify that the repair eliminates the problem. STOP.

• Not OK – The open circuit diagnostic code 03

remains active when the jumper is installed. The most probable location for the open is in the sensor common or in the sensor supply in the vehicle harness between the ECM and the sensor. Remove the jumper. Proceed to Test Step 7.

Test Step 7. Check the ECM

A short circuit diagnostic code 04 should be active when the jumper wire is installed. Refer to Illustration 115 for the breakout T. Expected Result: An open circuit diagnostic code 03 is active when the jumper wire is removed. A short circuit diagnostic code 04 is active when the jumper wire is installed. Results:

• OK – The ECM is operating properly. There may

be an intermittent problem in the wiring between the ECM and the suspect sensor. Proceed to Test Step 8.

• Not OK – One of the following conditions exists:

The open circuit diagnostic code 03 is not active when the harness is disconnected. The short circuit diagnostic code 04 is not active when the jumper wire is installed. Repair: Perform the following repair: 1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes.

Illustration 115

g01151140

Breakout T

4. Repeat the Test Step.

(3) Sensor common (15) Secondary fuel tank level (26) Primary fuel tank level

5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

A. Turn the key switch to the OFF/RESET position.

6. If the problem returns with the suspect ECM, replace the ECM.

B. Disconnect the J1/P1 ECM connector. Thoroughly inspect both halves of the J1/P1 ECM connector for signs of corrosion or moisture. C. Install a 140-2266 Cable (Seventy-Pin Breakout) between the J1 and P1 ECM connectors. D. Turn the key switch to the ON position. Monitor the “Active Diagnostic Code” screen on Cat ET. Wait at least 15 seconds for activation of the code. An open circuit diagnostic code 03 should be active for the suspect sensor.

7. Verify that the repair eliminates the problem. STOP.

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Test Step 8. Bypass the Harness Wiring Between the ECM and the Sensor Connector

Expected Result: The diagnostic code disappears when the jumper is installed. Results:

• OK – There is a problem in the wiring harness. Repair: Perform the following repair: 1. Repair the faulty wiring harness or replace the faulty wiring harness. 2. Clear all diagnostic codes. 3. Verify that the repair eliminates the problem. STOP.

• Not OK – Restart this procedure and carefully perform each step. STOP.

Illustration 116

g01151144

Pin locations on ECM connector (P1-3) Sensor common (P1-15) Primary fuel tank level (P1-26) Secondary fuel tank level

A. Turn the key switch to the OFF/RESET position. B. Disconnect J1/P1 ECM connector, and the sensor connector. C. Remove the wire for the sensor supply and the wire for the sensor common from the P1 ECM connector on the harness. D. Remove the wire for the sensor supply and the wire for the sensor common from the sensor connector on the vehicle harness. E. Fabricate jumper wires that are long enough to reach from the ECM to the sensor connector. F. Insert the jumper wires into the P1 ECM connector on the vehicle harness. Insert the other end of the wires into the sensor connector of the vehicle harness. G. Reconnect the J1/P1 ECM connector and the sensor connector. H. Turn the key switch to the ON position. I. Monitor the “Active Diagnostic Code” screen on Cat ET for diagnostic codes that are related to the fuel level sensors.

i02136394

Idle Shutdown Timer - Test SMCS Code: 1901-038 System Operation Description: Use this procedure under the following situation: Use this procedure to determine if the idle shutdown timer is operating correctly. The following background information is related to this procedure: Idle Shutdown Timer The idle shutdown timer is intended to improve fuel economy by limiting idling time. The idle shutdown timer is a customer specified parameter that may be programmed for any period from 3 to 1440 minutes. The timer is activated when all of the following conditions are met regardless of the position of the parking brake:

• The vehicle speed is zero. • The engine is not in cold mode or dedicated PTO mode.

• The engine is not under load. The timer can be reset by moving the vehicle or the timer can be reset by quickly depressing the accelerator pedal and releasing the accelerator pedal.

274 Troubleshooting Section

The check engine lamp will begin to rapidly flash 90 seconds before the programmed time expires. During this 90 second time period, the following conditions can disable the timer:

• The clutch pedal is depressed. • The service brake pedal is depressed. The following event code will be logged when the driver overrides the timer by using the clutch pedal or the brake pedal during the 90 second period:

• 71-00 (01) If the parameter “Allow Idle Shutdown Override” is programmed to “NO”, the timer can not be overridden by using the clutch pedal or the brake pedal during the final 90 second period. The factory default that is programmed for “Allow Idle Shutdown Override” is “YES”. This setting allows the timer to be overridden. If the timer is activated and the timer is allowed to shut down the engine the following event code will be generated:

• 71-01 (47) Code 71-01 records the event and the code does not indicate an electrical system malfunction or an electronic system malfunction. Disable the timer by programming “Idle Shutdown Time” to zero (Caterpillar factory default). The Engine Control Module (ECM) will shut down the engine but not the vehicle electrical system when the time that is programmed in “Idle Shutdown Timer” expires. The “Engine Shutdown Output” can be used to shut down the vehicle electrical system after the time has expired. The idle shutdown timer can be temporarily disabled by using Caterpillar Electronic Technician (ET). The idle shutdown timer can be temporarily disabled through the “System Troubleshooting” screen which can be found by selecting “Diagnostic Tests” under the “Diagnostics” menu. Select “Idle Shutdown Timer” and click the “Change” icon. When the dialog box appears, change the value to “OFF”. Temporarily disabling this feature avoids engine shutdowns when you are troubleshooting other systems. Using this method eliminates the need to temporarily alter the customer specified parameter “Idle Shutdown Timer”. Note: If the following diagnostic code is active, the idle shutdown timer will not operate.

• 84-08 (36) Test Step 1. Verify Activation of the Idle Shutdown Timer A. Connect Cat ET to the data link connector.

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B. Access the customer parameters. a. Access the following display screens in order:

• “Service” • “Configuration” b. Record the programmed time for the “Idle Shutdown Time”. The “Idle Shutdown Time” must be between 3 and 1440 minutes. If the “Idle Shutdown Time” is programmed to zero, then the timer is disabled. c. Record the current value of the parameter “Allow Idle Shutdown Override” and the parameter “Idle RPM Limit”. C. Start the engine. Allow the engine to warm up until the coolant temperature is 38 °C (100 °F). Allow the engine to operate at the programmed low idle. D. Ensure that all unnecessary loads are turned OFF. a. Park the vehicle. b. Ensure that “Vehicle Speed” on the Cat ET status screen is 0 km/h (0 mph). c. Ensure that “Engine Speed” on the Cat ET status screen is at “Low Idle”. d. Ensure that the clutch pedal and the brake pedal are not depressed. e. Ensure that the status of the “PTO On/Off Switch” is OFF. f. Observe the “Idle Shutdown Status”. Expected Result: Result 1 The “Idle Shutdown Status” indicates “Counting”. Result 2 The “Idle Shutdown Status” indicates “Not Active”. Results:

• Result 1 – The ECM is reading the proper

conditions for the activation of the “Idle Shutdown Timer”. Proceed to Test Step 2.

• Result 2 – The ECM is not reading the proper conditions for activation of the “Idle Shutdown Timer”. Proceed to Test Step 3.

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Test Step 2. Verify the Driver Alert Function for Idle Shutdown and the Override Function for Idle Shutdown. A. Verify that Cat ET is connected to the data link connector. B. Access the customer parameters on Cat ET. a. Access the following display screens in order:

• “Service” • “Configuration” b. Record the programmed time for the “Idle Shutdown Time”. The “Idle Shutdown Time” must be between 3 and 1440 minutes. If the “Idle Shutdown Time” is programmed to zero, the timer is disabled. c. Reprogram the “Idle Shutdown Time” to three minutes for this test. C. Observe the following items during the 90 second period before the programmed shutdown time:

• Check engine lamp • “Idle Shutdown Status” D. If the customer parameter of “Allow Idle Shutdown Override” is programmed to “YES”, perform either of the following actions in order to override the shutdown:

• Press the clutch pedal. • Press the service brake pedal. Note: The pedals must be pressed while the check engine lamp is flashing. The check engine lamp flashes during the 90 second period before the programmed shutdown time.

275 Troubleshooting Section

Result 3 The ECM did not sense a change in the status of the service brake. Result 4 The ECM did not sense a change in the status of the clutch. Results:

• Result 1 – The idle shutdown timer is operating properly. STOP.

• Result 2 – The check engine lamp did not flash during the alert.

Repair: Perform the following diagnostic procedure: Troubleshooting, “Check Engine Lamp Circuit - Test” STOP.

• Result 3 – The ECM did not sense a change in the status of the service brake.

Repair: Perform the following diagnostic procedure: Troubleshooting, “Service Brake Pedal Position (Switch 1) Circuit - Test” STOP.

• Result 4 – The ECM did not sense a change in the status of the clutch.

Repair: Perform the following diagnostic procedure: Troubleshooting, “Clutch Pedal Position Switch Circuit - Test” STOP.

Test Step 3. Check the State of the Related Conditions When the Vehicle is Parked. A. Check the state of the following related conditions when the vehicle is parked:

E. Reprogram the “Idle Shutdown Time” to the value that was recorded earlier for this test.

• Ensure that the vehicle speed is 0 km/h (0 mph)

Expected Result:

• Ensure that the engine is not in cold mode. (The

During the 90 second period before the scheduled shutdown, the status should change from “Counting” to “Driver Alert” and the check engine lamp should flash rapidly. If the “Allow Idle Shutdown Override” is programmed to “YES”, the “Idle Shutdown Status” should change to “Override” after the pedals are depressed.

• Ensure that the PTO on/off switch is OFF.

Result 1 The idle shutdown timer behaves in the manner that is described above. Result 2 The check engine lamp did not flash during the alert.

on Cat ET or the dash display.

Cat ET status screen will indicate that “Cold Mode” is “Active” in the corner of the display screen.)

• Ensure that the engine is at low idle. Expected Result: Result 1 Vehicle speed is not indicated as 0 km/h (0 mph).

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Result 2 The Cat ET status screen indicates that the engine is in cold mode. Result 3 The status of the PTO on/off switch is not “OFF”. Result 4 The engine is not at low idle. Results:

• Result 1 – Vehicle speed is not indicated as 0 km/h (0 mph).

Repair: Perform the following diagnostic procedure: Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test” STOP.

• Result 2 – The status screen on Cat ET indicates that the engine is in cold mode.

Repair: The engine must not be in “Cold Mode” operation while this test procedure is being performed. Allow the engine to run until the coolant temperature exceeds 20 °C (68 °F). Troubleshoot and repair any related conditions. STOP.

• Result 3 – The status of the PTO on/off switch is not “OFF”.

Repair: Perform the following diagnostic procedure: Troubleshooting, “PTO Switch Circuit Test” STOP.

• Result 4 – The engine is not at low idle. Repair: Return the engine to Low Idle. Perform the test procedure again. STOP. i02375687

Ignore Brake/Clutch Switch Circuit - Test SMCS Code: 7332-038-CL System Operation Description: Use this procedure to determine if the circuit for the ignore brake/clutch switch is operating correctly. There are no diagnostic codes for this circuit. Background Information

Some vehicle applications require mobile use of the vehicle during PTO operation. When the ignore brake/clutch switch is ON, depressing the brake or the clutch will not disengage PTO operation or a set engine speed. If the “Ignore Brake/Clutch Switch” parameter is programmed to “None” (default), this feature is not used. If the “Ignore Brake/Clutch Switch” parameter is programmed to “J1/P1:47”, then the feature is available and the switch circuit must be connected to terminal P1-47.

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g00955558

Illustration 117 Typical schematic for the ignore brake/clutch switch

Note: The circuit's return may be connected to terminal P1-3, P1-5, or P1-18.

B. Perform a 45 N (10 lb) pull test on any wires in the ECM connector that are associated with the circuit for the ignore brake/clutch switch. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and for pinch points from the ignore brake/clutch switch to the ECM. Refer to Illustration 118 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • No – The wiring is not OK Repair: .Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Status of the Ignore Brake/Clutch Switch Illustration 118

g01151227

Pin locations on ECM connector

A. Connect Caterpillar Electronic Technician (ET) to the data link connector.

(P1-18) Input sensor common 1 (P1-47) Input 5 (Ignore brake/clutch switch)

B. Turn the ignition key switch to the ON position.

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connectors, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

C. Operate the switch in the ON and OFF positions. D. View the status for parameter “Ignore Brake/Clutch Switch” on Cat ET. E. If the status for parameter “Ignore Brake/Clutch Switch” indicates “None”, then the “Ignore Brake/Clutch Switch” parameter has not been programmed.

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Expected Result:

Expected Result:

The status screen indicates “On” when the switch is turned on. The status screen indicates “Off” when the switch is turned off.

The switch status changes from “On” with the jumper wire in place to “Off” when the jumper wire is removed.

Results:

Results:

• Yes – The switch is operating normally. Continue

• Yes – The ECM is functioning properly at this time.

troubleshooting if the original condition is not resolved. STOP.

• No – The ECM is not reading the change in switch status. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit at the ECM

Proceed to Test Step 4.

• No – The ECM is not functioning properly. Repair: Perform the following repair: 1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

Illustration 119

g01151232

Pin locations on breakout T (18) Input sensor common 1 (47) Input 5 (Ignore brake/clutch switch)

A. Turn the ignition key switch to the OFF/RESET position. B. Install a breakout T to the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire into terminal 18 (Input Sensor Common 1) of the breakout T. Insert the other end of the jumper wire into terminal 47 (Ignore Brake/Clutch Switch) of the breakout T. E. Verify that Cat ET is connected to the data link connector. F. Turn the ignition key switch to the ON position. G. Alternately remove the jumper wire and insert the jumper wire at terminal 18 while you monitor the status screen on Cat ET.

Test Step 4. Insert a Jumper Wire at the Switch A. Turn the ignition key switch to the OFF/RESET position. B. Reconnect the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire between the two terminals of the ignore brake/clutch switch. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire at the switch terminals. At the same time, watch the status screen on Cat ET. Expected Result: The switch status changes to “On” with the jumper wire in place to “Off” when the jumper wire is removed. Results:

• Yes – The harness is OK.

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279 Troubleshooting Section

Repair: Replace the ignore brake/clutch switch. Verify that the repair eliminates the problem. STOP.

• No – There is a problem in the wire harness

between the ignore brake/clutch switch and the ECM. Proceed to Test Step 5.

Test Step 5. Insert a Jumper Wire at the Bulkhead Connector A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Insert the jumper wire between the two terminals for the ignore brake/clutch switch on the engine side of the bulkhead connector.

i03781969

Injection Actuation Pressure Test SMCS Code: 1714-038 System Operation Description: Use the steps that follow to check the operation of the HEUI fuel system. Circle the appropriate answers within the “Results” section of each step. Complete the pages. Provide completed pages with any returned part. Return the parts through the normal channels. Results from the test must be included in the claim for related repairs. Failure to follow the proper sequence of this procedure may result in incorrect results. The standard warranty may not cover repairs that are performed while using this procedure incorrectly.

D. Turn the ignition key switch to the ON position. E. Alternately connect and then disconnect the jumper wire. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status changes from “On” with the jumper wire in place to “Off” when the jumper wire is removed. Results:

• Yes – The switch status changes from “On” with

the jumper wire in place to “Off” when the jumper wire is removed. The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair: Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair.

Illustration 120

g01181491

Left side of engine (typical example)

Verify that the problem is resolved.

(1) “J500/P500” Connector for the injection actuation pressure control valve (2) Injection actuation pressure sensor

STOP.

Test Step 1. Symptoms

• No – The switch status is incorrect. The problem is in the vehicle wiring between the bulkhead connector and the ECM.

Repair: Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the problem is resolved. STOP.

The following symptoms may occur if there is a problem with the HEUI fuel system:

• The engine cranks but the engine will not start. • The engine runs rough. • The engine is erratic or unstable at idle or running. • Low power

280 Troubleshooting Section

• The following diagnostic codes might be active

codes or logged codes: 164-00, 164-02, 164-03, 164-04, 164-11, 42-11, 94-1, and 94-11.

A. Connect the Caterpillar Electronic Technician (ET) to the data link connector. B. Turn the keyswitch to the ON position. DO NOT START THE ENGINE. C. Print the “Lifetime Totals” and the “Configuration” screen. D. Check for active diagnostic codes or logged diagnostic codes. The diagnostic codes should become active within 30 seconds. E. Verify that the engine coolant temperature sensor is operating properly. Verify through CAT ET. Refer to Testing and Adjusting, “Cooling System - Test” or Testing and Adjusting, “Test For The Water Temperature Gauge” for the proper procedure. Document all active diagnostic codes or logged diagnostic codes.________________ Expected Result: Diagnostic codes are not active or logged when electrical power is restored to the ECM and the engine is not running. Results:

• OK – There are no active codes or logged codes. Proceed to Test Step 2.

• Not OK – Active codes or logged codes are present.

Repair: Refer to Troubleshooting, “Engine Pressure Sensor Open or Short Circuit - Test” if 164-03 or 164-04 is active or logged. Refer to Troubleshooting, “Injection Actuation Pressure Sensor - Test” if 164-02 is active or logged. Refer to Troubleshooting, “Injection Actuation Pressure Control Valve Circuit - Test” if 42-11 is active or logged. Refer to System Operation, Test and Adjusting, “Fuel System Pressure - Test” if 94-1 is active or logged. Proceed to Test Step 2 if 164-00, 164-11 or 94-11 is active or logged. STOP.

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Test Step 2. Start the Engine A. Inspect the engine for oil leaks in the HEUI oil rail. Repair leaks before proceeding. Clearly mark all leaks on returned parts. Note: Inspect the area near the high pressure oil rail and the unit injector hydraulic pump. If leakage is found between the transfer pump and the hydraulic pump, refer to Special Instruction, REHS3830 for details. If leakage is found between the hydraulic pump and the front housing, refer to Special Instruction, REHS3830 for details on replacing the seal. B. Check the engine oil level. If the engine oil level is low, add oil to the engine. Do not overfill the engine. C. Try to start the engine. Expected Result: The engine starts. Results:

• OK – The engine starts. Proceed to Test Step 10. • Not OK – The engine does not start. Proceed to Test Step 3.

Test Step 3. Verify the Operation of the Injection Actuation Pressure Sensor A. Disconnect the connector for the injection actuation pressure sensor. Check for evidence of moisture in the connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for troubleshooting details. B. Try to start the engine. Expected Result: The engine does not start. Results:

• OK – The engine does not start. Reconnect the

connector for the actuation pressure sensor. Clear all diagnostic codes. Proceed to Test Step 4.

• Not OK – The engine starts. Repair: The injection actuation pressure sensor may be faulty. Replace the sensor and reconnect the connector. Clear all diagnostic codes. Verify that the repair eliminates the problem. If the problem still exists, proceed to Test Step 4.

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281 Troubleshooting Section

Test Step 4. The Engine Cranks but the Engine Will not Start A. Observe the status for “Engine Speed”, “Actual Injection Actuation Pressure” and “Engine Oil Pressure” on Cat ET while the engine is cranking. Record the following data: ________________

Engine Speed

________________

Actual injection actuation

pressure ________________

pressure

Desired injection actuation

________________

Engine oil pressure

________________

Fuel pressure

________________

Engine coolant temperature

________________

Observed “Injection Actuation

Output Percent”

• Not OK – The observed engine speed is above 100 rpm and the observed engine oil pressure is above 14 kPa (2 psi) and the actual injection actuation pressure is below 6 MPa (870 psi). Proceed to Test Step 7.

Test Step 5. Verify Communication Between the ECM and the Fuel Injectors

Electrical shock hazard. The electronic unit injector system uses 90-120 volts.

Expected Result: The observed engine speed is above 100 rpm and the actual injection actuation pressure is at least 6 MPa (870 psi) while the engine is cranking. Results:

• OK – The observed engine speed is above 100

rpm and the actual injection actuation pressure is at least 6 MPa (870 psi) while the engine is cranking. Repair: If a 94-11 code is active or logged, there is a problem with the fuel supply system. Refer to System Operation, Test and Adjusting, “Fuel System Pressure - Test”. If a 94-11 code is not active or logged, refer to Test Step 5.

• Not OK – The observed engine speed is below 100 rpm.

Repair: Refer to Troubleshooting, “Engine Cranks but Will Not Start”. STOP.

• Not OK – The observed engine speed is above

100 rpm and the observed engine oil pressure is below 14 kPa (2 psi). Repair: There is a problem with the engine oil supply. Refer to System Operation, Test and Adjusting, “Engine Oil Pressure - Test”. STOP.

Illustration 121

g01330859

Location of the connectors for the injector solenoids (C7 engines) (1) Connector at the valve cover (2) J2/P2 ECM connectors (3) Rubber grommet for the injector harness at the valve cover

282 Troubleshooting Section

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Repair: There may be a problem with the engine harness or ECM. Record the numbers that do not indicate a logged diagnostic code for the injector solenoid. Turn the key to the “OFF” position. Reconnect the connector for the injector harness. Clear any diagnostic codes or event codes. Refer to Troubleshooting, “Injector Solenoid Circuit Test”. STOP.

Test Step 6. Check the Pressure of the Low Pressure Fuel System A. Observe the status for “Fuel Pressure” on Cat ET while the engine is cranking. Record the fuel pressure. ________________

Fuel Pressure

Expected Result: Illustration 122

g01330939

Location of the connectors for the injector solenoids (C9 engines) (1) Connector at the valve cover (2) J2/P2 ECM connectors

A. Turn the key to the “OFF” position. An electrical shock hazard is present if the key is not in the “OFF” position.

Observed fuel pressure is above 175 kPa (25 psi) while the engine is cranking. Results:

• OK – Observed fuel pressure is above 175 kPa (25 psi) while the engine is cranking.

D. Check Cat ET for logged diagnostic codes that are related to the injector solenoids.

Repair: Access the “Injector Solenoid Test” in Cat ET. Activate the test. As each solenoid is energized by the ECM an audible click can be heard at the valve cover. Listen for a click at the valve cover. Cat ET will indicate the cylinder number as each solenoid is being energized. Replace injectors that do not produce an audible click. Verify the repair. If all injectors produce an audible click and the engine will not start, refer to Troubleshooting, “Engine Cranks but Will Not Start”.

Expected Result:

STOP.

B. Disconnect the connector for the injector harness at the valve cover. Check for evidence of moisture in the connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for troubleshooting details. C. Crank the engine for 15 seconds.

There are logged diagnostic codes for injector solenoids in all cylinders. Results:

• OK – There are logged diagnostic codes for

injector solenoids in all cylinders. The logged codes indicate communication between the ECM and the fuel injectors. Turn the key to the “OFF” position. Reconnect the connector for the injector harness. Clear all diagnostic codes. Proceed to Test Step 6.

• Not OK – At least one cylinder does not indicate a logged diagnostic code for the injector solenoid.

• Not OK – Observed fuel pressure is below 175 kPa (25 psi) while the engine is cranking.

Repair: There is a problem with the fuel supply system. Refer to System Operation, Test and Adjusting, “Fuel System Pressure - Test”. STOP.

Test Step 7. Use a Test Lamp to Check for the Presence of Current A. Disconnect the J500/P500 IAPCV connector from the unit injector hydraulic pump.

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Note: Do not insert any wire that is larger than 18 AWG into the P500 harness connector. Do not insert the probe for the voltage test lamp into the P500 harness connector. These actions will spread the sockets of the connector which will damage the connector. Damaged connectors could cause intermittent connections.

283 Troubleshooting Section

B. Look at the injector bores for any signs of oil leakage while the engine is being cranked. Inspect the spill ports on the injectors for an excessive discharge of oil. All six injectors should discharge the same amount of oil. Excessive leakage or discharge can cause issues with the system pressure. Record the following data:

B. Insert a 186-3735 Connector Pin into each of the P500 harness connector sockets .

________________ Any injectors with excessive leakage or discharge

C. Connect a voltage test lamp to the connector pins that are inserted in the P500 connector.

C. Turn the key to the “OFF” position. A electrical shock hazard is present if the key is not turned to the “OFF” position.

D. Crank the engine and watch the test lamp. Expected Result: The test lamp illuminates while the engine is cranking. Results:

• OK – The test lamp illuminates while the engine

is cranking. The ECM is operating correctly and the wiring harness to the pump is OK. Proceed to Test Step 8.

• Not OK – The test lamp does not illuminate while the engine is cranking.

Repair: Refer to Troubleshooting, “Injection Actuation Pressure Control Valve Circuit - Test” for information on troubleshooting the circuit. STOP.

Test Step 8. Check the High Pressure Oil System for Leaks

Hot oil and components can cause personal injury. Do not allow hot oil or components to contact skin.

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Remove the valve cover and inspect the high pressure oil system for excessive oil leaks or discharge.

D. Disconnect the connector for the injector harness at the valve cover. Check for evidence of moisture in the connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for troubleshooting details. E. Crank the engine. Observe the injector bores for any signs of leakage. Inspect the spill ports on the injectors for an excessive discharge of oil. The injectors are now disabled and the injectors should discharge very little oil, which is normal. Observe the status for the “Actual Injection Actuation Pressure” on Cat ET while the engine is cranking. Record the following data: ________________ Any injectors with excessive leakage or discharge ________________Actual injection actuation pressure

F. Clear any diagnostic codes that are logged. Expected Result: There are no excessive oil leaks around injector bores. Also, there is no excessive discharge of oil from the spill ports of the injector. Results:

• OK – There are no excessive oil leaks around

injector bores. Also, there is no excessive discharge of oil from the spill ports of the injector. Repair: If the unit injector hydraulic pump has not been replaced during this procedure, replace the pump and repeat steps “E” and “F”. The engine will need to be cranked for a significant length of time in order to fill the pump with oil after the pump is replaced. Clear all diagnostic codes. If the unit injector hydraulic pump has been replaced during this procedure, and the actual injection actuation pressure was at least 6 MPa (870 psi) in Step “E”, proceed to Test Step 9.

284 Troubleshooting Section

• OK – If the unit injector hydraulic pump has

already been replaced during this procedure and the actual injection actuation pressure was below 6 MPa (870 psi) in Step “E”, consult your local technical communicator for assistance.

• Not OK – There are excessive oil leaks around the injector bores or excessive discharge of oil out of the spill port of the injector. Repair: Replace the O-ring on the injector(s) that is leaking around the bore(s) or replace the damaged injector(s) that is identified with excessive discharge out of the spill ports. Proceed to Test Step 9.

Test Step 9. Try to Start the Engine

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Turn the key to the “OFF” position. A electrical shock hazard is present if the key is not in the “OFF” position. B. Reconnect the connector for the injector harness at the valve cover and install the valve cover. C. Try to start the engine. Observe the status for “Actual Injection Actuation Pressure” on Cat ET while the engine is cranking. Record the actual injection actuation pressure. ________________

pressure

Actual injection actuation

Expected Result: The engine starts.

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Repair: If the unit injector hydraulic pump has not been replaced, replace the pump and try to start the engine. The engine will need to be cranked for a significant length of time in order to fill the pump with oil after the pump has been replaced. Clear all diagnostic codes. If the engine does not start, proceed to Test Step 5.

• Not OK – If the unit injector hydraulic pump has

already been replaced in a previous test, stop and consult your local technical communicator for assistance.

Test Step 10. Check the Low Pressure Fuel and Oil System Pressures Extended oil drain intervals may cause elevated levels of soot in the engine oil. The elevated levels of soot may also deplete the additive package of the oil. This can affect the operation of the high pressure oil system. Note: Refer to the engine's Operation and Maintenance Manual for the recommended engine oil change interval and refill capacities.

Escaping fluid under pressure, even a pinhole size leak, can penetrate body tissue, causing serious injury, and possible death. If fluid is injected into your skin, it must be treated immediately by a doctor familiar with this type of injury. Always use a board or cardboard when checking for a leak. A. Start the engine. B. Observe the status for “Fuel Pressure” and “Engine Oil Pressure” on Cat ET while the engine is running. Record the following data:

Results: ________________

• OK – The engine starts. STOP.

ET

• Not OK – The engine does not start and actual

________________

injection actuation pressure is above 6 MPa (870 psi). Proceed to Test Step 5.

• Not OK – The engine does not start and actual injection actuation pressure is below 6 MPa (870 psi).

from Cat ET

Observed fuel pressure from Cat Observed engine oil pressure

________________

Drain interval

________________

Miles or Kilometers since the last

oil change Expected Result:

The customer has not exceeded the suggested oil change interval.

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Results:

• OK – The customer has not exceeded the suggested oil change interval.

Repair: Refer to Systems Operation, Testing and Adjusting, “Fuel System Pressure - Test” and Systems Operation/Testing and Adjusting, “Engine Oil Pressure - Test” in order to verify that the observed fuel pressure and engine oil pressures are acceptable. If a 94-1 diagnostic code is active or if a 94-1 diagnostic code is logged, a problem in the fuel supply system has occurred. Refer to Systems Operation, Testing and Adjusting, “Fuel System Pressure - Test”. Make necessary repairs. Verify that the repair eliminates the problem. If the problem still exists, proceed to Test Step 11.

• Not OK – The customer has exceeded the suggested oil change interval.

Repair: If the customer has exceeded the suggested oil change interval, ask the customer to authorize an oil change with a new filter. Oil changes are not covered by the warranty. After the engine oil and the oil filter have been changed, operate the engine until normal operating temperature has been reached. Operate the engine at 1200 to 1500 rpm for 15 minutes. This will purge any trapped air or debris that is in the system. If the problem still exists, or if the problem reoccurs in a short period of time, repeat Test Step 10.

Test Step 11. Use “Injection Actuation Pressure Test” on Cat ET to Check the System A. Install the 8T-0852 Pressure Gauge in an accessible port in the high pressure part of the injection actuation system. B. Start the engine. C. Access the “Injection Actuation Pressure Test” in the “Diagnostics Menu” of Cat ET and begin the test. Note: The “Injection Actuation Pressure Test” can be used to increase the injection actuation pressure. Also, the “Injection Actuation Pressure Test” can be used to decrease the injection actuation pressure. The test adjusts the oil pressure of the injection actuation system in predefined steps. Step forward through all predefined steps in the test. Next, step backward through all predefined steps in the test. D. Record the pressure readings from the pressure gauge and from Cat ET in Table161.

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Table 161

Step

Manual pressure gauge

Actual injection actuation pressure from Cat ET

Difference

1 2 3 4 3 2 1

Expected Result: The pressure that is measured with the pressure gauge for each step and the pressure that is displayed on Cat ET for each step are within 1379 kPa (200 psi). Note: Under some situations, the injection actuation pressure may not change. This step compares the pressure reading from the pressure gauge to the pressure reading that is displayed on Cat ET. Results:

• OK – The pressure that is measured with the

pressure gauge for each step and the pressure that is displayed on Cat ET for each step are within 1379 kPa (200 psi). The injection actuation pressure sensor is operating properly. Repair: Do not replace the sensor. Proceed to Test Step 12.

• Not OK – The pressure that is measured with the pressure gauge for each step and the pressure that is displayed on Cat ET for each step are not within 1379 kPa (200 psi).

Repair: The injection actuation pressure sensor may be faulty. Replace the sensor and repeat this test step. If the problem still exists, verify the accuracy of the pressure gauge. Reinstall the original sensor and proceed to Test Step 12.

Test Step 12. Perform the “Injection Actuation Pressure Test” at Low Idle A. Start the engine. Run the “Injection Actuation Pressure Test” at low idle only. Step forward through all predefined steps in the test. Next, step backward through all the predefined steps in the test.

Note: There may be a short lag in the reaction to the injection pressure. The pressure change should occur within two seconds of each command. B. Record the actual injection actuation pressure, the desired injection actuation pressure and the percent output from Cat ET in Table 162.

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Table 162

Low Idle Step

Actual injection actuation pressure from Cat ET (A)

Desired injection actuation pressure from Cat ET (B)

Difference (A-B)

Percent Output from Cat ET

1 2 3 4 3 2 1

Expected Result: The actual injection actuation pressure is no more than 1379 kPa (200 psi) above the desired injection actuation pressure for each step. Also, the injection actuation pressure does not fluctuate more than ±1000 kPa (±145 psi).

A. Remove the valve cover and inspect the high pressure oil system for excessive oil leaks or discharge.

• OK – The actual injection actuation pressure is no

B. Start the engine and allow the engine to idle. Look at the injector bores for any signs of oil leakage. Inspect the spill ports on the injectors for an excessive discharge of oil. All six injectors should discharge the same amount of oil. Excessive leakage or discharge can cause issues with the system pressure.

• Not OK – One of the actual injection actuation

C. While the engine is at low idle, perform the “Injection Actuation Pressure Test” in Cat ET. Run the test at the highest pressure in order to maximize any possible leaks. Observe the status for “Actual Injection Actuation Pressure” on Cat ET. Record the following data:

Results: more than 1379 kPa (200 psi) above the desired injection actuation pressure for each step. Also, the actual injection actuation pressure does not fluctuate more than ±1000 kPa (±145 psi). Proceed to Test Step 13. pressures is more than 1379 kPa (200 psi) above the desired injection actuation pressure on at least one step, or the actual injection actuation pressure fluctuates more than ±1000 kPa (±145 psi).

________________ Any injectors with excessive leakage or discharge

Actual injection actuation pressure at low idle

________________

Repair: Replace the unit injector hydraulic pump. After the pump has been replaced, the engine will need to be cranked for a significant length of time in order to fill the pump with oil. Clear all diagnostic codes or event codes. Verify that the repair eliminates the problem.

D. Turn the key to the “OFF” position. A electrical shock hazard is present if the key is not turned to the “OFF” position.

Test Step 13. Check the High Pressure Oil System for Excessive Leaks

E. Disconnect the connector for the injector harness at the valve cover. Check for evidence of moisture in the connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for troubleshooting details.

Hot oil and components can cause personal injury.

F. Crank the engine. Observe the injector bores for any signs of leakage. Inspect the spill ports on the injectors for an excessive discharge of oil. The injectors are now disabled and the injectors should discharge very little oil, which is normal.

If the problem still exists, proceed to Test Step 13.

Do not allow hot oil or components to contact skin.

288 Troubleshooting Section

G. While the engine is cranking, perform the “Injection Actuation Pressure Test” in Cat ET. Run the test at the highest pressure in order to maximize any possible leaks. Observe the status for “Actual Injection Actuation Pressure” on Cat ET. Record the following data: Any injectors with excessive leakage or discharge

________________

________________ Actual injection actuation pressure while the engine is cranking

H. Clear any diagnostic codes that are logged. Expected Result: There are no excessive oil leaks around injector bores. Also, there is no excessive discharge of oil from the spill ports of the injector. Results:

• OK – There are no excessive oil leaks around

injector bores. Also, there is no excessive discharge of oil from the spill ports of the injector. Proceed to Test Step 14.

• Not OK – There are excessive oil leaks around

injector bores or there is an excessive discharge of oil from the spill ports of the injector. Repair: Replace the O-ring on the injector(s) that is leaking around the bore(s) or replace the damaged injector(s) that is identified with excessive discharge out of the spill ports. . Verify that the repair eliminates the problem. If the problem remains after the repair, proceed to Test Step 14.

Test Step 14. Check the Oil Pressure at the Pump (High Pressure Pump Test)

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C. Install the 8T-0852 Pressure Gauge in an accessible port in the high pressure portion of the injection actuation system. D. Disconnect the connector for the injection actuation pressure sensor and plug a spare injection actuation pressure sensor into the engine harness. Allow the spare sensor to hang on the side of the engine. Note: This configuration allows the unit injector hydraulic pump to build maximum pressure. The engine will not start in this configuration. E. Install a 224-9282 Adapter Cable As in series with the P500 connector. Reconnect the P500/J500 connector. Note: There must be a continuous electrical connection between the ECM and the unit injector hydraulic pump. The improper connection or the incomplete connection of the adapter cable may provide incorrect results. F. Connect a multimeter that is capable of measuring current that is 0 to 1,000 milliampere in series with the adapter cable. Select the lowest current range for the multimeter that is greater than one amp. Note: If the multimeter is not set to the correct scale, the following measurement may provide misleading results. G. Crank the engine and record the following data: Observed pressure reading from the pressure gauge

________________

Note: If the gauge fluctuates use the average. ________________

ET

Observed engine speed from Cat

Observed “Injection Actuation Output Percent” from Cat ET

________________

A. Turn the key to the “OFF” position. A electrical shock hazard is present if the key is not turned to the “OFF” position. B. Reconnect the connector for the injector harness at the valve cover and install the valve cover.

________________

multimeter

Current reading from the

Expected Result: The oil pressure is above 29.5 MPa (4278 psi) and the current is above 400 mA.

Escaping fluid under pressure, even a pinhole size leak, can penetrate body tissue, causing serious injury, and possible death. If fluid is injected into your skin, it must be treated immediately by a doctor familiar with this type of injury. Always use a board or cardboard when checking for a leak.

Results:

• OK – The oil pressure is above 29.5 MPa

(4278 psi) and the current is above 400 mA. Leave the system in the present configuration and proceed to Test Step 15.

• Not OK – The oil pressure is below 29.5 MPa (4278 psi) and the current is above 400 mA.

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289 Troubleshooting Section

Repair: Replace the unit injector hydraulic pump. If the drive gear on the pump is loose, do not attempt to tighten the drive gear and reuse the pump. After the pump has been replaced, the engine will need to be cranked for a significant length of time in order to fill the pump with oil. Clear all diagnostic codes or event codes. Verify that the repair eliminates the problem.

Repair: Replace the unit injector hydraulic pump. After the pump has been replaced, the engine will need to be cranked for a significant length of time in order to fill the pump with oil. Clear all diagnostic codes or event codes. Verify that the repair eliminates the problem. If the problem still exists, consult your local technical communicator for assistance.

If the problem still exists, consult your local technical communicator for assistance.

STOP.

STOP.

• Not OK – The current is below 400 mA.

Test Step 16. Use the “Cylinder Cutout Test” on Cat ET to Check the Fuel Injectors

Repair: Refer to Troubleshooting, “Injection Actuation Pressure Control Valve Circuit - Test”.

The troubleshooting indicates that the unit injector hydraulic pump is working properly. Record the following data:

STOP.

________________

Test Step 15. Disconnect J500/P500 and Check the Oil Pressure A. Disconnect the J500/P500 connector at the unit injector hydraulic pump. B. Crank the engine and record the following data. Note: The pressure readings may vary between gauges. Observed pressure reading from the pressure gauge

________________

________________

ET

Observed engine speed from Cat

________________ Observed “Injection Actuation Output Percent” from Cat ET

Expected Result: The oil pressure is below 8 MPa (1160 psi). Results:

• OK – The oil pressure is below 8 MPa (1160 psi).

Return the system to the original configuration and proceed to Test Step 16.

• Not OK – The oil pressure is above 8 MPa

(1160 psi). The unit injector hydraulic pump is faulty.

Engine symptoms (misfire, excessive smoke, low power, runs rough)

Conditions when the engine symptom occurs, (high load, idle, cold start, acceleration, etc)

________________

________________ The frequency of the engine symptoms (intermittent, constant, etc)

A. Perform a cylinder cutout procedure if the test has not already been performed or if any other repairs have been completed since the most recent cylinder cutout procedure. Refer to Troubleshooting, “Injector Solenoid Circuit - Test” for troubleshooting details. Expected Result: The injectors are operating properly according to the “Injector Solenoid Circuit - Test”. Also, the engine symptoms are still present. Results:

• OK – The injectors are operating properly

according to the “Injector Solenoid Circuit - Test”. Also, the engine symptoms are still present. Repair: Consult your local technical communicator for assistance. STOP.

• Not OK – The “Injector Solenoid Circuit - Test” indicates faulty injectors.

Repair: Replace the faulty injectors. Verify that the repair eliminates the problem. If the problem still exists, consult your local technical communicator for assistance. STOP.

290 Troubleshooting Section

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i04453960

Injection Actuation Pressure Control Valve Circuit - Test SMCS Code: 1714-038 System Operation Description: Use this procedure to troubleshoot the system when a 42-11 Injection Actuation Pressure output fault is active. Note: If a 164-11 Injection Actuation Pressure system fault is active, refer to Troubleshooting, “Injection Actuation Pressure - Test”. The Engine Control Module (ECM) controls the operation of the high-pressure oil pump by sending a signal to the injection actuation pressure control valve (IAPCV). The ECM uses the input signals from these sensors in order to calculate the control signal for the IAPCV: engine speed/timing sensor, throttle position sensor, and injection actuation pressure sensor. The IAPCV is located inside the high-pressure oil pump. The IAPCV cannot be serviced separately. The IAPCV uses the signal from the ECM to control the output pressure of the high-pressure pump. The ECM sends an increase in current flow to the IAPCV in order to increase the output pressure of the high-pressure oil pump. If the IAPCV connector is unplugged at the pump, the pressure output drops to the minimal output. high-pressure oil is produced by the high-pressure oil pump. The high-pressure oil is directed to the injectors through the high-pressure oil manifold. The injection actuation pressure sensor is used to detect the pressure of the oil that is in the high-pressure oil manifold. The sensor is installed in the oil manifold that is in the cylinder head on the left side of the engine. The high-pressure oil is used to actuate the Hydraulic Electronic Unit Injectors (HEUI).

Illustration 123

g01157164

Schematic for the injection actuation pressure control valve

Test Step 1. Check for Active Diagnostic Codes A. Connect the Caterpillar Electronic Technician (ET) to the data link connector. B. Start the engine.

C. Check for active diagnostic codes on Cat ET. Note: Wait at least 15 seconds in order for the diagnostic codes to become active.

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291 Troubleshooting Section

Expected Result: There are no active diagnostic codes. Results:

• OK – There are no active diagnostic codes. Repair: The problem seems to be resolved at this time. If an intermittent problem is suspected, refer to Troubleshooting, “Electrical Connectors Inspect”. . STOP.

• Not OK – A 42-11 diagnostic code is active. Proceed to Test Step 2.

Test Step 2. Inspect the Electrical Connectors and the Wiring A. Turn the keyswitch to the OFF position.

Illustration 125

g01151730

Pin locations on ECM connector (P2-61) IAP control valve (P2-62) Sensor return

C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the IAPCV.

Left side engine view (typical example)

D. Check the allen head screw for the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values.

(1) J500/P500 Injection actuation pressure control valve connector (2) Injection actuation pressure sensor (3) J2/P2 ECM connector

E. Check the harness and wiring for abrasion and for pinch points from the IAPCV back to the ECM.

Illustration 124

g01157054

B. Thoroughly inspect connectors (1) and (3). Also, thoroughly inspect the connector for sensor (3). Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

Expected Result: All connectors, pins, and sockets are coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion, and of pinch points. Results:

• OK – The connectors and the wiring appear to be OK. Proceed to Test Step 3.

292 Troubleshooting Section

• Not OK – A problem has been found with the connectors and/or the wiring.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Measure the Solenoid Resistance of the Injection Actuation Pressure Control Valve A. Turn the key switch to the OFF position.

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Compare the measurement to the resistance value that was recorded in the previous step. A harness that is in good repair will add less than two percent to the total resistance of the circuit. D. Measure the resistance from terminal P2-61 and terminal P2-62 to the remaining terminals that are in the P2 ECM connector. The correct measurements will indicate an open circuit. E. Measure the resistance from terminal P2-61 and terminal P2-62 to the engine ground stud. The correct measurements will indicate an open circuit.

B. Disconnect the J500/P500 IAPCV connector.

Expected Result:

Note: Ensure that the seal for the P500 connector remains in place.

The resistance measurements are within the specifications that are provided above.

C. Measure the resistance of the solenoid at the terminals for the IAPCV. Record the measurement.

Results:

D. Reverse the leads of the multimeter and measure the resistance again. Expected Result: The solenoid resistance of the injection actuation pressure control valve is 8 ± 2 Ohms. Results:

• OK – The measurement is 8 ± 2 Ohms. The solenoid resistance is correct. Reconnect the harness connector for the injection actuation pressure control valve. Proceed to Test Step 4. • Not OK – The solenoid resistance is out of the range.

Repair: Replace the unit injector hydraulic pump. Check that the diagnostic code is no longer active. Verify that the repair eliminates the original problem. STOP.

• OK – The resistance measurements are within the

specifications. Connect the J2/P2 ECM connectors. Proceed to Test Step 5.

• No – The resistance measurements are not within the specifications.

Repair: Replace the harness for the IAPCV and/or repair the circuit. Verify that the repair eliminates the original problem. STOP.

Test Step 5. Use the “Injection Actuation Pressure Driver Test” to Check the Harness A. Connect Cat ET to the service tool connector. B. Disconnect the P500/J500 IAPCV connector. C. Fabricate two jumper wires. Crimp a 186-3735 Connector Pin to one end of each jumper.

Test Step 4. Measure the Solenoid Resistance through the Engine Harness

D. Insert the connector pins of the jumper wires into the terminals of the J500 IAPCV connector.

A. Turn the key switch to the OFF position.

E. Connect a voltage test lamp to the ends of the jumper wires.

B. Disconnect the P2 connector at the ECM. C. Measure the resistance from terminal P2-61 to terminal P2-62.

F. Turn the keyswitch to the ON position. G. Access the “Injection Act Press Driver Test”. Start the “Injection Act Press Driver Test” on Cat ET. Observe the state of the test lamp.

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Note: This test procedure may cause a 42-11 to become active.Activation of the code is normal. Expected Result: The voltage test lamp illuminates when the test is active. Results:

• OK – The voltage test lamp illuminates when the test is active. Proceed to Test Step 6.

• Not OK – The voltage test lamp does not illuminate when the test is active. Remove the jumper wires from the J500 IAPCV connector. Connect the connector. Proceed to Test Step 7.

Test Step 6. Perform the “Injection Actuation Pressure Test” A. Ensure that the J500/P500 connector is disconnected. B. Crank the engine for 30 seconds. Crank the engine three times at 30 second intervals in order to purge the air from the system. C. Reconnect the J500/P500 connector. D. Start the engine and perform the “Injection Actuation Pressure Test”. Step through all of the pressure ranges that are in the test. E. After performing the “Injection Actuation Pressure Test”, check if a 42-11 diagnostic code is active or logged. Expected Result:

293 Troubleshooting Section

Repair: Follow the procedure in Special Instruction, REHS3819, “Procedure for Troubleshooting and Cleaning the Oil Rail System for the Hydraulic Electronic Unit Injector”. Verify that the repair eliminates the problem. STOP.

Test Step 7. Use the “Injection Actuation Pressure Driver Test” to Check the ECM A. Disconnect the J2/P2 ECM connector. B. Install a 208-0059 Adapter Cable As (70-PIN BREAKOUT) at the J2 ECM connector. Install the P2 ECM connector. C. Connect a voltage test lamp between terminal 61 and terminal 62 of the breakout T. D. Turn the keyswitch to the ON position. E. Access the “Injection Act Press Driver Test” in the “Diagnostics” menu on Cat ET. F. Start and stop the “Injection Act Press Driver Test”. Note: This test procedure may cause a 42-11 to become active.Activation of the code is normal. Expected Result: The voltage test lamp illuminates when the test is active. Results:

• OK – The voltage test lamp illuminates when the test is active.

The engine starts and the engine runs. The 42-11 does not become active or logged during the test.

Repair: Replace the harness for the IAPCV and/or repair the circuit.

Results:

Verify that the repair eliminates the original problem.

• OK – The engine starts and the engine runs without triggering the 42-11 diagnostic code.

Repair: The problem has been resolved. There may be an intermittent problem that is caused by a poor connection at a connector. Return the engine to service. If the problem recurs, retest the system. STOP.

• Not OK – The engine will not start.

STOP.

• Not OK – The voltage test lamp does not illuminate when the test is active.

Repair: Temporarily connect a test ECM. If the test ECM fixes the problem, reconnect the suspect ECM. If the problem returns, permanently replace the ECM. Verify that the repair eliminates the problem. STOP.

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i02296361

Injection Actuation Pressure Sensor - Test SMCS Code: 1439-038-PX; 1925-038 System Operation Description: Use this procedure to troubleshoot the system when the following diagnostic code is active:

• 164-02 Injection actuation pressure signal erratic (15)

Note: This procedure can check the accuracy of the injection actuation pressure sensor against a pressure gauge. The following background information is related to the following procedure: The injection actuation pressure sensor measures the pressure of the oil in the high pressure oil manifold. The high pressure oil in the manifold is used to actuate the injectors and the high pressure oil is used to control the fuel injection pressure. Fuel injection pressure is based on inputs from the sensors. The inputs are used by the Engine Control Module (ECM) for calculating the fuel injection pressure. The ECM uses the reading from the injection actuation pressure sensor in order to control the operation of the injection actuation pressure control valve.

Illustration 126 Typical schematic for the injection actuation pressure sensor The return wire may be connected to P1-3, P1-5, or P1-18.

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• No – The engine will not start. 164-02 is not active. Proceed to Test Step 2.

• No – 164-02 is not active. The engine starts. The system is operating correctly at this time. STOP.

Test Step 2. Disconnect the Injection Actuation Pressure Sensor and Start the Engine A. Turn the key switch to the OFF/RESET position. B. Disconnect the electrical connector J204/P204 for the injection actuation pressure sensor from the engine harness. C. Try to start the engine. Expected Result: The engine starts. Results:

• Yes – The engine starts. Proceed to Test Step 3. • No – The engine does not start. Repair: Reconnect the electrical connector J204/P204 for the injection actuation pressure sensor to the engine harness. Refer to Troubleshooting, “Engine Cranks but Will Not Start”. Illustration 127

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Pin locations on ECM connector (P1-2) Engine pressure sensor +5V (P1-3) Engine pressure sensor common (P1-25) Engine injection actuation pressure

Test Step 1. Check for Active Diagnostic Codes A. Connect the Caterpillar Electronic Technician (ET) to the data link connector. B. Turn the key switch to the ON position. Note: If the 164-02 diagnostic code is not active or logged, try to start the engine. Note: If a 164-03 diagnostic code or a 164-04 code is active, refer to Troubleshooting, “Engine Pressure Sensor Open or Short Circuit-Test”.

STOP.

Test Step 3. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the connector J204/P204 for the injection actuation pressure sensor and inspect the ECM engine harness connector J2/P2. Refer to Troubleshooting, “Electrical Connectors-Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the injection actuation pressure sensor (P2-61 and P2-62). C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Expected Result:

D. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.

164-02 diagnostic code is active.

Expected Result:

Results:

All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

• Yes – The engine will not start. 164-02 is active. Proceed to Test Step 2.

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Results:

D. Turn the key switch to the ON position.

• OK – Proceed to Test Step 4.

E. Use a digital multimeter that is set on DC voltage. Measure the voltage supply from terminal A to terminal B at the breakout T.

• Not OK Repair: Perform the following repair:

Expected Result:

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

The voltage reading is 4.5 VDC to 5.5 VDC.

Verify that the repair eliminates the problem. STOP.

Test Step 4. Check the Status of the Sensor with the Engine OFF

Results:

• Yes – The voltage reading is 4.5 VDC to 5.5 VDC. Proceed to Test Step 6.

• No – The voltage reading is out of the range.

A. Connect Cat ET to the data link connector.

Repair: The voltage supply for the injection actuation pressure sensor is not correct. Refer to Troubleshooting, “5 Volt Engine Pressure Sensor Supply Circuit - Test”.

B. Turn the key switch to the ON position.

STOP.

C. Check the injection actuation pressure on the status screen of Cat ET. Note: The following codes will cause the injection actuation pressure sensor to default to 17500 kPa (2538 psi).

• 164-03 Injection actuation pressure voltage high (15)

• 164-04 Injection actuation pressure voltage low (15)

• 232-03 5 Volt supply voltage high (21)

Test Step 6. Compare the Reading from the Injection Actuation Pressure Sensor to a Pressure Gauge Reading

Escaping fluid under pressure, even a pinhole size leak, can penetrate body tissue, causing serious injury, and possible death. If fluid is injected into your skin, it must be treated immediately by a doctor familiar with this type of injury. Always use a board or cardboard when checking for a leak.

• 232-04 5 Volt supply voltage low (21) Expected Result: The injection actuation pressure sensor indicates 0 kPa (0 psi). Results:

• Yes – Proceed to Test Step 6. • No – Proceed to Test Step 5. Test Step 5. Check the Voltage Supply of the Injection Actuation Pressure Sensor A. Turn the key switch to the OFF/RESET position. B. Disconnect the electrical connector J204/P204 for the injection actuation pressure sensor from the engine harness. C. Connect a 3-terminal breakout T to the electrical connector J204 only.

A. Turn the key switch to the OFF/RESET position. B. Install a 8T-0852 Pressure Gauge to an oil supply port on the high pressure oil rail that is located on the cylinder head. C. Verify that Cat ET is connected to the data link connector. D. Start the engine. E. Go to the “Injection Actuation Pressure Test” on the diagnostic menu of Cat ET. F. Start the test and monitor the reading from the injection actuation pressure sensor on Cat ET. Compare the pressure reading from Cat ET to the pressure reading on the 8T-0852 Pressure Gauge. Perform a comparison of the two different pressure indicators at varying engine rpm.

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Note: Use Table 163 for the approximate range for the injection actuation pressure sensor. Compare the 8T-0852 Pressure Gauge pressure reading to the pressure reading from the table. Table 163

Pressure Reading from Service Tool

Range of the Pressure Gauge Reading

6000 kPa

4000-7800 kPa (580-1130 psi)

10000 kPa

8000-11800 kPa (1160-1710 psi)

15000 kPa

13000-16800 kPa (1885-2435 psi)

23000 kPa

21000-24800 kPa (3045-3595 psi)

• 3-11 Cylinder #3 Injector current fault (73) • 4-11 Cylinder #4 Injector current fault (73) • 5-11 Cylinder #5 Injector current fault (74) • 6-11 Cylinder #6 Injector current fault (74) Also use this procedure if you have been directed to this test from Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable ” or Troubleshooting, “Low Power/Poor or No Response to Throttle”. Perform this procedure under conditions that are identical to the conditions that exist when the problem occurs. Typically, problems with the injector solenoid occur when the engine is warmed up and/or when the engine is under vibration (heavy loads).

Expected Result:

Background Information

The reading that is displayed on Cat ET and the reading on the pressure gauge readings agree.

the reading on the pressure gauge readings agree.

These engines use hydraulic electronic unit injectors that are hydraulically actuated and electronically energized. The Engine Control Module (ECM) sends a 105 volt pulse to each injector solenoid. The pulse is sent at the proper time and at the correct duration for a given engine load and speed. The solenoid is mounted on top of the fuel injector body.

Repair: The injection actuation pressure sensor and the ECM are working properly. Refer to Troubleshooting, “Troubleshooting without a Diagnostic Code”.

Note: Two injector solenoids share a supply wire. For this reason, an open circuit or a short circuit in a supply wire could cause diagnostic codes for two injector solenoids.

STOP.

When an injector is replaced, you must program the new injector trim files into the ECM. Refer to programming parameters Troubleshooting, “Injector Trim File” for more information. If the ECM is replaced, all injector trim files must be programmed into the new ECM. Refer to Troubleshooting, “Replacing the ECM” for the correct procedure.

Results:

• Yes – The reading that is displayed on Cat ET and

• No – The readings do not agree. Repair: Temporarily replace the injection actuation pressure sensor and repeat the test. Replace the injection actuation pressure sensor if this corrects the problem. If the new sensor is out of the acceptable range, then the pressure gauge is faulty. STOP.

“Cylinder Cutout Test” i02650228

Injector Solenoid Circuit - Test SMCS Code: 1290-038 System Operation Description: Use this procedure if any of the following diagnostic codes are active or logged:

• 1-11 Cylinder #1 Injector current fault (72) • 2-11 Cylinder #2 Injector current fault (72)

Caterpillar Electronic Technician (ET) includes the following tests that aid in troubleshooting the injector solenoids:

The “Cylinder Cutout Test” is used on an engine in order to determine the individual cylinder performance while the engine is running. As one or more cylinders are cut out during the test, the “Cylinder Cutout Test” uses the “Fuel Position” of each injector in order to evaluate the performance of the remaining cylinders that are firing. As the different cylinders are cut out, a comparison of the change in “Fuel Position” is used to identify cylinders that are weak or misfiring. One reason for a cylinder that is weak or misfiring is an injector that is malfunctioning mechanically.

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During the test, when a good injector is cut out, the “Fuel Position” of the remaining injectors will show a consistent change. This consistent change in the “Fuel Position” is caused by the remaining injectors that are compensating for the cut out injector. If a malfunctioning injector is cut out, the “Fuel Position” that is for the remaining injectors will not show a proportional change. This unbalanced change is the result of the smaller quantity of fuel that is needed to compensate for the power loss from the malfunctioning injector. The “Cylinder Cutout Test” is used to isolate a malfunctioning injector in order to avoid replacement of injectors that are in good repair. Note: Prior to running the “Cylinder Cutout Test”, all active diagnostic codes must be repaired. “Injector Solenoid Test” Use the “Injector Solenoid Test” to diagnose an open circuit or a short circuit in the wiring for the injector solenoids. With the engine stopped, the “Injector Solenoid Test” will briefly activate each injector solenoid. An audible click can be heard as each solenoid is activated. After performing the test, Cat ET will indicate the status of the solenoid as “OK”, “Open”, or “Short”.

Illustration 128 Schematic for the injector solenoids (C7 engines)

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Illustration 129 Schematic for the injector solenoids (C9 engines)

Test Step 1. Inspect the Electrical Connectors and the Wiring

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Turn the keyswitch to the OFF position. A strong electrical shock hazard is present if the ignition key is not turned OFF.

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Illustration 130

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Location of the connectors for the injector solenoids (C7 engines) (1) Connector at the valve cover (2) J2/P2 ECM connectors (3) Rubber grommet for the injector harness at the valve cover

Illustration 132

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Terminal locations at the P2 ECM connector for the injector solenoids (C7 engines) (P2-36) (P2-37) (P2-38) (P2-39) (P2-44) (P2-45) (P2-46) (P2-54) (P2-55)

Illustration 131

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Location of the connectors for the injector solenoids (C9 engines) (1) Connector at the valve cover (2) J2/P2 ECM connectors

B. Thoroughly inspect ECM connectors (1) and valve cover connectors (2). For C7 engines, thoroughly inspect the wiring at rubber grommet (3) for the injector harness. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Injector cylinder 1 Injector cylinder 2 Injector cylinder 3 Injector cylinder 4 Injector common cylinder 1 & 2 Injector common cylinder 3 & 4 Injector common cylinder 5 & 6 Injector cylinder 5 Injector cylinder 6

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Illustration 134

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Valve cover connector for the injector solenoids (C7 engines) (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal

1) Injector cylinder 1 2) Injector cylinder 2 3) Injector cylinder 3 4) Injector cylinder 4 5) Injector cylinder 5 6) Injector cylinder 6 7) Injector common line for cylinders 5 and 6 8) Injector common line for cylinders 5 and 6 9) Injector common line for cylinders 3 and 4 10) Injector common line for cylinders 3 and 4 11) Injector common line for cylinders 1 and 2 12) Injector common line for cylinders 1 and 2

Note: The splice for the injector common line is in the engine harness between the ECM connector and the valve cover connector (C7 engines).

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Illustration 133

Terminal locations at the P2 ECM connector for the injector solenoids (C9 engines) (P2-36) (P2-37) (P2-38) (P2-39) (P2-44) (P2-45) (P2-46) (P2-47) (P2-54) (P2-55) (P2-67) (P2-68)

Injector Injector Injector Injector Injector Injector Injector Injector Injector Injector Injector Injector

supply cylinder 1 supply cylinder 2 supply cylinder 3 supply cylinder 4 return cylinder 1 return cylinder 2 return cylinder 3 return cylinder 4 supply cylinder 5 supply cylinder 6 return cylinder 5 return cylinder 6

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Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Logged Diagnostic Codes that are Related to the Injector Solenoids A. Connect Cat ET to the service tool connector. Refer to Troubleshooting, “Electronic Service Tools” for information that is related to connecting Cat ET. B. Restore electrical power to the ECM. g01331183

Illustration 135

Valve cover connector for the injector solenoids (C9 engines) (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal

1) Injector cylinder 1 2) Injector cylinder 2 3) Injector cylinder 3 4) Injector cylinder 4 5) Injector cylinder 5 6) Injector cylinder 6 13) Injector return cylinder 14) Injector return cylinder 15) Injector return cylinder 16) Injector return cylinder 17) Injector return cylinder 18) Injector return cylinder

Expected Result:

6 5 4 3 2 1

C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector and the valve cover connector for the injector solenoids. Also, check the valve cover connector for the injector solenoids. Ensure the proper mating of the connector. D. Check the allen head screw for each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and pinch points from the valve cover connectors to the ECM connectors. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK

C. Check Cat ET for logged diagnostic codes related to the injector solenoids. Record

There are no logged diagnostic codes for the injector solenoids. Results:

• OK – There are no logged diagnostic codes for

the injectors. The injector solenoids are operating correctly. The solenoid circuits appear to be operating correctly. There may be a mechanical problem with the injector's fuel delivery. Proceed to Test Step 3.

• Not OK – There is a logged diagnostic code for

one or more of the injectors. There is an electrical problem with an injector solenoid or with the circuit. Proceed to Test Step 4.

Test Step 3. Use the “Cylinder Cutout Test” to Check the Variation Between the Cylinders A. Ensure that Cat ET is connected to the service tool connector. B. Start the engine. C. Allow the engine to warm up to normal operating temperature. The engine coolant temperature must be at least 68 °C (154 °F) in order to begin the test. D. Access the “Cylinder Cutout Test” by accessing the following display screens:

• “Diagnostics”

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• “Diagnostic Tests” • “Cylinder Cutout Test” E. Enable the cooling fan, if the fan is not controlled by the ECM. If the ECM controls the cooling fan, the cooling fan will start automatically when the test begins. F. Shut off all parasitic loads which could affect the results of the test. G. Perform the automated cylinder cutout tests that are available for your application. Follow the instructions that are given on the screen. H. To begin the test, select the start button at the bottom of the screen. Note: After analysis of the data from the automated tests, Cat ET will display the results for each cylinder. Follow the prompts that are given on the screen. I. The “Manual Cylinder Cutout Test” is also available for checking the mechanical condition of individual cylinders. This test can be used in order to identify injectors that may have a performance problem. To begin the test, highlight a cylinder and select the “Change” button at the bottom of the screen. The injector for that cylinder will be disabled. Check for a difference in the sound, feel, or power of the engine. Also, look for a change to the operating parameters that are displayed on the screen. This test will not produce “OK/Not OK” results for the cylinders that are tested. Expected Result: The cylinder cutout test indicates that all of the injectors are operating correctly. Results:

• OK – The “Cylinder Cutout Test” indicates that all of the cylinders are OK.

Repair: The results of the test has indicated that all of the injectors appear to be operating correctly. If no diagnostic codes for the injectors are active or logged, suspect an electrical problem or a mechanical problem with another system on the engine. If the engine is misfiring or if the engine has low power, refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable” and Troubleshooting, “Low Power/Poor or No Response to Throttle”. STOP.

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• Not OK – The cylinder cutout test displays “Not

OK” for at least one cylinder. Cat ET indicates that there is a weak cylinder. There may be an injector solenoid that is partially shorted or there may be a mechanical problem with the cylinder. Proceed to Test Step 4.

Test Step 4. Use the “Injector Solenoid Test” to Test the Injector Solenoids A. Start the engine. B. Allow the engine to warm up to normal operating temperature. The engine coolant temperature must be at least 68 °C (154 °F) before you begin the test. C. Stop the engine. D. Verify that Cat ET is connected to the data link connector. E. Turn the keyswitch to the ON position. F. Access the “Injector Solenoid Test” by accessing the following display screens in order:

• “Diagnostics” • “Diagnostic Tests” • “Injector Solenoid Test” G. Activate the “Injector Solenoid Test”. Wiggle the external harnesses between the ECM and the valve cover connector. H. As each solenoid is energized by the ECM an audible click can be heard at the valve cover. Listen for a click at the valve cover. Cat ET will indicate the cylinder number as each solenoid is being energized. I. Perform the injector solenoid test at least two times. Check Cat ET for the results of the “Injector Solenoid Test”. Expected Result: Cat ET reports each cylinder as “OK”, as “Short”, or as “Open”. Results:

• “OK” – Cat ET reported each cylinder as “OK”.

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Repair: There is not an electronic problem with the injectors at this time. There may be an intermittent electrical problem in the harness or in a connector. If an intermittent electrical problem is suspected, refer to Troubleshooting, “Electrical Connectors Inspect” for the proper troubleshooting procedure. In the previous test step, if the “Cylinder Cutout Test” indicated a problem with one of cylinders, there may be a mechanical problem with the injector for the cylinder or there may be a mechanical problem with the cylinder. If a problem with an injector is suspected, exchange the suspect injector with another injector on the engine in order to confirm the problem. Use the “Exchange” feature in the “Injector Trim Calibration” tool that is in Cat ET to exchange the information for the injector trim file. Perform the “Cylinder Cutout Test” again. If the problem moves to the other cylinder with the suspect injector, replace the injector. If the problem remains in the original cylinder, there is a mechanical problem with the cylinder.

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Expected Result: All of the cylinders indicate “Open” on Cat ET. Results:

• OK – All cylinders indicate “Open” when the

connector for the injector harness is disconnected. The ECM and the engine harness appear to be OK. Reconnect the connector for the injector harness. Proceed to Test Step 8.

• Not OK – At least one cylinder does not indicate

“Open” when the connector for the injector harness is disconnected. There is a problem in the engine harness. There may be a problem with the ECM. Record the cylinder numbers that indicate a short circuit. Proceed to Test Step 7.

Test Step 6. Use the Injector Solenoid Test to Check for an Open Circuit in the Engine Wiring Harness

If a mechanical problem with the cylinder is suspected, refer to Systems Operation/Testing and Adjusting in order to help isolate the problem.

Electrical shock hazard. The electronic unit injector system uses 90-120 volts.

STOP.

A. Turn the keyswitch to the OFF position.

• “Short” – Cat ET reported that one or more of the solenoid circuits as “Short”. Record the cylinder numbers for the injectors that indicate “Short”. Proceed to Test Step 5.

• “Open” – Cat ET reported that one or more

cylinders are “Open”. Record the cylinder numbers for the injectors that indicate “Open”. Proceed to Test Step 6.

Test Step 5. Use the Injector Solenoid Test to Check for a Short Circuit in the Engine Wiring Harness

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Turn the keyswitch to the OFF position. B. Disconnect the connector for the injector harness at the valve cover. Check for evidence of moisture entry. Refer to Troubleshooting, “Electrical Connectors - Inspect” for troubleshooting details. C. Turn the keyswitch to the ON position. D. Perform the “Injector Solenoid Test” at least two times.

B. Disconnect the valve cover connector for the injector solenoids. C. Fabricate a jumper wire that will be long enough to create a test circuit across two terminals at the valve cover connector. Crimp the correct connector terminals to both ends of the jumper wire.

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D. Insert one end of the jumper wire onto the terminal for the suspect injector's supply wire. Insert the other end of the jumper wire onto the terminal for the suspect injector's return wire. This will effectively replace the injector solenoid with a short circuit. E. Turn the keyswitch to the ON position. F. Perform the “Injector Solenoid Test” at least two times. G. Turn the keyswitch to the OFF position. g01331240

Illustration 136

Valve cover connector for the injector solenoids (C7 engines) (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal

1) Injector cylinder 1 2) Injector cylinder 2 3) Injector cylinder 3 4) Injector cylinder 4 5) Injector cylinder 5 6) Injector cylinder 6 7) Injector common line for cylinders 5 and 6 8) Injector common line for cylinders 5 and 6 9) Injector common line for cylinders 3 and 4 10) Injector common line for cylinders 3 and 4 11) Injector common line for cylinders 1 and 2 12) Injector common line for cylinders 1 and 2

H. Remove electrical power from the ECM. Repeat this test for each suspect Injector. Ensure that the injector solenoid test is disabled before handling the jumper wires. Note: Cat ET may report a “Short” for the injector that shares the injector common line with the suspect injector. Disregard the result for this injector. Expected Result: Cat ET displays “Short” for the cylinder with the jumper wire. Results:

• OK – Cat ET displays “Short” for each circuit that

was jumpered. The ECM and the engine harness are OK. Remove the jumper wire. Reconnect the connector for the injector harness. Proceed to Test Step 8.

• Not OK – Cat ET displays “Open” for the cylinder

with the jumper wire. There is a problem in the wiring between the ECM and the valve cover connector. There may be a problem with the ECM. Proceed to Test Step 7.

Test Step 7. Use the Injector Solenoid Test to Check for Proper Operation of the ECM g01331217

Illustration 137

Valve cover connector for the injector solenoids (C9 engines) (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal (Terminal

1) Injector cylinder 1 2) Injector cylinder 2 3) Injector cylinder 3 4) Injector cylinder 4 5) Injector cylinder 5 6) Injector cylinder 6 13) Injector return cylinder 14) Injector return cylinder 15) Injector return cylinder 16) Injector return cylinder 17) Injector return cylinder 18) Injector return cylinder

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Remove electrical power from the ECM.

6 5 4 3 2 1

B. Disconnect the J2/P2 ECM connectors. C. Fabricate a jumper that is long enough to create a test circuit from the P2 ECM connector to the engine ground stud. Crimp a connector socket to one end of the jumper wire.

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D. Remove the supply wire from the terminal location for the suspect injector at the ECM connector. Install the socket end of the jumper wire into this terminal location. E. Connect the J2/P2 ECM connectors. F. Verify that the ECM Will Detect an Open Circuit for the Suspect Injector: a. Ensure that the jumper wire is not in contact with a ground source or another circuit. Do not touch the jumper wire during the test. A strong electrical shock hazard is present at the jumper wire while the test is running. b. Restore the electrical power to the ECM. c. Perform the “Injector Solenoid Test” at least two times. Note the results of the test. d. Remove the electrical power from the ECM. Cat ET displays “Open” for the injector(s) that share the injector common line. G. Verify that the ECM Will Detect a Short Circuit for the Suspect Injector: a. Connect the jumper wire to the engine ground stud. Do not touch the jumper wire during the test. A strong electrical shock hazard is present at the jumper wire while the test is running. b. Restore the electrical power to the ECM. c. Perform the “Injector Solenoid Test” at least two times. Note the results of the test. d. Remove the electrical power from the ECM. Cat ET displays “Short” for the injector(s) that share the injector common line. H. Restore the wiring to the original configuration. Expected Result: Cat ET displays the correct status for each test circuit. Results:

• OK – Cat ET displays the correct status for each test circuit.

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Repair: The ECM is detecting the short circuit and the open circuit. The problem is in the engine harness between the ECM connector and the valve cover connector. Repair the engine harness or replace the engine harness, as required. Verify that the repair eliminates the problem. STOP.

• Not OK – The ECM does not detect the correct status of the circuit.

Repair: The ECM does not appear to be operating properly. Perform the following procedure: 1. Temporarily connect a test ECM. Refer to Troubleshooting, “Replacing the ECM”. 2. Recheck the circuit in order to ensure that the original problem has been resolved. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Verify that the problem is resolved. If the problem is not resolved with the test ECM, install the original ECM. There is a problem in the wiring. Retest the circuit. STOP.

Test Step 8. Check the Injector Harness Under the Valve Cover for an Open Circuit or a Short Circuit

Electrical shock hazard. The electronic unit injector system uses 90-120 volts. A. Remove the electrical power from the ECM. B. Remove the valve cover in order to gain access to the suspect injector. C. Disconnect the connector from the suspect injector. D. Thoroughly clean the terminals on the injector solenoid and on the harness connector. E. Fabricate a jumper wire that is long enough to create a test circuit across the terminals of the injector connector. Crimp connector pins to each end of the jumper wire.

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If the resistance of the solenoid is not within specifications replace the faulty injector. Verify that the problem is resolved. If the resistance of the solenoid is within specifications, there may be an intermittent problem in the harness or in a connector. If an intermittent problem is suspected, refer to Troubleshooting, “Inspecting Electrical Connectors” for information that is related to troubleshooting an intermittent electrical problem. STOP. Illustration 138

g01180694

• Not OK – Cat ET did not display the correct status during the test.

Connector terminals for the injector solenoid

F. Use the jumper wire to short circuit the connector terminals for the suspect injector. This will effectively replace the injector solenoid with a short circuit.

Repair: There is a problem with the injector harness under the valve cover. There may be a problem with a connector. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. Verify that the problem is resolved.

G. Restore the electrical power to the ECM.

STOP.

H. Perform the “Injector Solenoid Test” at least two times. Note: The injector solenoid that shares the injector common line for the injector that is short circuited may indicate a false test result. Disregard this test result. I. Remove the electrical power from the ECM. J. Remove the jumper wire from the injector connector. This will effectively replace the injector solenoid with an open circuit. K. Restore the electrical power to the ECM. L. Perform the “Injector Solenoid Test” at least two times. M. Remove the electrical power from the ECM. Expected Result: Cat ET displays “Short” for the cylinder when the jumper wire is installed. “Open” is displayed when the jumper wire is removed. Results:

• OK – Cat ET displays the correct status during the test.

Repair: The harness wiring is OK. Use a multimeter to check the resistance of the suspect injector solenoid. The correct resistance of each injector solenoid is 1.06 ± 0.05 Ohms at 25 °C (77 °F).

i02296393

Neutral Switch Circuit - Test SMCS Code: 1435-038 System Operation Description: Use this procedure under the following situation: Use this procedure to determine if the neutral switch is operating properly. Automatic Transmission Neutral Switch The automatic transmission neutral switch is required when the “Transmission Style” parameter is programmed to “Automatic Option 3”, “Automatic Option 4”, “AT/MT/HT Option 3”, or “AT/MT/HT Option 4”. This switch is used to indicate when the automatic transmission is in neutral. The automatic transmission neutral switch is an open circuit when the transmission is in gear. Shifting the transmission to the neutral position should close the circuit, which connects the input to the battery voltage. Many other switches in the system connect the input to ground when the circuit is closed.

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This switch may not be connected to an input on the ECM. The parameter “Transmission Neutral Switch” determines the input to the ECM. If the parameter is programmed to “J1/P1:62” a switch must be connected to terminal 62. If the parameter is programmed to “J1939”, the switch position will be transmitted to the ECM over the J1939 data link. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit Test”.

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Illustration 139 Schematic for transmission neutral switch

Test Step 1. Inspect Electrical Connectors and Wiring

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for the following switches in the connectors:

• Neutral switch (P1-62) Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the switches. Refer to Illustration 140. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Illustration 140 Pin locations on ECM connector (P1-62) Input 12 (transmission neutral switch)

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

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309 Troubleshooting Section

Verify that the repair eliminates the problem. STOP.

Test Step 2. Check Neutral Switch Status on Caterpillar Electronic Technician (ET) Table 164

Status of the Neutral Switch Switch Position

Switch Status

Circuit

The transmission is in Neutral.

ON

Closed

The transmission is in Gear.

OFF

Open

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Disconnect vehicle harness connector P1 from the ECM. D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T. E. Install the jumper into terminal 62 (neutral switch) of the breakout T. Connect the other end of the jumper to terminal 52 (unswitched +Battery) of the breakout T. F. Turn the ignition key switch to the ON position.

A. Connect Cat ET to the cab data link connector.

G. Verify that Cat ET is connected to the cab data link connector.

B. Access the status screen on Cat ET.

H. Access the status screen.

C. Turn the ignition key switch to the ON position.

I. While the neutral switch status is being monitored on the status screen slowly remove the jumper from terminal 52 (unswitched +Battery). Now, slowly insert the jumper into terminal 52 (unswitched +Battery).

D. Shift the transmission into the Neutral position while the status of the neutral switch is being observed. Also, shift out of Neutral while the status of the neutral switch is being observed. Note: If the status indicates “Not Installed”, check the programming of the “Transmission Style” Parameter. The “Transmission Style” must be programmed to “Automatic Option 3” or “Automatic Option 4”. Expected Result: The switch status changes per the information in Table 164. Results:

• Yes – The switch is operating normally. STOP. • No – The ECM is not reading the switch status change. Proceed to Test Step 3. Test Step 3. Check the Switch Circuit for the ECM

Refer to Table 165. Expected Result: The switch status changes per the information in Table 165. Results:

• Yes – The ECM is functioning properly. Proceed to Test Step 4.

• No – The ECM is not functioning properly. Repair: Perform the following repair: 1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step.

Table 165

5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

Status of the Neutral Switch Input Condition of Switch Circuit

Switch Status

Circuit

Terminal 62 is open.

OFF

Open

6. If the problem returns with the suspect ECM, replace the ECM.

Terminal 62 connected to +battery.

ON

Closed

7. Verify that the repair eliminates the problem. STOP.

A. Turn the ignition key switch to the OFF/RESET position.

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Test Step 4. Insert a Jumper at the Neutral Switch

Test Step 5. Insert a Jumper at the Bulkhead Connector

Table 166

Table 167

Status of the Neutral Switch Input Condition of Switch Circuit

Status of the Neutral Switch Input

Switch Status

Circuit

The wires for the neutral switch are disconnected.

OFF in gear

Open

The wires for the neutral switch are connected.

ON in neutral

Shorted

A. Turn the ignition key switch to the OFF/RESET position. B. Ensure that ECM vehicle harness connector J1/P1 is connected. C. Find the neutral switch in the vehicle. D. Disconnect the wires from the terminals of the neutral switch. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET. G. While the switch status is being monitored on the status screen slowly connect the switch wires and slowly disconnect the switch wires. Refer to Table 166. Expected Result: The switch status changes per the information in Table 166. Results:

• Yes – The switch is not functioning properly.

Condition of Switch Circuit

Switch Status

Circuit

The wires to the bulkhead are disconnected.

OFF in gear

Open

The wires to the bulkhead are connected.

ON in neutral

Shorted

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Find the terminal for the neutral switch and the +Battery connection in the engine side of the bulkhead connector for the vehicle harness. D. Insert the jumper wire between the two terminals in the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Access the status screen on Cat ET. G. While the switch status is being monitored on the status screen alternately remove the jumper wire between the two terminals, and alternately insert the jumper wire between the two terminals. Refer to Table 167. Expected Result: The switch status changes per the information in Table 167.

Repair: Perform the following repair:

Results:

Replace the faulty switch.

• Yes – The problem is in the vehicle wiring between

Verify that the repair eliminates the problem. STOP.

• No – There is a problem in the harness between the switch and the ECM. Proceed to Test Step 5.

the bulkhead connector and the switch. Repair: Perform the following repair:

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM. Repair: Perform the following repair:

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Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer.

• “Fan Override Switch”

STOP.

• “Diagnostic Enable Switch” i02300486

Powertrain Data Link Circuit Test SMCS Code: 1901-038 System Operation Description: Use this procedure under the following situation: Use this procedure if one of the following diagnostic codes are active:

• 231-02 J1939 Data incorrect (58) • 231-11 J1939 Data link fault (58) • 231-12 J1939 Device not responding (58) Also, use this procedure when Caterpillar Electronic Technician (ET) indicates that the sensor and the Engine Control Module (ECM) are functioning but the engine is not responding to the accelerator pedal position sensor. The following background information is related to this procedure: Power train Data Link The power train data link is designed to offer electronically controlled Anti-Lock Brakes (ABS), traction control systems, and/or transmission controls. This is accomplished by a momentary reduction of engine rpm and/or engine torque, that is triggered by a signal from an off-engine control module for the ABS, the traction control, or the transmission. An off-engine control module is a control module that is not part of theCaterpillar engine control system. Information from switches may also be transmitted over the J1939 data link. The following parameters can be programmed to send switch information over the J1939 data link:

• “Cruise Control On/Off Switch” • “Cruise Control Set/Resume Switch” • “Cruise Pause Switch”

• “Exhaust Brake Switch”

• “A/C High Pressure Switch” • “A/C Fan Request Switch” Any combination of the following systems may be installed together on a vehicle:

• Traction control • Transmission control • ABS • Switch information The required components are installed at the OEM when the vehicle is built. The sensors for the power train data link , off-engine control modules, and wiring are installed by the vehicle OEM. Direct any questions that relate to the configuration of the hardware, software, and installation to the vehicle OEM. The J1939 refers to the standard for data link communications of the “Society of Automotive Engineers Inc.”. The ECM has a customer programmable parameter that is called “Powertrain Data Link” which can be programmed to either of the following options:

• “J1939” • “NONE” Anti-Lock Brake Systems (ABS) The J1939 data link may be used by an Anti-Lock Brake System (ABS) in order to disable the exhaust brake when the control for the anti-lock brakes determines that the exhaust brake should be disabled. This is usually achieved when the ABS system is active. Traction Control Systems Loss of traction is determined by sensors on the vehicle that are mounted near the wheels. These sensors are also used by the ABS system. Typically, a system with traction control includes anti-lock brakes. Transmission Control

• “Service Brake Pedal Position Switch 1”

The following characteristics are determined by a vehicle speed sensor in the transmission:

• “Clutch Pedal Position Switch”

• Transmission shift points

312 Troubleshooting Section

• Engine rpm • Load The sensors for power train control provide signals to the vehicle control module of the power train data link. The vehicle control module of the power train data link then communicates with the ECM. The ECM receives a request from the power train data link. The ECM responds by momentarily limiting the following characteristics:

• Engine rpm • Torque • Both engine rpm and torque The presence of an active J1939 data link circuit can be determined by observing the “Powertrain Status” parameter on Cat ET. The Cat ET status screen will display “INSTALLED” if the proper personality module is installed on the ECM, and there is no action that is being requested at that time by any of the control modules on the data link. If an action is being requested by one of the vehicle control modules, the display will indicate the control that is making the request (traction control or transmission control) or a combination of the two (traction control and transmission control). Power train control is also displayed in the upper right hand corner of the display status screen. J1939 Data Link If the “Truck Manufacturer” parameter is programmed to “GM”, then the “Powertrain Data Link” parameter defaults to “J1939”. If the truck manufacturer is programmed to “OTHER”, then the default is “NONE”. If the data link is required, then the “Powertrain Data Link” parameter must be programmed to “J1939”. If the “Truck Manufacturer” parameter is programmed to “GM” then the “J1939” data link is self-adjusting. Note: If a message is not broadcast over the data link for five hours, the 231-11 will not illuminate the “Service Engine Soon” lamp. Note: The wiring for the J1939 data link is a shielded twisted pair cable and the wiring is not serviceable. The wiring must be replaced when the wiring is damaged.

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Illustration 141

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Schematic for power train data link

Illustration 142 Deutsch terminal connectors

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Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Connect the Electronic Service Tool and Check for Active Diagnostic Codes A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. Illustration 143

g01153527

Pin locations on ECM connector

C. Monitor the active diagnostic code screen of Cat ET. Check and record active diagnostic codes.

(P1-34) J1939 Data Link− (P1-42) J1939 Data Link Shield (P1-50) J1939 Data Link+

Expected Result:

Test Step 1. Inspect Electrical Connectors and Wiring

One of the following diagnostic codes is active:

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, the connectors for the power train control module, and the connector terminals for the J1939 data link. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

Note: The “Powertrain Data Link” parameter is a customer parameter that must not be programmed to “J1939”, unless the J1939 data link is being used. If J1939 is not connected and the parameter is programmed for J1939 the following active diagnostic code will occur:

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the J1939 data link.

• 231-11 (58)

Refer to Illustration 143. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the data link connectors back to the ECM.

• 231-11 (58)

Results:

• Yes – 231-11 diagnostic code is active. Proceed to Test Step 3.

• No – 231-11 diagnostic code is not active. Proceed to Test Step 4.

Test Step 3. Use the Special Test on the Electronic Service Tool to Check the Devices on the J1939 Data Link A. Verify that Cat ET is connected to the data link connector.

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B. Access the special test “J1939 Receive Communication Status”. The special tests are located under the diagnostic menu. C. Cat ET will display the J1939 sources that have transmitted at least one good message that has been successfully received by the ECM. If the ECM has not received any messages from a source, that source will not be displayed. Examples of devices that can use the J1939 data link include the following switches:

• Switches that are programmed to “Instrument Cluster”

• Switches that are programmed to “Body Controller”

• Switches that are programmed to “Cab Controller”

D. Cat ET will display the J1939 source in the “Description” column. The “Status” column displays the status of the device. E. If a message is not received from a device Cat ET will display “Not Receiving”. F. The status screens on Cat ET can be used to display the status of the inputs that are programmed for J1939 data links. The status screen will display the programmed J1939 source of the input. If the input is programmed to a device that is not sending messages, the screen will display “No Comm”. If the input is programmed to a device that is sending incorrect messages for that input, the screen will display “Diag”. Expected Result: Cat ET displays the devices that are used on the vehicle and the ECM is receiving messages from the devices. Results:

• Yes – The ECM is receiving messages from the devices that are installed on the vehicle. STOP.

• No – The ECM is not receiving messages from the devices that are installed on the vehicle.

Repair: The devices that can be programmed to use the J1939 data link can be circuits with two wires or circuits with three wires. Bad connections are the most frequent problem. Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that the connectors are free of corrosion. STOP.

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Test Step 4. Check the Power Train Status Screen on Cat ET

g00721856

Illustration 144 Typical example of the display screen on Cat ET Table 168

Powertrain Status Parameter Group Definition Table

“Heading On Status Screen”

Displayed Message

Definition of Message

“Engine Speed”

Actual engine rpm of the engine

“Percent Torque”

Current engine torque during operation that is expressed as a percent of peak torque

“Powertrain Status”

“Not Installed”, “ABS Control”, “Traction Control”, “Traction and ABS Control”, “Trans Control”, “Trans and ABS Control”, “Trans and Traction Control”, “Trans and Traction and ABS”

Communication of the power train control module

(continued)

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317 Troubleshooting Section

(Table 168, contd)

Powertrain Status Parameter Group Definition Table

“Heading On Status Screen” “TC Status or Transmission Status”

Displayed Message

Definition of Message

“No Communication”

Communication from the vehicle control is not being received by the ECM. One of the following conditions exists: The vehicle does not support this feature. The vehicle control is not currently powered, or the wiring is damaged or disconnected.

“Not Active”

No requests from the Vehicle Power Train ECU (Electronic Control Unit)

“Speed Command”

Engine rpm is being controlled by a Vehicle ECU.

“Torque Command”

Engine torque is being controlled by a Vehicle ECU.

“Speed and Torque Limit”

Engine rpm and torque is being determined by a Vehicle ECU.

“Torque Limit”

The Torque limit is being determined by a Vehicle ECU.

“Speed Limit”

The rpm limit is being determined by a Vehicle ECU.

“TC Speed”

The TC Speed is the desired engine rpm setpoint or the engine rpm limit that is being requested by the vehicle's Traction Control ECU.

“TC Torque”

The TC Torque is the desired percent of torque or the desired percent of torque limit that is being requested by the Vehicle's Traction Control ECU.

“Transmission Output Speed”

The Transmission Output Speed is the desired engine rpm setpoint or the engine rpm limit that is being requested by the Vehicle's Traction Control ECU.

“Transmission Torque”

The Transmission Torque is the desired percent of torque or the percent of torque limit that is being requested by the Vehicle's Traction Control ECU.

“ABS Status”

“No Communication”

The ECM is not receiving communication from the vehicle's ABS/Traction Control System. One of the following conditions exists: The vehicle does not support this feature. The vehicle's ABS/Traction Control System is not currently powered. The wiring is damaged or disconnected.

“Not Active”

There are no requests from the ABS Control.

“Disable Retarder”

The control for the ABS system requests the operation of the engine retarder to stop.

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A. While the vehicle is being driven by someone else, monitor Cat ET. Use the following procedure: a. Access the status screen. Select the “Powertrain Status” screen. The “Powertrain Status” screen relates to the J1939 data link. b. While the vehicle is being operated, monitor the “Powertrain Status” screen. Refer to Table 168 for an explanation of the parameters that are displayed in the “Powertrain Status” screen of Cat ET. Note: Transmission shifts and/or a momentary loss of traction should trigger the Cat ET display and the appropriate action by the ECM when the correct sensors, controls and wiring are installed on the vehicle. Expected Result: The Cat ET status screen indicates that the ECM is responding to a power train control. Note: Some power train control modules have test modes that are available by activating diagnostic switches. Ensure that theCaterpillar ECM is not reacting to a test by the power train control module if the problem is related to power train control operation and you believe that the system should not be active. Results:

• Yes – If the response is abnormal, send the vehicle to the OEM dealer for repairs. STOP.

• No Repair: Perform the following diagnostic procedure: Troubleshooting, “Troubleshooting without a Diagnostic Code”

Background Information The Engine Control Module (ECM) can use various inputs in a number of ways. The inputs depend on the parameter programming. Certain features are available on several different inputs. The configuration for the switch must match the actual switch installation in order for the switch to function properly. “PTO Engine RPM Set Speed Input A” The switch for the “PTO Engine RPM Set Speed Input A” controls the engine speed during PTO operation. The “PTO Engine RPM Set Speed A” parameter requires an engine RPM to be programmed. The “PTO Engine RPM Set Speed A” parameter is located in the “Dedicated PTO Parameter Group”. The “PTO Engine RPM Set Speed Input A” status is also located in the “Input Selections Parameter Group”. The engine will ramp up to the engine rpm that is programmed under the following conditions:

• The switch for the “PTO Engine RPM Set Speed

Input A” is in the ON position and the PTO On/Off switch is then turned on.

• The switch for the “PTO Engine RPM Set Speed

Input A” is turned to the ON position when the PTO On/Off switch is on.

The “PTO Configuration” must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle” for this feature to function. The PTO On/Off switch or the switch for the “PTO Engine RPM Set Speed Input A ”must be cycled from the OFF position to the ON position in order to return to the programmed engine rpm if the PTO operation is disabled. If the “PTO Engine RPM Set Speed Input A” parameter is programmed to “None” (default), this feature is not used. If the “PTO Engine RPM Set Speed Input A” parameter is programmed to “J1/P1-46”, the feature is available. Also, the switch circuit should be connected to the same input. Switch for the“ PTO Engine RPM Set Speed Input B”

STOP. i02375747

PTO Engine RPM Set Speed (Input A and Input B) Circuit Test SMCS Code: 1901-038 System Operation Description: Use this procedure to determine if the circuit for the “PTO Engine RPM Set Speed Input A and Input B” is operating correctly.

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319 Troubleshooting Section

The switch for the“ PTO Engine RPM Set Speed Input B” is used to control engine RPM during PTO operation. The “PTO Engine RPM Set Speed B” parameter requires an engine RPM to be programmed. The “PTO Engine RPM Set Speed B” parameter is located in the “Dedicated PTO Parameter Group”. The “PTO Engine RPM Set Speed Input B” status is located in the “Input Selections Parameter Group”. The function of the switch for the “PTO Engine RPM Set Speed Input B” is similar to the function of the switch for the “PTO Engine RPM Set Speed Input A”. The engine will operate at “set speed A” when both of the switches are on. If the “PTO Engine RPM Set Speed Input B” parameter is programmed to “None” (default), this feature is not used. If the “PTO Engine RPM Set Speed Input B” parameter is programmed to “J1/P1:7” or “J1/P1:23”, then the feature is available. Also, the switch circuit should be connected to the same input that is selected in the parameter. Note: The wiring for your particular application may be slightly different. The circuits for the sensor common are used interchangeably by the OEM of the vehicle. The following circuits are common within the ECM:

• P1-18 (sensor common 1) • P1-3 (sensor common 2) • P1-5 (AP sensor/switch common)

Illustration 145

g00863820

This is a typical schematic for the “PTO Engine RPM Set Speed Input A” switch circuit. The return wire may be connected to P1-3, P1-5, or P1-18.

Illustration 146 This is a typical schematic for the “PTO Engine RPM Set Speed Input B” switch circuit. The return wire may be connected to P1-3, P1-5, or P1-18.

g00932375

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Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Use Caterpillar Electronic Technician (ET) to Check the Status of the “PTO Engine RPM Set Speed Input A and PTO Engine RPM Set Speed Input B” A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. C. Operate the switch in the ON and OFF positions. Illustration 147

g01152269

Pin locations on ECM connector (P1-5) AP sensor/switch common (P1-7) Input 4 (P1-23) Input 19 (P1-46) Input 7

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connectors, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

D. View the switch status on Cat ET. E. If the “PTO Engine RPM Set Speed Input A” status indicates “Not Installed”, then the parameter has not been programmed. If the “PTO Engine RPM Set Speed Input B” status indicates “Not Installed”, then the parameter has not been programmed. Expected Result: The status screen indicates “ON” if the switch is turned on. The status screen indicates “OFF” if the switch is off. Results:

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the suspect switch circuit.

• OK – The switch is operating normally. Continue

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

• Not OK – The ECM is not reading the switch status

D. Check the harness and the wiring for abrasion and for pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM. Refer to Illustration 147 for terminal locations for the ECM.

troubleshooting if the original condition is not resolved. STOP. change. Proceed to Test Step 3.

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321 Troubleshooting Section

Test Step 3. Check the Switch Circuit for the ECM

1. Temporarily connect a test ECM. Only connect ECM harness J1/P1. 2. Recheck for an +5 V diagnostic code when the engine harness is disconnected. 3. If the problem is resolved with the test ECM, reconnect the suspect ECM. 4. If the problem returns with the suspect ECM, replace the ECM. STOP.

Test Step 4. Insert a Jumper Wire at the Switch Illustration 148

g01152272

A. Turn the ignition key switch to the OFF/RESET position.

Pin locations on breakout T (5) AP sensor/switch common (7) Input 4 (23) Input 19 (46) Input 7

A. Turn the ignition key switch to the OFF/RESET position. B. Install a breakout T to the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire into the suspect switch socket of the breakout T. Connect the other end of the jumper wire to terminal 5 (AP Sensor/Switch Common) in the breakout T. E. Verify that Cat ET is connected to the data link connector. F. Turn the ignition key switch to the ON position. G. Alternately remove the jumper wire and then insert the jumper wire from terminal 5. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status changes to “ON” with the jumper wire in place. The switch status changes to “OFF” when the jumper wire is removed. Results:

• OK – The ECM is functioning properly at this time. Proceed to Test Step 4.

• Not OK – The ECM is not functioning properly. Repair: Perform the following repair:

B. Reconnect the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire between the two switch terminals. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire at the switch terminals. At the same time, watch the status screen on Cat ET. Expected Result: The switch status changes to “ON” with the jumper wire in place. The switch status changes to “OFF” when the jumper wire is removed. Results:

• OK – The status is correct. Repair: Replace the switch. Verify that the repair eliminates the problem. STOP.

• Not OK – The status is incorrect. There is a

problem in the wire harness between the switch and the ECM. Proceed to Test Step 5.

Test Step 5. Insert a Jumper Wire at the Bulkhead Connector A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.

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C. Locate the suspect switch socket in the engine side of the bulkhead connector. D. Insert the wire jumper pin between the switch socket and the sensor common connection. Install the jumper wire on the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Alternately connect and then disconnect the jumper wire. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status is “ON” when the jumper wire is installed. The switch status is “OFF” when the jumper wire is removed.

An input is available to the Engine Control Module (ECM) for connecting a switch to shut down the engine while the engine is operating in PTO mode. To use this feature, the “PTO Configuration” parameter must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle”. The following conditions must also be met in order to use this feature:

• “PTO Engine Shutdown Switch” must be

programmed to “P1/J1:7” or to “P1/J1J1:23”.

• The PTO On/Off Switch is in the ON position and the PTO is active.

• The PTO Engine Shutdown Switch is in the ON position.

• 186-04 is not active.

Results:

• The vehicle speed is equal to zero.

• OK – The status is correct.

• No vehicle speed faults are active.

Repair: The problem is in the vehicle wiring between the bulkhead connector and the switch. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. STOP.

• Not OK – The status is incorrect. The problem is in the vehicle wiring between the bulkhead connector and the ECM.

Repair: Inspect the vehicle wiring. Make repairs, when possible. Send the vehicle to the OEM dealer for repair, if necessary. STOP. i02375748

PTO Engine Shutdown Switch Circuit - Test SMCS Code: 7332-038 System Operation Description: Use this procedure to determine if the circuit for the PTO engine shutdown switch is operating correctly. Background Information

If the vehicle speed is not equal to zero, or if there are active vehicle speed faults, the engine will go to low idle. The engine will not shut down when the vehicle speed falls to zero. When the PTO engine shutdown switch is pressed, a 186-14 will become active. The code will stay active until the engine shuts down. When the engine shuts down, the code will be logged.

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323 Troubleshooting Section

g01152403

Illustration 149 Typical circuit schematic for the PTO engine shutdown switch The return wire may be connected to P1-3, P1-5, or P1-18.

Note: The PTO engine shutdown switch may also be connected to P1/J1-7 Input 4. The parameter “PTO Engine Shutdown Switch” must be programmed to “P1/J1:7”.

Test Step 1. Inspect Electrical Connectors and Wiring

Illustration 150

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Pin locations on ECM connector (P1-3) Sensor common 2 (P1-7) PTO engine shutdown (switch can be connected to pin 7 or to pin 23 (P1-23) PTO engine shutdown (switch can be connected to pin 7 or to pin 23

324 Troubleshooting Section

A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connectors, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the suspect switch circuit.

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• No – The ECM is not reading the change in the status of the switch. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit for the ECM.

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and for pinch points from the battery to the ECM. Then, check from the ignition key switch to the ECM. Refer to Illustration 150 for terminal locations for the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK – Repair the wiring and connectors or

replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Switch Status on Caterpillar Electronic Technician (ET) A. Connect Cat ET to the data link connector. B. Turn the ignition key switch to the ON position. C. Operate the switch in the ON position and the OFF position. D. View the switch status on Cat ET.

Illustration 151

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Breakout T (3) Sensor common 2 (7) PTO engine shutdown (switch can be connected to pin 7 or to pin 23 (23) PTO engine shutdown (switch can be connected to pin 7 or to pin 23

A. Turn the ignition key switch to the OFF/RESET position. B. Install a breakout T to the ECM connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. D. Insert the jumper wire into terminal 7 or terminal 23 of the breakout T. Connect the other end of the jumper wire to terminal 3 in the breakout T. Terminal 3 is sensor common. E. Verify that Cat ET is connected to the data link connector. F. Turn the ignition key switch to the ON position.

E. If the switch status indicates “Not Installed”, the parameter “PTO Engine Shutdown Switch” has not been programmed.

G. Alternately remove the jumper wire and then insert the jumper wire from terminal 5. At the same time, monitor the status screen on the electronic service tool.

Expected Result:

Expected Result:

The status screen indicates “ON” when the switch is turned ON. The status screen indicates “OFF” when the switch is OFF.

The status of the switch changes to “ON” with the jumper wire in place. The status of the switch changes to “OFF” when the jumper wire is removed.

Results:

Results:

• Yes – The switch is operating normally. Continue

• Yes – The ECM is functioning properly at this time.

troubleshooting if the original condition is not resolved. STOP.

Proceed to Test Step 4.

• No – The ECM is not functioning properly.

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Repair: Perform the following repair: 1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

Test Step 4. Insert a Jumper Wire at the Switch. A. Turn the ignition key switch to the OFF/RESET position. B. Reconnect the ECM vehicle harness connector J1/P1. C. Fabricate a jumper wire 100 mm (4 inch) long. Install a Deutsch pin to both ends of the wire. D. Insert the jumper wire between the two switch terminals. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire at the switch terminals. At the same time, watch the status screen on Cat ET. Expected Result: The status of the switch changes to “ON” with the jumper wire in place. The status of the switch changes to “OFF” when the jumper wire is removed.

325 Troubleshooting Section

Test Step 5. Insert a Jumper Wire at the Bulkhead Connector. A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Locate the suspect terminal on the engine side of the bulkhead connector. D. Insert the wire jumper pin between the switch socket and the sensor common connection. Install the jumper wire on the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Alternately connect and then disconnect the jumper wire. At the same time, monitor the status screen on the electronic service tool. Expected Result: The status of the switch changes from “ON” with the jumper wire in place. The status of the switch changes to “OFF” when the jumper wire is removed. Results:

• Yes – The problem is in the vehicle wiring between

the bulkhead connector and the switch. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

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Results:

PTO Shutdown Timer - Test

• Yes – The status is correct.

SMCS Code: 1901-038

Repair: Replace the switch.

System Operation Description:

Verify that the repair eliminates the problem.

Use this procedure under the following situation:

STOP.

Use this procedure to determine if the PTO Shutdown is operating correctly.

• No – There is a problem in the wire harness

between the switch and the ECM. Proceed to Test Step 5.

The following background information is related to this procedure: PTO Shutdown Timer

326 Troubleshooting Section

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A programmable parameter for the PTO Shutdown Timer is provided. This timer will shut down the engine when all of the following conditions are met:

b. Ensure that the PTO configuration is programmed to “Cab Switches”, “Remote Switches” or “Remote Throttle”.

• The PTO shutdown time that is programmed has

c. Ensure that the status of the PTO on/off switch is on.

• The ECM is programmed to use “Dedicated PTO”

d. Observe the status of the “PTO Shutdown”.

expired.

parameters.

• The PTO on/off switch is ON and the ECM is in the dedicated PTO mode.

• The engine is not in the Cold Mode.

Expected Result: Result 1 The status of the parameter for “PTO Shutdown” indicates “COUNTING”. Result 2 The ECM is not reading the proper conditions for activation of the timer.

During the last 90 seconds of the PTO Shutdown Timer, the check engine lamp will begin flashing. If the vehicle is equipped with a PTO switch on lamp, the PTO switch on lamp will begin flashing during the last 90 seconds.

• Result 1 – The ECM is reading the proper

If the PTO shutdown timer is activated and the timer stops the engine, the following event code will be generated.

• Result 2 – Proceed to Test Step 3.

• 71-14 PTO Shutdown (47) Note: Fuel rates are not monitored while the PTO shutdown timer is active. Shutdown will occur regardless of load. Unlike the idle shutdown timer, the PTO shutdown timer cannot be overridden by using the clutch pedal or the brake pedal.

Test Step 1. Verify Activation of the PTO Shutdown Timer A. Connect the electronic service tool to the data link connector. B. Access the Customer Parameters on the electronic service tool. Access the following display screens in order:

• “Service” • “Configuration” a. Record the programmed PTO shutdown time. The PTO shutdown Time must be between 3 and 1440 minutes. If the PTO shutdown time is programmed to 0, the timer is disabled. C. Start the engine. Allow the engine to warm up until the coolant temperature is 38 °C (100 °F). Allow the engine to operate at the programmed low idle and turn off any unnecessary accessory devices. D. Ensure that all unnecessary loads are turned off. E. Use the following procedure in order to check the operation of the PTO shutdown: a. Park the vehicle.

Results: conditions for the activation of the PTO shutdown timer. Proceed to Test Step 2.

Test Step 2. Use the Electronic Service Tool to Verify the Driver Alert Function of the PTO Shutdown A. Connect the electronic service tool to the data link connector. B. Use the following procedure in order to activate the PTO shutdown timer: a. Access the “Customer Parameters” on the electronic service tool. Access the following display screens in order:

• “Service” • “Configuration” b. Record the programmed PTO shutdown time. The PTO shutdown time must be between 3 and 1440 minutes. If the PTO shutdown time is programmed to 0, the timer is disabled. c. Reprogram the PTO shutdown time to 3 minutes for this test. C. Observe the following items during the 90 second period before the programmed shutdown time:

• Check engine lamp • Status of the PTO shutdown timer • PTO switch on lamp

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During the 90 second period before the scheduled shutdown, the status should change from “COUNTING” to “DRIVER ALERT”. The check engine lamp and the PTO switch on lamp should flash rapidly. Note: A PTO switch on lamp is an optional feature and the PTO switch on lamp may not be installed. D. Reprogram the PTO shutdown timer to the value that was recorded earlier for this test.

327 Troubleshooting Section

c. Ensure that the PTO on/off switch is on. Expected Result: Result 1 Vehicle speed is not indicated as 0 km/h (0 mph). Result 2 The electronic service tool status screen indicates that the engine is in the cold mode. Result 3 The PTO on/off switch is not on.

Expected Result:

Results:

Result 1 The driver alert function of the PTO shutdown operates in the manner that is described above.

• Result 1 – Continue by testing the vehicle speed

Result 2 The PTO switch on lamp did not flash. Result 3 The check engine lamp did not flash. Results:

• Result 1 – The PTO shutdown timer is operating properly. Clear all diagnostic codes. STOP.

• Result 2 – The PTO switch on lamp did not flash during the driver alert.

Repair: Perform the following diagnostic procedure: Troubleshooting, “PTO Switch ON Lamp Circuit - Test” STOP.

• Result 3 – The check engine lamp did not flash during the driver alert.

Repair: Perform the following diagnostic procedure: Troubleshooting, “Check Engine Lamp Circuit Test” STOP.

Test Step 3. Check the State of the Related Conditions when the Vehicle is Parked A. Check the state of the following related conditions when the vehicle is parked: a. Ensure that the vehicle speed is 0 km/h (0 mph) on the electronic service tool or the dash display. b. Ensure that the engine is not in cold mode. Note: The electronic service tool status screen will indicate if the cold mode is active.

circuit.

Repair: Perform the following diagnostic procedure: Troubleshooting, “Vehicle Speed Circuit - Test” STOP.

• Result 2 – The engine must not be in cold mode

operation while this test procedure is being performed. Allow the engine to run until the coolant temperature exceeds 38 °C (100 °F). Troubleshoot and repair any related conditions. STOP.

• Result 3 – Continue by testing the circuit for the PTO on/off switch.

Repair: Perform the following diagnostic procedure: Troubleshooting, “PTO Switch Circuit Test” STOP. i02375749

PTO Switch Circuit - Test SMCS Code: 7332-038 System Operation Description: Use this procedure under the following situation: Use this procedure to determine that the vehicle wiring and the Engine Control Module (ECM) are functioning properly for the features of dedicated PTO. The following background information is related to this procedure: INPUT 1 P1-56 Input 1 is used for the circuit for the PTO on/off switch when the PTO configuration is programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle”.

328 Troubleshooting Section

When the PTO on/off switch is on, the ECM will be in dedicated PTO mode. When the ECM is in the dedicated PTO mode the PTO Top Engine Limit (TEL) is activated. The engine may proceed directly to the PTO engine rpm set speed if the parameter is programmed. If a PTO switch on lamp is connected to the P1-30 output 1, the PTO switch on lamp will turn on whenever the PTO on/off circuit is on. If the problem is with undetermined PTO kickouts, use the following procedure:

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• Clutch pedal position switch • Neutral switch • Cruise control pause switch When the “PTO Configuration” is programmed to “Cab Switches” and the PTO on/off switch is on, the accelerator pedal position sensor that is located in the cab can be limited to one of the following settings by using the “PTO Cab Throttle RPM Limit” parameter:

• Low idle

Operate the vehicle in PTO mode.

• PTO top engine limit

After the kickout, review the status parameter on Caterpillar Electronic Technician (ET). The status parameter indicates the cause of the kickout. This must be performed before the ignition key switch is turned off. It is important to remember that the parameter will only indicate the last kickout since the ECM has been powered by the ignition key switch.

• Top engine limit

This parameter is blank when the ECM is first powered up. If this parameter is blank “Not Kicked Out” is indicated. This parameter remains blank until the ECM detects the use of the PTO mode. Also, this parameter remains blank until the ECM detects the disengagement of PTO mode. Refer to Table 169 in order to interpret the status parameter. PTO interlocks may also be connected in series with the PTO on/off switch. The interlocks are intended to prevent the PTO on/off circuit from activating unless certain conditions are met. INPUT 2 P1-58 input 2 is used for the PTO set switch when the “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”. The PTO set switch can also be used to increase engine rpm. INPUT 3 P1-60 input 3 is used for the PTO resume switch when the “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”. The PTO resume switch can also be used to decrease engine rpm. The PTO Configuration Is Set To Cab Switches. When the “PTO Configuration” is programmed to “Cab Switches” and the PTO on/off switch is on, the following circuits can be used to interrupt a set rpm:

• Cruise control set/resume switch • Service brake pedal position switch 1 • Service brake pedal position switch 2

The “PTO Configuration” Is Programmed To “Remote Switches” or “Remote Throttle”. When the “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle” and the PTO on/off switch is on, the following circuits are ignored:

• Service brake pedal position switch 1 • Service brake pedal position switch 2 • Clutch pedal position switch • Neutral switch • Accelerator pedal position sensor • Cruise control set/resume switch that is located in the cab

A remote accelerator pedal position sensor is connected to P1-68 input 8 when the “PTO Configuration” is programmed to “Remote Throttle”. Note: The wiring for your particular application may be slightly different. The circuits for the sensor common are used interchangeably by the OEM of the vehicle. The following circuits are common within the ECM:

• P1-18 (sensor common 1) • P1-3 (sensor common 2) • P1-5 (AP sensor/switch sensor common)

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329 Troubleshooting Section

Table 169

Table For The PTO Kickout Status Screen On Cat ET Cat ET

Meaning or Possible Cause

Troubleshooting

“No Engine Speed”

Intermittent engine speed signal or lost engine speed signal.

Refer to Troubleshooting, “Speed/Timing Circuit - Test”.

“Switch Turned Off”

The PTO on/off switch is turned off or the switch circuit has an open circuit condition.

Proceed with this test procedure.

“Cruise Control PAUSE Switch”

The cruise control pause switch is depressed or there is an illegal message on the J1939 data link.

Refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

“Brake Pedal Depressed”

The service brake pedal is depressed or the circuit for the service brake switch has an open circuit condition.

Refer to Troubleshooting, “Service Brake Pedal Position Switch 1 Circuit - Test”.

“Clutch Pedal Depressed”

The clutch pedal is depressed or the circuit for the clutch pedal position switch has an open circuit condition. Also, the switch could be incorrectly adjusted.

Refer to Troubleshooting, “Clutch Pedal Position Switch Circuit - Test”.

“Vehicle Speed ≥ Limit”

The vehicle speed has exceeded the speed that is programmed into the “PTO vehicle speed limit” parameter or the vehicle speed signal is erratic or intermittent.

Refer to Troubleshooting, “Vehicle Speed and Speedometer Circuit - Test” if a problem with the signal exists.

“Neutral”

The transmission is not in neutral or the transmission neutral switch circuit has an open circuit condition.

Refer to Troubleshooting, “Neutral Switch Circuit - Test”.

“Not Kicked Out”

The PTO has not been enabled since the ECM has been powered up.

Operate the vehicle in the PTO mode in order to create the problem again.

Illustration 152 Typical circuit schematic for “Cab Switches” configuration The return wire may be connected to P1-3, P1-5, or P1-18.

g00644420

330 Troubleshooting Section

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g00644427

Illustration 153 Typical circuit schematic for “Remote Switches” configuration The return wire may be connected to P1-3, P1-5, or P1-18.

g00644448

Illustration 154 Typical circuit schematic for “Remote Throttle” configuration The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Use Cat ET to Check the Programming of the Parameter “Dedicated PTO Parameters”

Expected Result:

A. Connect Cat ET to the data link connector.

The “PTO Configuration” is programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle”.

B. Turn the ignition key switch to the ON position.

Results:

C. Access the “Dedicated PTO Parameters” on Cat ET. Note the programming of the parameter “PTO Configuration”.

• OK – The “PTO Configuration” is programmed. Proceed to Test Step 2.

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• Not OK – The Dedicated PTO features are not programmed for this engine. If PTO operation is desired, the “PTO Configuration” must be programmed to “Cab Switches”, to “Remote Switches”, or to “Remote Throttle”. STOP.

331 Troubleshooting Section

Test Step 3. Inspect the Electrical Connectors and the Wiring

Test Step 2. Determine the Configuration of the PTO Electrical System A. From the programming of the parameter for the “PTO Configuration”, review the configuration of the PTO electrical system in order to determine the method of installation of the wiring. Talk to the driver about the operation of the PTO. B. Check the cab glove box for any information regarding the installation of the PTO. It is important to understand the location and the function of the interlock switches for the PTO. C. Contact the installer of the components that are used for the PTO, if necessary. D. Determine the schematic that most closely matches the installation. Review the schematics in this procedure for each of the options for the specific “PTO Configuration” of the truck. E. Record the “PTO Configuration”. Expected Result: The requirements for the installation and the application have been reviewed.

Illustration 155

g01152436

P1 ECM connector

Results:

• OK – The requirements for the installation and the application have been reviewed. Proceed to Test Step 3.

(P1-3) Input sensor common number 2 (P1-5) AP sensor/switch sensor common (P1-22) Clutch pedal position switch (P1-30) Output number 1 (P1-35) Set (P1-44) Resume (P1-45) Service brake pedal position switch (P1-56) Input number 1 (P1-58) Input number 2 (remote PTO set) (P1-60) Input number 3 (remote PTO resume) (P1-68) Input number 8

A. Turn the ignition key switch to the OFF position. B. Thoroughly inspect the J1/P1 ECM connector, the firewall bulkhead connectors, and any connectors that are used by the PTO. Refer to Troubleshooting, “Electrical Connectors Inspect” for details. C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the connections for the PTO. Refer to Illustration 155.

332 Troubleshooting Section

D. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. E. Check the harness and wiring for abrasion and for pinch points from the switch to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – The harness and connectors appear to be OK. Proceed to Test Step 4.

• Not OK – There is a problem with the connectors and/or wiring.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 4. Use Cat ET to Check the Circuit for the PTO On/Off Switch A. Turn the ignition key switch to the ON position. B. For the input 1 (PTO on/off switch), access the Cat ET status screens that display the following status parameters:

• “PTO Config” • “PTO On/Off Switch” C. Verify that each of the interlocks for the PTO are set. Then, while the Cat ET status screen is being monitored move the PTO on/off switch to the ON position and move the PTO on/off switch to the OFF position. An example of an interlock for the PTO would be a parking brake that is intended to allow the PTO to control the engine under specific conditions. Expected Result: Result 1 The status of the PTO on/off switch on Cat ET changes from “OFF” to “ON” when the PTO on/off switch is turned to the OFF position and the ON position, but the set/resume switch is not operating correctly.

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Result 2 The status of the PTO on/off switch on Cat ET changes from “OFF” to “ON” when the PTO on/off switch is turned to the OFF position and the ON position. However, the remote accelerator is not operating correctly. Result 3 The status of the PTO on/off switch on Cat ET does not change from “OFF” to “ON” when the PTO on/off switch is turned to the OFF position and to the ON position. Results:

• Result 1 – The status of the PTO on/off switch

correctly changes but the set/resume switch is not operating correctly. Proceed to Test Step 5.

• Result 2 – The status of the PTO on/off switch

correctly changes but the remote accelerator is not operating correctly. Repair: Perform the following diagnostic procedure: Troubleshooting, “Remote PTO Accelerator Position Sensor Circuit - Test” STOP.

• Result 3 – The status of the PTO on/off switch does not change. Proceed to Test Step 6.

Test Step 5. Use Cat ET to Check the Status of the Set/Resume Input Note: The set/resume input increases the engine rpm and the set/resume input decreases the engine rpm. A. Find the PTO set switch. If the “PTO Configuration” is programmed to “Cab Switches”, the cruise control set/resume switch will be used. If the “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”, a dedicated PTO set switch will be used. The “PTO Configuration” is programmed to “Cab Switches”. Look at the status for the “Cruise Control Set/Resume Switch” parameter on Cat ET. The parameter is located on the same status screen as the idle switch. B. Monitor the status screen of Cat ET. Perform the following procedure in order:

• Put the cruise control set/resume switch in the Set position.

• Release the cruise control set/resume switch from the Set position.

• Put the cruise control set/resume switch in the Resume position.

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• Release the cruise control set/resume switch from the Resume position.

The “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”. View the status parameter on Cat ET for the “Remote PTO Set Switch” and for the “Remote PTO Resume Switch”. C. While the status screen of Cat ET for the switch is being monitored, perform the following procedure in order:

• Put the remote PTO set/resume switch in the Set position.

• Release the remote PTO set/resume switch from the Set position.

• Put the remote PTO set/resume switch in the Resume position.

333 Troubleshooting Section

• The status of the remote PTO resume switch

changes from “OFF” to resume switch “ON” when the remote PTO resume switch is moved to the RESUME position.

Results:

• Yes – The set circuit and the resume circuit are

functioning correctly. The inputs for the PTO are functioning properly. Continue troubleshooting if the original condition is not resolved. STOP.

• No – The “PTO Configuration” is programmed to “Cab Switches”. Proceed to Test Step 7.

• No – The “PTO Configuration” is programmed to

“Remote Switches” or “Remote Throttle”. Proceed to Test Step 8.

Test Step 6. Use Cat ET to Check the Status of the PTO On/Off Switch

• Release the remote PTO set/resume switch from the Resume position.

Expected Result: When the “PTO Configuration” is programmed to “Cab Switches”, the status parameter for the cruise control set/resume switch on Cat ET behaves in the following manner:

• The status of the cruise control set/resume switch

will display “OFF” when the set switch is released.

• The status of the cruise control set/resume switch changes from “OFF” to “ON” when the switch is moved to the SET position.

• The status of the cruise control set/resume switch changes from “OFF” to resume switch “ON” when the resume switch is moved to the RESUME position.

When the “PTO Configuration” is programmed to “Remote Switches” or to “Remote Throttle”, the status parameter for the remote PTO set switch behaves in the following manner:

Illustration 156

g01105784

Schematic of connector for breakout T (Terminal 3) Input sensor common number 2 (Terminal 56) Input number 1 (PTO on/off switch)

A. Turn the ignition key switch to the OFF position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Disconnect vehicle harness connector P1 from the ECM.

• The status screen for the remote PTO set switch

D. Remove the wire P1-56 (input 1) from ECM connector P1.

• The status of the remote PTO resume switch

E. Install a 140-2266 Cable As (70-PIN BREAKOUT) to the ECM vehicle harness connector J1/P1.

displays “OFF” when the remote PTO set switch is released. displays “OFF” when the remote PTO resume switch is released.

• The status of the remote PTO set switch changes from “OFF” to set switch “ON” when the remote PTO set switch is moved to the SET position.

F. Verify that Cat ET is connected to the data link connector. G. Turn the ignition key switch to the ON position. H. Access the “PTO On/Off Switch” status on Cat ET.

334 Troubleshooting Section

I. While the switch status is being observed on Cat ET, install the jumper into the breakout T between P1-56 (input 1) and P1-3 (input sensor common 2). The input 1 is the PTO on/off switch. Refer to Illustration 156.

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7. Verify that the repair eliminates the problem. STOP.

Test Step 7. Use Cat ET to Check the Status of the Cruise Control Set/Resume Switch

J. Turn the key switch to the OFF position. K. Reconnect all wires to the original configuration. Expected Result: The switch status of the “PTO On/Off Switch” on Cat ET behaves in the following manner:

• The switch status changes from “OFF” to “ON” when the jumper is in place.

• The switch status is “OFF” when the jumper is removed.

Illustration 157

g01105792

Schematic of connector for breakout T

Results:

• OK – The input 1 (PTO on/off switch) of the ECM is functioning correctly. The problem is in the switches of the vehicle or the problem is in the wiring of the vehicle. Repair: Inspect the wiring. Select one of the following options:

• Repair the wiring or replace the wiring. • Send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• Not OK – The ECM is not reading the switch status change.

Repair: Perform the following diagnostic procedure: 1. Temporarily connect a test ECM. 2. Ensure that the “PTO Configuration” of the test ECM matches the “PTO Configuration” of the suspect ECM. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM.

(Terminal 5) AP sensor/switch sensor common (Terminal 35) Cruise control set (Terminal 44) Cruise control resume

A. Turn the ignition key switch to the OFF position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Disconnect vehicle harness connector P1 from the ECM. D. Remove the wire P1-35 (cruise control set) from the P1 ECM connector. E. Remove the wire P1-44 (cruise control resume) from the P1 ECM connector. F. Install a 140-2266 Cable As (70-PIN BREAKOUT) to the ECM vehicle harness connector J1/P1. G. Verify that Cat ET is connected to the data link connector. H. Turn the ignition key switch to the ON position, while the engine is off. I. Access the status of the cruise control set/resume switch on Cat ET. J. While the switch status is being observed on Cat ET, install the jumper into the breakout T in order to connect P1-35 (cruise control set) to P1-5 (AP sensor/switch sensor common). Also, while the switch status is being observed on Cat ET remove the jumper from the breakout T in order to disconnect P1-35 (cruise control set) from P1-5 (AP sensor/switch sensor common).

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K. While the switch status is being observed on Cat ET, install the jumper into the breakout T. This connects P1-44 (cruise control resume) to P1-5 (AP sensor/switch sensor common). Also, while the switch status is being observed on Cat ET, remove the jumper from the breakout T. This will disconnect P1-44 (cruise control resume) from P1-5 (AP sensor/switch sensor common). Refer to Illustration 157. L. Turn the key switch to the OFF position. M. Reconnect all wires to the original configuration. Expected Result: The switch status of the cruise control set/resume switch on Cat ET behaves in the following manner:

• The switch status of the cruise control set/resume switch changes from “OFF” to set switch “ON” when the jumper is connected from P1-35 (cruise control set) to P1-5 (AP sensor/switch sensor common).

335 Troubleshooting Section

2. Ensure that the “PTO Configuration” of the test ECM matches the “PTO Configuration” of the suspect ECM. 3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

Test Step 8. Use Cat ET to Check the Status of the Remote PTO Set Switch and the Remote PTO Resume Switch

• The switch status of the cruise control set/resume switch is “OFF” when the jumper is removed.

• The switch status of the cruise control set/resume

switch changes from “OFF” to resume switch “ON” when the jumper is connected from P1-44 (Cruise control resume) to P1-5 (AP sensor/switch sensor common).

Results:

• OK – The input for the set switch and the input

Illustration 158

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Schematic of connector for breakout T

for the resume switch of the ECM are functioning correctly. The problem is in the switches of the vehicle or the problem is in the wiring of the vehicle.

(Terminal 3) Input sensor common number 2 (Terminal 58) Input number 2 (remote PTO set) (Terminal 60) Input number 3 (remote PTO resume)

Repair: Inspect the wiring. Select one of the following options:

A. Turn the ignition key switch to the OFF position.

• Repair the wiring or replace the wiring. • Send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• Not OK – The ECM is not reading the switch status change.

Repair: Perform the following diagnostic procedure: 1. Temporarily connect a test ECM.

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Disconnect vehicle harness connector P1 from the ECM. D. Remove the wire P1-58 (input number 2 (remote PTO set)) from ECM connector P1. E. Remove the wire P1-60 (input number 3 (remote PTO resume)) from ECM connector P1. F. Install a 140-2266 Cable As (70-PIN BREAKOUT) to the ECM vehicle harness connector J1/P1. G. Verify that CatET is connected to the data link connector.

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H. Turn the ignition key switch to the ON position.

Results:

I. Access the “Remote PTO Set Switch” and “Remote PTO Resume Switch” status on Cat ET.

• OK – Input 2 (“remote PTO set switch”) and input

J. While the status of the “Remote PTO Set Switch” is being observed on Cat ET, install the jumper into the breakout T in order to connect P1-58 (input number 2 (remote PTO set)) to P1-3 (iInput sensor common 2). Also, while the switch status is being observed on Cat ET remove the jumper from the breakout T in order to disconnect P1-58 (input number 2 (remote PTO set)) from P1-3 (input sensor common 2). K. While the status of the “Remote PTO Resume Switch” is being observed on Cat ET, install the jumper into the breakout T in order to connect P1-60 (Input number 3 (remote PTO resume)) to P1-3 (input sensor common 2). Also, while the switch status is being observed on Cat ET remove the jumper from the breakout T in order to disconnect P1-60 (input number 3 (remote PTO resume)) from P1-3 (input sensor common 2). Refer to Illustration 158. L. Turn the key switch to the OFF position.

3 (“remote PTO resume switch”) of the ECM are functioning correctly. The problem is in the switches of the vehicle or the problem is in the wiring of the vehicle. Repair: Inspect the wiring. Select one of the following options:

• Repair the wiring or replace the wiring. • Send the vehicle to the OEM dealer for repair. Verify that the repair eliminates the problem. STOP.

• No – The ECM is not reading the switch status change.

Repair: Perform the following diagnostic procedure: 1. Temporarily connect a test ECM.

M. Reconnect all wires to the original configuration.

2. Ensure that the “PTO Configuration” of the test ECM matches the “PTO Configuration” of the suspect ECM.

Expected Result:

3. Recheck the system for active diagnostic codes.

The switch status of the “Remote PTO Set Switch” on Cat ET behaves in the following manner:

4. Repeat the test step.

• The switch status of the “Remote PTO Set Switch”

5. If the problem is resolved with the test ECM, reconnect the suspect ECM.

• The switch status of the “Remote PTO Set Switch”

6. If the problem returns with the suspect ECM, replace the ECM.

is “OFF” when the jumper is removed.

changes from “OFF” to set switch “ON” when the jumper is connected from P1-58 (input number 2 (remote PTO set)) to P1-3 (input sensor common 2).

The switch status of the “Remote PTO Resume Switch” on Cat ET behaves in the following manner:

7. Verify that the repair eliminates the problem. STOP. i02336554

• The switch status of the “Remote PTO Resume

PTO Switch ON Lamp Circuit - Test

• The switch status of the “Remote PTO Resume

SMCS Code: 7431-038

Switch” is “OFF” when the jumper is removed.

Switch” changes from “OFF” to resume switch “ON” when the jumper is connected from P1-60 (input number 3 (remote PTO resume)) to P1-3 (input sensor common 2).

System Operation Description: Use this procedure under the following situation: Use the following information in order to determine if the PTO switch on lamp is operating incorrectly. Terminal 30 (Output 1)

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With software that is older than OCT99, J1-30 (output 1) is dedicated for use as an output for the PTO switch on lamp. If the “PTO Configuration” is programmed to “Cab Switches”, “Remote Switches”, or “Remote Throttle”, the output will turn the lamp ON whenever the PTO switch is turned ON. With OCT99 and newer software, J1-30 (output 1) can be used as an output for the PTO switch on lamp or as an output for the engine coolant level indicator lamp. The parameters should be programmed to match the desired usage of the terminal. If the “Engine Monitoring Lamps” parameter is programmed to warning lamp, then output 1 is used for the PTO switch on lamp. If the “Engine Monitoring Lamps” parameter is programmed to Option 1and the “Coolant Level Lamp” parameter is programmed to “4-Pin” or “2 wire Float Sensor”, then output 1 is used for the low coolant level warning. Note: The “PTO Configuration” must be programmed to “Cab Switches”, “Remote Switches”, or “Remote Throttle” to utilize the PTO switch on lamp. Option 1 is not available for the GM truck manufacturer. Electrical Connection of Lamps One terminal of the lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the Engine Control Module (ECM) at terminal J1/P1-30. The ECM provides a path to ground in order to turn on the lamp.

Illustration 159 Typical circuit schematic for PTO switch on lamp

If terminal P1-30 is used for another function, a lamp may be wired to a multiple pole PTO on/off switch.

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Illustration 160 Optional circuit for PTO switch on lamp The return wire may be connected to P1-3, P1-5, or P1-18.

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the PTO switch on lamp. Refer to Illustration 161. C. Check the allen head screw on each ECM connector for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the battery to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Illustration 161

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STOP.

(30) Output #1 (PTO switch ON lamp)

Test Step 2. Check for Normal Operation of the PTO Switch On Lamp

Test Step 1. Inspect the Electrical Connectors and the Wiring

A. Use the following procedure for the output 1 (PTO switch on lamp).

Terminal locations for ECM

A. Thoroughly inspect ECM connector J1/P1, the firewall bulkhead connector, or the PTO switch on lamp. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

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Connect Caterpillar Electronic Technician (ET) to the data link connector. Access the status screen that displays the “PTO Configuration” and the PTO on/off switch. The “PTO Configuration” must indicate “Cab Switches”, “Remote Switches”, or “Remote Throttle”. The “PTO Configuration” is not programmed to turn on the PTO switch on lamp if the “PTO Configuration” parameter is programmed to “OFF”. While the PTO switch on lamp and the status of PTO on/off switch is being monitored on the electronic service tool, turn the PTO on/off switch to the ON position and the OFF position. The PTO switch on lamp should turn on when the PTO on/off switch is in the ON position. Also, the PTO switch on lamp should turn off when the PTO on/off switch is in the OFF position. Expected Result: The lamp turns on and the lamp turns off per the above description. Results:

• Yes – The lamp appears to operating correctly at this time. STOP.

• No – Proceed to Test Step 3. Test Step 3. Test the Circuit for the PTO Switch On Lamp

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Insert the jumper into P1-30 output 1. D. Connect the other end of the jumper wire to one of the following terminal connections:.

• P1-63 -Battery • P1-65 -Battery • P1-67 -Battery • P1-69 -Battery E. Turn the ignition key switch to the ON position. F. While the lamp is being watched, insert the jumper wire and remove the jumper wire. Refer to Illustration 162. Expected Result: Result 1 The PTO switch on lamp turns on while the jumper is connected to both sockets. Also, the PTO switch on lamp turns off when the jumper is removed from one of the sockets. Result 2 The suspect lamp does not turn on while the jumper is connected to both sockets. Result 3 The lamp will stay on while the ECM connector is disconnected. Results:

• Result 1 – The circuit for the PTO switch on lamp is functioning properly. Proceed to Test Step 4.

• Result 2 – The lamp did not turn on. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

Illustration 162 ECM connector P1 (30) (48) (52) (53) (55) (63) (65) (67) (69)

Output #1 (PTO switch onlamp) Unswitched +Battery Unswitched +Battery Unswitched +Battery Unswitched +Battery -Battery -Battery -Battery -Battery

A. Disconnect the J1/P1 ECM connector .

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• Result 3 – The lamp stayed on. Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. STOP.

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Test Step 4. Use Cat ET to Check the Operation of the ECM

• “Diagnostic Test” • “Special Test” H. Activate the special test for the PTO switch on lamp. Observe the voltage test lamp. The lamp should turn on when the test is active. Also, the lamp should turn off when the test is inactive. Note: Perform the same test procedure with terminals P1-52, P1-53, and P1-55 unswitched +Batt. Expected Result: The test lamp turns on and the test lamp turns off per the above description.

Illustration 163

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ECM breakout T-connector (30) (48) (52) (53) (55) (63) (65) (67) (69)

Output #1 (PTO switch on lamp) Unswitched +Battery Unswitched +Battery Unswitched +Battery Unswitched +Battery -Battery -Battery -Battery -Battery

A. Disconnect ECM connector J1/P1. B. Insert a breakout T at the J1/P1 ECM connector. C. Connect one probe of the voltage test lamp to terminal 63 (-Battery). Connect the other probe of the voltage test lamp to terminal 48 (unswitched +Battery) of the breakout T. D. The test lamp should turn on. If the test lamp does not turn on, either the test lamp is faulty or the wiring to the ECM is faulty. Continue with this step if the lamp turns ON. Note: Use the same procedure to check the following:

• P1-65 and P1-52 • P1-67 and P1-53 • P1-69 and P1-55 E. Leave the probe of the test lamp connected to terminal 48 (unswitched +Battery). F. Connect the other probe of the test lamp to terminal 30 (output 1) of the breakout T. Refer to Illustration 163. G. Verify that Cat ET is connected. Access the following display screens in order:

• “Diagnostics”

Results:

• OK – The ECM is operating correctly. There is a problem in the vehicle wiring or the lamp. STOP.

• Not OK – The test lamp does not turn on and the test lamp does not turn off.

Repair: Temporarily connect a test ECM. Ensure that the “PTO Configuration” of the test ECM matches the “PTO Configuration” of the suspect ECM. Check the ECM output for the PTO Switch On Lamp when the test ECM is installed. If the problem is resolved with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP. i02336556

Remote PTO Accelerator Position Sensor Circuit - Test SMCS Code: 1439-038; 1913-038 System Operation Description: Use this procedure under the following situation: Use this procedure if any of the following diagnostic codes are indicated:

• 30-08 PTO Throttle signal invalid (29) • 30-13 PTO Throttle out of calibration (29) Also, use this procedure if the remote accelerator position sensor is suspected of improper operation. Remote Accelerator Position Sensor

SENR9517-19

A remote accelerator position sensor may be used for PTO purposes. The remote accelerator position sensor should be connected to terminal J1/P1-68 of the Engine Control Module (ECM). Before the ECM will respond to the remote accelerator position sensor, the ECM “PTO Configuration” must be programmed to “Remote Throttle”, and the “PTO On/Off Switch” must be in the ON position. The remote accelerator position sensor must be powered from the vehicle battery (+12 V). A +12 V version of the accelerator position sensor must be used for the remote accelerator position sensor, and the +8 V version for the accelerator pedal position sensor must be used in the cab. The ECM will not respond to the remote accelerator position sensor while 253-02 diagnostic code is active. Refer to Troubleshooting, “ECM Memory Test” if 253-02 diagnostic code is active. The remote accelerator position sensor provides a throttle position signal to the ECM. The output of the remote accelerator position sensor is a constant frequency signal with a pulse width that varies with the position of the sensor. This output signal is referred to as either a duty cycle or a pulse width modulated signal (PWM). The output signal of the remote accelerator position sensor is expressed as a percentage between 3 and 100 percent. The accelerator position sensor will produce a duty cycle of 10 to 22 percent at low idle and 75 to 90 percent when the sensor is fully actuated. The percent of duty cycle is translated in the ECM into a throttle position of 3 to 100 percent. If the vehicle is using the ECM dedicated PTO functions, the accelerator position sensor will be ignored while the engine is in “PTO Mode” and the “PTO Configuration” is programmed to the “Remote Throttle” option. The ECM is in “PTO Mode” while the PTO on/off switch is on. This can be checked through the status screen on Caterpillar Electronic Technician (ET). The ECM will not respond to the remote accelerator position sensor when both of the following conditions are met:

• The PTO on/off circuit is switched from the OFF position to the ON position.

• The ECM reads the remote accelerator position sensor above low idle.

341 Troubleshooting Section

This prevents the engine from experiencing unexpected acceleration or sudden acceleration when the PTO on/off circuit is turned on. The remote accelerator position sensor must return to low idle before the ECM will respond. The ECM must also see a transition from the OFF position to the ON position in the PTO on/off switch in order to allow the other PTO speed control functions to operate. If the engine is started with the PTO on/off switch in the ON position, the accelerator will respond. The response will occur only if the accelerator pedal is first returned to the low idle position. The other engine speed controls will not respond.

342 Troubleshooting Section

Illustration 164 Typical schematic for remote accelerator pedal position sensor The return wire may be connected to P1-3, P1-5, or P1-18.

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F. Check the harness and wiring for abrasion and pinch points from the remote accelerator position sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following diagnostic procedure: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Active Diagnostic Codes Illustration 165

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A. Ensure that Cat ET is connected to the data link connector.

Pin locations on ECM connector (P1-3) Input sensor common #2 (P1-5) AP sensor/switch sensor common (P1-68) Input #8 (remote accelerator position sensor)

Test Step 1. Inspect the Electrical Connectors and the Wiring A. Connect Cat ET to the data link connector. Turn the ignition key switch to the ON position. Verify that the parameter for the PTO configuration is programmed to the “Remote Throttle”. B. Turn the ignition key switch to the OFF position. C. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the connector for the remote accelerator position sensor. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the remote accelerator position sensor. E. Check the allen head screw on each ECM connector for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

B. Turn the ignition key switch to the ON position. C. Monitor the active diagnostic code screen on Cat ET. Check and record active diagnostic codes. Note: When the ECM automatically calibrates new duty cycle values for the low idle throttle position and the high idle throttle position, the ECM assumes 22 percent duty cycle at low idle and 75 percent duty cycle at high idle. As a result, you may notice that the status of the throttle position reaches 100 percent well before the remote accelerator position sensor is fully actuated. This is normal. After cycling the accelerator pedal to the high idle position, the ECM will adjust the calibration automatically. The ECM will adjust the calibration automatically provided that the high idle stop position is within the 75 to 90 percent duty cycle range, and the low idle is in the 10 to 22 percent duty cycle range. During normal operation, you may notice that more movement of the remote accelerator position sensor is required for the status of the throttle position to increase above three percent. You may also observe that the status reaches the 100 percent value prior to the limit of the high idle position. This is done in order to ensure that the accelerator reaches these two critical points for engine operation.

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Expected Result:

Expected Result:

Result 1 30-08 or 30-13 are active. Result 2 There are no active diagnostic codes that are related to the remote accelerator position sensor at this time, but a problem is suspected.

The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the low idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the high idle position.

Results:

Results:

• Result 1 – 30-08 or 30-13 are active. Proceed to

• OK – The remote accelerator position sensor is

• Result 2 – There are no active diagnostic codes at

• Not OK – The remote accelerator position sensor

Test Step 3. Check the Supply Voltage for the Remote Accelerator Position Sensor

Test Step 5. Check the Status of the Power Train Data Link on Cat ET

A. Verify that the ignition key switch is in the ON position.

A. Start the engine. While the status of the “PTO Throttle Position” is being monitored on Cat ET, actuate the remote throttle. The throttle position status and the engine should respond to the change in the throttle position.

Test Step 3.

this time. Proceed to Test Step 3.

B. Measure the voltage between terminal “A” (+12 V) and terminal “B” (sensor common) at J406 remote accelerator position sensorconnector. Expected Result: The measured voltage is between 11.0 VDC and 13.5 VDC. Results:

• OK – The voltage is OK. Proceed to Test Step 4. • Not OK – The vehicle wiring or the battery is

causing the problem. Repair the wiring or the battery. Replace the wiring or the battery. Perform the repair that is necessary. Verify that the repair has fixed the problem. STOP.

Test Step 4. Check the Duty Cycle of the Remote Accelerator Pedal Position Sensor A. Verify that the ignition key switch is in the ON position. B. Monitor the duty cycle of the PTO throttle sensor on Cat ET. Access the following display screen in order:

• “Service” • “Calibrations” • “Monitor Throttle Position Sensor”

operating correctly. Proceed to Test Step 5.

is not operating correctly. Proceed to Test Step 6.

B. Go to the “System Troubleshooting Settings” section of Cat ET and turn off the power train data link. C. While the status of the “PTO Throttle Position” is being monitored on Cat ET, actuate the remote throttle. Also, actuate the remote throttle while the engine response is being monitored. Expected Result: The status of the “PTO Throttle Position” and the engine should respond to the change in the position of the remote throttle position sensor. Result 1 The remote throttle position sensor is functioning properly. Result 2 The throttle response is limited by a message from the power train data link . Results:

• Result 1 – The remote accelerator position sensor is operating correctly. Continue troubleshooting until the original condition is resolved. STOP.

• Result 2 – If the engine responds with the power

train data link in the OFF position, but not with the power train data link in the ON position, a component of the power train data link is causing the response problem of the remote accelerator position sensor. Send the truck to the vehicle manufacturer in order to repair the faulty component of the power train data link. STOP.

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Test Step 6. Check the Duty Cycle of the Remote Accelerator Position Sensor at the Sensor A. Turn the ignition key switch to the OFF position. B. Remove terminal J406-C (throttle position signal) from the connector for the remote accelerator position sensor. This is the vehicle harness side of the connector. C. Install a breakout T at connector J406/P406. D. Connect the multimeter probes to terminal “C” (throttle position signal) and terminal “B” (sensor common) of the breakout T. E. Turn the ignition key switch to the ON position. F. While the duty cycle is being monitored on the multimeter, actuate the remote accelerator position sensor. Expected Result: The duty cycle is between 10 and 22 percent with the remote accelerator position sensor in the low idle position, and the duty cycle is between 75 and 90 percent with the remote accelerator position sensor in the high idle position. Results:

• OK – Return the J406/P406 to the original

configuration. The sensor is working correctly. Proceed to Test Step 7.

• Not OK – Leave the PWM probe connected to the breakout T. Insert wire C into the J406 connector. The sensor or the accelerator control is faulty. Proceed to Test Step 8.

Test Step 7. Check the Duty Cycle of the Remote Accelerator Position Sensor at the ECM A. Turn the ignition key switch to the OFF position. B. Remove terminal P1-68 (sensor signal) from the ECM connector. C. Connect the multimeter's probes between the wire for the remote accelerator position sensor and the sensor common. D. Turn the ignition key switch to the ON position.

345 Troubleshooting Section

E. Use the multimeter in order to display the duty cycle output of the remote accelerator position sensor. While the duty cycle output of the remote accelerator position sensor is being monitored on the multimeter, actuate the remote throttle from the low idle position to the high idle position. Record the results. F. Turn the ignition key switch to the OFF position. Expected Result: The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the low idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the high idle position. Results:

• OK – A good signal from the remote accelerator

position sensor is reaching the ECM. Verify that the ECM is receiving the proper battery voltage. If the ECM is receiving the proper battery voltage, temporarily connect a test ECM and verify that the problem is resolved. If the problem disappears with the test ECM, reconnect the suspect ECM. If the problem returns with the suspect ECM, replace the suspect ECM. STOP.

• Not OK – There is a problem with signal wire

for the remote accelerator position sensor in the vehicle wiring harness. Proceed to Test Step 9.

Test Step 8. Remove the Remote Accelerator Position Sensor from the Throttle Assembly A. Turn the ignition key switch to the OFF position. B. Remove the remote accelerator position sensor from the throttle assembly. Note the orientation of the sensor in the accelerator pedal assembly, and the sensor pigtail routing prior to sensor removal. Thoroughly inspect the pigtail for signs of abrasion. C. Measure the PWM duty cycle to terminal “C” of the breakout T. D. Turn the ignition key switch to the ON position. E. Display the duty cycle output of the remote accelerator position sensor while the sensor slot is released. Use a screwdriver to advance the sensor slot to the maximum position. Refer to Illustration 166. Note: When the sensor is removed from the accelerator pedal assembly a 30-13diagnostic code may be generated. The diagnostic code should become inactive when the sensor is properly assembled back into the accelerator pedal assembly.

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Illustration 166 (1) Mounting screw holes (2) Sensor slot

(3) Sensor housing (4) Mounting surface for sensor

Expected Result: When the sensor is removed from the accelerator pedal assembly and the sensor slot is released, the duty cycle is 10 percent or less. When the sensor slot is moved to the maximum position, the duty cycle increases to 90 percent or more. Results:

• OK – The remote accelerator position sensor is

working correctly. Clear any diagnostic codes that were caused by performing this test procedure. Refer to the OEM dealer for correct replacement of the accelerator pedal assembly. STOP.

(5) Accelerator pedal assembly (6) Accelerator block assembly

• Not OK – The remote accelerator position sensor

is faulty. Check the accelerator pedal assembly in order to ensure that the accelerator pedal assembly is not causing damage to the sensor. If the accelerator pedal assembly is causing damage to the sensor, refer to the OEM dealer for correct replacement of the accelerator pedal assembly. STOP.

Test Step 9. Route the Supply Bypass Wires to the Remote Accelerator Pedal Position Sensor A. Turn the ignition key switch to the OFF position. B. Remove P1-66 (remote accelerator position sensor) from the ECM connector.

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C. Remove terminal “C” (sensor signal) from the connector for the remote accelerator position sensor. D. Route new wiring from the ECM to the remote accelerator position sensor. E. Turn the ignition key switch to the ON position. F. Check the duty cycle of the remote accelerator position sensor with Cat ET while the accelerator pedal assembly is being moved over the full range. Expected Result: The duty cycle is between 10 and 22 percent with the accelerator pedal assembly in the low idle position, and the duty cycle is between 75 and 90 percent with the accelerator pedal assembly in the high idle position. Results:

• OK – The wiring from the ECM to the accelerator

position sensor appears faulty. Permanently install new wiring. Verify that the repair eliminates the problem. STOP.

• Not OK – Double check the wiring, the ECM

vehicle harness connector J1/P1 and the sensor connector. If a problem still exists, restart the test procedure. STOP. i04636373

Service Brake Pedal Position (Switch 1) Circuit - Test SMCS Code: 1435-038-BRK System Operation Description: Use this procedure under the following situation: Use this procedure to determine if the service brake pedal position (switch 1) is operating properly. Service Brake Pedal Position (Switch 1) The switch for the service brake pedal position (switch 1) is normally closed when the respective pedal is released. Depressing the brake pedal should open the individual circuit. This switch is OEM supplied. The service brake pedal position (switch 1) is typically a pressure switch.

This switch may not be connected to an input on the Engine Control Module (ECM). The parameter “Service Brake Pedal Position Switch 1” determines the input to the ECM. If the parameter is programmed to “J1/P1:45” a switch must be connected to terminal 45. If the parameter is programmed to one of the J1939 options, the switch position will be transmitted to the ECM over the J1939 data link. If a problem is suspected with the J1939 data link, refer to Troubleshooting, “Powertrain Data Link Circuit - Test”.

348 Troubleshooting Section

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Illustration 167 Typical circuit schematic for the service brake pedal position (switch 1) The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Inspect Electrical Connectors and Wiring.

Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the switches. Refer to Illustration 168. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Illustration 168

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Pin locations on ECM connector

Verify that the repair eliminates the problem.

(P1-5) AP sensor/switch sensor common (P1-45) Service brake pedal position switch

STOP.

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for the following switches in the connectors:

• Terminal 5 (AP Sensor/Switch Sensor Common )

• Terminal 45 (Service Brake Pedal Position (Switch 1))

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Test Step 2. Check the Status of the Service Brake Switch on Caterpillar Electronic Technician (ET) Table 170

Table for Status of the Service Brake Pedal Position Switch Position or Pedal Position

Status

Circuit

The service brake pedal is depressed.

OFF

Open

The service brake pedal is released.

ON

Closed

A. Access the Cat ET status screen. B. Turn the ignition key switch to the ON position. C. Depress the service brake while the status of the service brake pedal position (switch 1) is being observed. Also, release the service brake while the status of the service brake pedal position (switch 1) is being observed. Refer to Table 170 for the status of the switch or for the status of the pedal position.

D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T. E. Install the jumper into terminal 45 (Service Brake Pedal Position Switch 1) of the breakout T. Connect the other end of the jumper to P1-5 (AP sensor/switch sensor common) of the breakout T. F. Turn the ignition key switch to the ON position. G. Verify that Cat ET is connected to the cab data link connector. H. Access the Cat ET status screen. I. While the status of the service brake pedal position (switch 1) is being monitored on the Cat ET status screen slowly remove the jumper from terminal 5 and slowly insert the jumper from terminal 5 (AP sensor/switch sensor common). Refer to Table 171. Expected Result: The switch status changes per the information in Table 171.

Expected Result:

Results:

The switch status changes per the information in Table 170.

• Yes – The ECM is functioning properly. Proceed

Results:

• No – The ECM is not functioning properly.

to Test Step 4.

• Yes – The switch is operating normally. STOP.

Repair: Perform the following repair:

• No – The ECM is not reading the switch status

1. Temporarily connect a test ECM.

change. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit

3. Recheck the system for active diagnostic codes.

Table 171

Table for Status of Service Brake Pedal Position (Switch 1) Condition of Switch Circuit

2. Remove all jumpers and replace all connectors.

Switch Status

Circuit

Terminal 45 is open.

ON

Open

Terminal 45 connected to terminal 5.

OFF

Shorted

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch Pin to both ends of the wires. C. Disconnect vehicle harness connector P1 from the ECM.

4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

350 Troubleshooting Section

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Test Step 4. Insert a Jumper at the Service Brake Pedal Position (Switch 1)

Test Step 5. Insert a Jumper at the Bulkhead Connector

Table 172

Table 173

Table for Status of the Service Brake Pedal Position (Switch 1) Condition of Switch Circuit

Switch Status

Circuit

The wires for the service brake pedal position switch 1 are disconnected.

ON

Open

The wires for the service brake pedal position switch 1 are connected.

OFF

Shorted

Table for Status of the Service Brake Pedal Position (Switch 1) Switch Position or Pedal Position

Switch Status

Circuit

The wires for the service brake pedal position switch 1 are disconnected.

ON

Open

The wires for the service brake pedal position switch 1 are connected.

OFF

Shorted

A. Turn the ignition key switch to the OFF/RESET position.

A. Turn the ignition key switch to the OFF/RESET position.

B. Ensure that ECM vehicle harness connector J1/P1 is connected.

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires.

C. Find the switch for the service brake pedal position (switch 1) in the vehicle.

C. Find the switch for the terminal for the service brake pedal position (switch 1). Also find the terminal for the sensor common in the engine side of the bulkhead connector for the vehicle harness.

D. Disconnect the wires from the switch terminals. E. Turn the ignition key switch to the ON position. F. Verify that Cat ET is connected to the cab data link connector. G. Access the Cat ET status screen. H. While the switch status is being monitored on the Cat ET status screen slowly connect the switch wires and slowly disconnect the switch wires. Refer to Table 172. Expected Result: The switch status changes per the information in Table 172.

D. Insert the jumper wire between the two terminals in the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Verify that Cat ET is connected to the cab data link connector. G. Access the Cat ET status screen. H. While the switch status is being monitored on the Cat ET status screen alternately remove the jumper wire between the two terminals, and alternately insert the jumper wire between the two terminals. Refer to Table 173.

Results:

Expected Result:

• Yes

The switch status changes per the information in Table 173.

Repair: Perform the following repair: Replace the faulty switch. Verify that the repair eliminates the problem. STOP.

• No – There is a problem in the harness between the switch and the ECM. Proceed to Test Step 5.

Results:

• Yes – The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair: Perform the following repair:

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351 Troubleshooting Section

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP.

• No – The problem is in the vehicle wiring between the bulkhead connector and the ECM. Repair: Perform the following repair: Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP. i02296751

Service Brake Pedal Position (Switch 2) Circuit - Test SMCS Code: 1435-038-BRK System Operation Description: Use this procedure under the following situation: Use this procedure to determine if the service brake pedal position (switch 2) is operating properly. Service Brake Pedal Position (Switch 2) The switch for the service brake pedal position (switch 2) is normally open when the respective pedal is released. Depressing the brake pedal should close the individual circuit. This switch is OEM supplied. The service brake pedal position (switch 2) is typically a pressure switch.

Illustration 169 Circuit schematic for the service brake pedal position (switch 2)

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Test Step 1. Inspect Electrical Connectors and Wiring

Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Status of the Service Brake Pedal Switch 2 on Caterpillar Electronic Technician (ET) Table 174

Table for Status of the Service Brake Pedal Position

Illustration 170

g01152483

Pin locations for the ECM connector

Switch Position or Pedal Position

Status

Circuit

The service brake pedal is depressed.

OFF

Open

The service brake pedal is released.

ON

Closed

(P1-64) Input 13 (service brake pedal position switch 2)

A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminal P1-64 (service brake pedal position (switch 2)). Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the switches. Refer to Illustration 170. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the sensor to the ECM.

A. Access the status screen on Cat ET. B. Turn the ignition key switch to the ON position. C. Start the engine. Ensure that the air system is charged if the vehicle is equipped with air brakes. Depress the service brake while the status of the service brake pedal position (switch 2) is being observed. Also, release the service brake while the status of the service brake pedal position (switch 2) is being observed. Refer to Table 174 for the status of the switch or for the status of the pedal position. Note: If the status indicates “Not Installed”, check the programming of the “Transmission Style”. This parameter must be programmed to “Automatic Option 2”, “Automatic Option 3”, “AT/MT/HT Option 2”, or “AT/MT/HT Option 3”. Expected Result: The switch status changes per the information in Table 174.

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Results:

Repair: Perform the following repair:

• Yes – The switch is operating normally. STOP.

1. Temporarily connect a test ECM.

• No – The ECM is not reading the switch status

2. Remove all jumpers and replace all connectors.

change. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit Table 175

Table for Status of Service Brake Pedal Position (Switch 2) Condition of Switch Circuit

Switch Status

Circuit

Terminal 64 is open.

ON

Open

Terminal 64 connected to terminal 5.

OFF

Closed

3. Recheck the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, reconnect the suspect ECM. 6. If the problem returns with the suspect ECM, replace the ECM. 7. Verify that the repair eliminates the problem. STOP.

A. Turn the ignition key switch to the OFF/RESET position.

Test Step 4. Insert a Jumper at the Service Brake Pedal Position (Switch 2)

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires.

Table 176

C. Disconnect vehicle harness connector P1 from the ECM. D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T. E. Install the jumper into terminal 64 (service brake pedal position switch 2) of the breakout T. Connect the other end of the jumper to ECM connector P1-52 (unswitched +Battery) of the breakout T. F. Turn the ignition key switch to the ON position. G. Verify that Cat ET is connected to the data link connector. H. Access the status screen of Cat ET. I. While the status of the service brake pedal position (switch 2) is being monitored on the Cat ET status screen, slowly remove the jumper from terminal 52 (unswitched +Battery). Now, slowly insert the jumper into the terminal 52 (unswitched +Battery). Refer to Table 175. Expected Result: The switch status changes per the information in Table 175. Results:

• Yes – The ECM is functioning properly. Proceed to Test Step 4.

• No – The ECM is not functioning properly.

Table for Status of the Service Brake Pedal Position (Switch 2) Condition of Switch Circuit The wires to the service brake pedal position switch 2 are disconnected. The wires to the service brake pedal position switch 2 are connected.

Switch Status

Circuit

OFF

Open

On

Shorted

A. Turn the ignition key switch to the OFF/RESET position. B. Ensure that ECM vehicle harness connector J1/P1 is connected. C. Find the switch for the service brake pedal position (switch 2) in the vehicle. D. Disconnect the wires from the switch terminals. E. Turn the ignition key switch to the ON position. F. Verify that Cat ET is connected to the data link connector. G. Access the status screen on Cat ET. H. While the switch status is being monitored on the Cat ET status screen, slowly connect the switch wires and slowly disconnect the switch wires. Refer to Table 176.

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Expected Result: The switch status changes per the information in Table 176.

H. While the switch status is being monitored on the status screen of Cat ET, alternately remove the jumper wire between the two terminals and insert the jumper wire between the two terminals. Refer to Table 177.

Results:

• Yes – The switch status changes.

Expected Result: The switch status changes per the information in Table 177.

Repair: Perform the following repair: Replace the faulty switch. Verify that the repair eliminates the problem. STOP.

• No – The switch status does not change. There is a problem in the harness between the switch and the ECM. Proceed to Test Step 5.

Results:

• Yes – The switch status changes. The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair: Perform the following repair:

Test Step 5. Insert a Jumper at the Bulkhead Connector

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer.

Table 177

STOP.

Table for Status of the Service Brake Pedal Position (Switch 2) Switch Position or Pedal Position

Switch Status

Circuit

• No – The switch status does not change. The problem is in the vehicle wiring between the bulkhead connector and the ECM. Repair: Perform the following repair:

The wires to the service brake pedal position switch 2 are disconnected.

OFF

Open

The wires to the service brake pedal position switch 2 are connected.

ON

Shorted

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Find the switch for the terminal for the service brake pedal position (switch 2). Also find the terminal for the sensor common for the +Battery in the engine side of the bulkhead connector for the vehicle harness. D. Insert the jumper wire between the two terminals in the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Verify that Cat ET is connected to the data link connector. G. Access the status screen on Cat ET.

Inspect the vehicle wiring and repair the vehicle wiring, as required. If the problem still exists with the wiring, send the vehicle to the OEM dealer. STOP. i02718369

Starting Aid Output Circuit Test SMCS Code: 1456-038 System Operation Description: Use this procedure under the following situation: Use this procedure in order to determine if the circuit for the starting aid output is operating properly. The following background information is related to this procedure: Output 2 is available to connect a relay and/or a solenoid in order to control a starting aid system. The parameter “Starting Aid Output” must be programmed to “Automatic” in order to use output 2 as a starting aid output.

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355 Troubleshooting Section

Typical starting aid systems inject ether into the inlet manifold in order to aid starting of the engine during cold weather operation. The output is automatically controlled by the Engine Control Module (ECM). The reading from the coolant temperature sensor is used to determine if conditions require the use of the starting aid. If a fault condition exists with the circuit for the coolant temperature sensor, the reading from the inlet manifold temperature sensor will be used. The starting aid output will be enabled for a maximum of 30 seconds while the engine is cranking and the temperature reading is below 0 °C (32 °F). The starting aid output will be disabled if the engine speed rises above 500 rpm. The starting aid output will also be disabled if a condition that prevents fuel injection occurs.

Test Step 1. Inspect Electrical Connectors and Wiring

Interaction of the Air Inlet Heater and the Starting Aid Output (Ether) When the keyswitch is turned to the ON position, the air inlet heater will not be activated if the output of the starting aid is programmed to “Automatic”, and if the inlet air temperature is below 0 °C (32 °F). The air inlet heater will not be activated when the starting aid circuit is activated. When the output of the starting aid is programmed to “Automatic”, the air inlet heater will not be activated until the engine is running and the starting aid output has been turned off for five seconds.

Illustration 172

g01152490

Pin locations on ECM connector (P1-10) Output 2 (starting aid)

A. Thoroughly inspect ECM vehicle harness connector J1/P1, and the firewall bulkhead connector. Refer to Troubleshooting, “Electrical Connectors Inspect” for details. B. Perform a 45 N (10 lb) pull test on terminal 10 in the ECM connector. Illustration 171 Schematic for the starting aid circuit

g00838120

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion or of pinch points.

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Results:

A. Verify that Cat ET is connected to the cab data link connector.

• OK – Proceed to Test Step 2.

B. Turn the ignition keyswitch to the OFF/RESET position.

• Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled.

C. Disconnect the ECM vehicle harness connector J1/P1. D. Connect a breakout T between ECM connectors J1 and P1.

Verify that the repair eliminates the problem.

E. Connect a voltage test lamp to terminal 10 (output 2) and terminal 65 (-Battery) of the breakout T.

STOP.

F. Turn the ignition keyswitch to the ON position.

Test Step 2. Use Caterpillar Electronic Technician (ET) to Check the Relay

G. Access the special test “Starting Aid Output” on Cat ET.

A. Connect Cat ET to the cab data link connector.

H. Cycle the special test “Starting Aid Output” to “Active” and to “Not Active” and watch the voltage test lamp.

B. Turn the ignition keyswitch to the ON position. C. Access the special test“Starting Aid Output” on Cat ET. The “Starting Aid Output” test will enable output 2 when the test is active. D. Begin the “Starting Aid Output” test and listen for the relay to click. You may need to be near the engine in order to hear the click.

I. Stop the special test. Note: A multimeter can not be used in place of the voltage test lamp when the ECM outputs are being tested. Expected Result:

The relay activates when the special test is enabled.

The voltage test lamp turns on when the test is active. The voltage test lamp turns off when the test is not active.

Results:

Results:

• Yes – The ECM and vehicle components are

• Yes – The voltage test lamp turns on when the test

Expected Result:

operating correctly. STOP.

• No – Proceed to Test Step 3. Test Step 3. Use Cat ET to Check the ECM

is active. The voltage test lamp turns off when the test is not active. The ECM is OK. The problem is in the vehicle wiring. Inspect the vehicle wiring and then repair the vehicle wiring. Otherwise, send the vehicle to the OEM dealer for repair. Verify that the original condition is resolved. STOP.

• No – The voltage test lamp does not turn on when the test is active. The voltage test lamp does not turn off when the test is not active. Temporarily connect a test ECM. Use the “Starting Aid Output Special Test” on Cat ET to check the ECM. If the problem is resolved with the test ECM, install the suspect ECM. If the problem returns with the suspect ECM, replace the ECM. Verify that the repair eliminates the problem. STOP.

Illustration 173 Pin locations on Breakout T (10) Output 2 (starting aid) (65) - Battery

g01152497

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357 Troubleshooting Section

i02582016

Tachometer Circuit - Test SMCS Code: 7462-038 System Operation Description: Use this procedure when the Engine Control Module (ECM) provides a signal to the tachometer and there is a problem with the indication on the tachometer. Background Information The vehicle's tachometer is connected to terminal P1-38 and/or terminal P1-39 of the ECM connector. Some tachometers require only one of the signal lines to operate while other tachometers require both signal lines to operate. The ECM can also send the signal to the tachometer via the SAE J1587 data link. The ECM uses the signal from the engine speed/timing sensor in order to determine engine speed. The ECM converts the signal from the engine speed/timing sensor into engine rpm. The ECM creates an equivalent signal in pulses per revolution that is output to the tachometer. The ECM must have the tachometer's conversion factor in order to develop an accurate signal for the tachometer. The conversion factor is usually marked on the tachometer. The conversion factor is programmed into the “Tachometer Calibration” parameter. The parameter is programmable from 12.0 to 500.0 pulses per revolution in 0.1 increments. The most likely source of a tachometer circuit problem is the vehicle wiring. The second most likely source of a tachometer circuit problem is the tachometer. The least likely source of a tachometer circuit problem is the ECM. Note: A problem with the tachometer circuit does not indicate that there is a problem with the engine speed/timing sensors. Any problem that is associated with the engine speed/timing sensors will also affect the operation of the engine. An electrical problem with the engine speed/timing sensors will generate a diagnostic code. If a code that is related to the engine speed/timing sensors is present, refer to the diagnostic functional test Troubleshooting, “Engine Speed/Timing Sensor Circuit - Test”.

358 Troubleshooting Section

Illustration 174

SENR9517-19

g01272867

Schematic for the tachometer circuit

Illustration 175 Schematic for the tachometer circuit

g01272878

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359 Troubleshooting Section

Test Step 1. Inspect the Electrical Connectors and the Wiring

Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • Not OK – The wiring is not OK. Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the ECM Connection to the Tachometer Note: Some tachometers require only one signal line in order to operate. Either of the ECM terminals can be used for this type of tachometer. The other terminal is open. If both wires are connected, and one indicates an open circuit, repair this open wire. Verify that the connections for the tachometer are correct at the P1 connector. Expected Result: The P1 connections are correct. Results:

• OK – The P1 connections are OK. Proceed to Test Step 3.

Illustration 176

g01152498

Terminal locations on the P1 connector (P1-38) Tachometer+ (P1-39) Tachometer-

A. Thoroughly inspect ECM connector J1/P1 and the terminals for the tachometer. Refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect”. B. Refer to Illustration 176. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the terminals for the tachometer: C. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to the diagnostic functional test Troubleshooting, “Electrical Connectors - Inspect”. D. Check the harness and wiring for abrasion and for pinch points from the tachometer to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points.

• Not OK – The P1 connections are Not OK. Repair: Repair the connections or replace the connectors. STOP.

Test Step 3. Use Caterpillar Electronic Technician (ET) to Check the Tachometer Signal A. Establish communication between Cat ET and the ECM. B. Access the tachometer special test. Access the following display screens in order:

• “Diagnostics” • “Diagnostic Tests” • “Special Test” C. While the dash tachometer is being monitored, begin the test.

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Expected Result: RESULT 1 The dash tachometer indicates approximately 1500 ± 150 rpm and the dash tachometer is stable. RESULT 2 The tachometer does not indicate an engine rpm or the tachometer is erratic. RESULT 3 The tachometer rpm is stable but the tachometer rpm is not within 50 rpm of 1500 rpm.

D. Refer to Illustration 177. Insert one of the jumper wires into terminal P1-39 of the breakout T and insert the other jumper wire into terminal P1-38 of the breakout T. E. Access the tachometer special test. Access the following display screens in order:

• “Diagnostics” • “Diagnostic Tests” • “Special Test”

Results:

• Result 1 – The ECM and the tachometer are OK. Repair: There may be an intermittent problem in the harness and/or in the connectors. Repair the harness and the connectors. Verify that the original problem has been resolved. STOP.

F. Attach one of the multimeter leads to the jumper wire from P1-38. G. Attach the other multimeter lead to the jumper wire from P1-39. H. While the tachometer special test is being run, observe the reading on the multimeter.

• Result 2 – The engine rpm is not indicated or the

Expected Result:

• Result 3 – The engine rpm is not within 50 rpm of

The multimeter indicates a duty cycle from 30 to 70 percent from each of the terminals for the tachometer while the engine is running.

Test Step 4. Check the Tachometer Signal

Results:

engine rpm is erratic. Proceed to Test Step 4. 1500 rpm. Proceed to Test Step 5.

• OK – The multimeter indicates a duty cycle from

30 to 70 percent. The ECM tachometer output is OK. Return the wiring to the original configuration. Proceed to Test Step 6.

• Not OK – The duty cycle is not within the specification.

Repair: Perform the following repair: 1. Restore the wiring to the original configuration. 2. Temporarily connect a test ECM. Illustration 177

g01152502

ECM breakout T-connector (38) Tachometer+ (39) Tachometer-

3. Check the system for active diagnostic codes. 4. If the problem is resolved with the test ECM, connect the original ECM. Test the tachometer again.

Note: Performing certain steps within this procedure requires the use of a multimeter that is capable of measuring a PWM duty cycle.

5. If the problem returns with the original ECM, replace the ECM.

A. Disconnect the P1 connector.

6. Verify that the repair eliminates the problem.

B. Connect a breakout T to the ECM connector P1.

STOP.

C. Fabricate two jumper wires 100 mm (4 inch) long. Crimp a Deutsch Pin to one end of each wire.

Test Step 5. Check the Tachometer Calibration A. Determine the tachometer engine speed calibration setting in pulses per revolution.

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B. Verify that the value of the “Tachometer Calibration” parameter matches the requirements of the tachometer. Expected Result: The parameter is programmed correctly.

361 Troubleshooting Section

Results:

• OK – The tachometer is receiving the correct supply voltage.

Repair: Perform the following repair:

Results:

Replace the tachometer if the tachometer does not work.

• OK – The parameter is programmed correctly.

STOP.

Repair: Replace the tachometer. Verify that the repair eliminates the problem. STOP.

• Not OK – The parameter is not programmed correctly.

Repair: Program the parameter with the correct value. Verify that the repair eliminates the problem. STOP.

Test Step 6. Check the ECM Connection to the Tachometer A. Refer to Illustration 177. Remove the appropriate terminals from the P1 connector. Also, disconnect the signal wires at the tachometer. B. Check each wire for continuity. Expected Result: The wiring is OK. Results:

• Yes – The wiring is OK. Restore the wiring to the original configuration. Proceed to Test Step 7.

• No – The wiring is not OK. Repair: Repair the wiring. STOP.

Test Step 7. Check the Supply Voltage for the Tachometer Check the connections to the tachometer for the +Battery and the −Battery. Also check the fuses and the circuit protection. Expected Result: The tachometer is receiving the correct supply voltage.

• Not OK – The tachometer is not receiving the correct supply voltage.

Repair: Correct the problem. Replace parts, if necessary. Verify that the repair eliminates the problem. STOP. i02375777

Torque Limit Switch Circuit Test SMCS Code: 1435-038 System Operation Description: Use this procedure to determine if the circuit for the torque limit switch is operating correctly. The ECM does not monitor the condition of this circuit. Background Information The torque limit switch provides a way to temporarily protect equipment from damage that is caused by applying too much torque. Torque limiting is typically used during PTO operation. However, torque limiting may be activated anytime. In order to use torque limiting, a torque limit must be programmed into the “Torque Limit” parameter. The “Torque Limit” parameter is located under the “Dedicated PTO Parameters”. The default setting is 2712 N·m (2000 lb ft). The “Torque Limit Switch” parameter must also be programmed. If the “Torque Limit Switch” parameter is programmed to “None” (default), this feature is disabled. If the “Torque Limit Switch” is programmed to J1/P1:7 or to J1/P1:23, the feature is available and the switch circuit must be connected to the corresponding terminal on the P1 connector.

362 Troubleshooting Section

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g00932484

Illustration 178 Circuit schematic for torque limit switch

The return may be connected to P1-3, to P1-5, or to P1-18.

C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and pinch points from the battery to the ECM. Then, check the wiring from the ignition key switch to the ECM. Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • Not OK – The wiring is not OK. Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the seals are properly connected. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check the Status of the Torque Limit Switch on Caterpillar Electronic Technician (ET)

Illustration 179

g01152506

Pin locations on ECM connector (P1-5) AP sensor/switch sensor common (P1-7) Input 4 (P1-23) Input 19

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect the ECM vehicle harness connector J1/P1, the connectors, and the firewall bulkhead connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the torque limit switch.

A. Establish communication between Cat ET and the ECM. Note: If the “Torque Limit Switch” status indicates “Not Installed”, then the “Torque Limit Switch” parameter has not been programmed. B. View the “Torque Limit Switch” status on Cat ET. C. Set the torque limit switch to the ON position and to the OFF position. Expected Result: The status screen indicates “ON” when the switch is turned on. The status screen indicates “OFF” when the switch is off.

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363 Troubleshooting Section

• Not OK – The ECM is not working correctly.

Results:

• OK – The indications are correct. The switch is

operating normally. Continue troubleshooting if the original condition is not resolved. STOP.

• Not OK – An indication is not correct. The ECM

is not reading the input from the switch. Proceed to Test Step 3.

Test Step 3. Check the Switch Circuit for the ECM

Repair: Perform the following repair: 1. Restore the wiring to the original configuration. 2. Temporarily connect a test ECM. 3. Check the system for proper operation. 4. If the problem is resolved with the test ECM, connect the original ECM. 5. If the problem returns with the original ECM, replace the ECM. 6. Verify that the repair eliminates the problem. STOP.

Test Step 4. Insert a Jumper Wire at the Switch A. Turn the ignition key switch to the OFF/RESET position. Illustration 180

g01152509

Pin locations on the breakout T

B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.

(5) AP sensor/switch sensor common (7) Input 4

C. Insert the jumper wire between the two switch terminals of the torque limit switch.

A. Turn the ignition key switch to the OFF/RESET position.

D. Turn the ignition key switch to the ON position.

B. Install a breakout T to the ECM vehicle harness connector J1/P1.

E. Alternately remove the jumper wire and then insert the jumper wire at the switch terminals. At the same time, watch the status screen on Cat ET.

C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.

Expected Result:

D. Insert the jumper wire into terminal 7 of the breakout T. Connect the other end of the jumper wire to terminal 5 in the breakout T. Terminal 5 is AP Sensor/Switch Common. E. Turn the ignition key switch to the ON position. F. Alternately remove the jumper wire and then insert the jumper wire from terminal 5. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status is “ON” when the jumper wire is installed. The switch status is “OFF” when the jumper wire is removed. Results:

• Yes – The indications are correct. The ECM is

working correctly. Restore the wiring to the original configuration. Proceed to Test Step 4.

The switch status is to “ON” when the jumper wire is installed. The switch status is “OFF” when the jumper wire is removed. Results:

• Yes – The indications are correct. Repair: Replace the torque limit switch. Verify that the repair eliminates the problem. STOP.

• Not OK – An indication is incorrect. There is a

problem in the wire harness between the torque limit switch and the ECM. Proceed to Test Step 5.

Test Step 5. Insert a Jumper Wire at the Bulkhead Connector A. Turn the ignition key switch to the OFF/RESET position.

364 Troubleshooting Section

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B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Locate the socket for the torque limit switch in the engine side of the bulkhead connector. D. Insert the wire jumper pin between the switch socket and the sensor common connection. Install the jumper wire on the engine side of the bulkhead connector. E. Turn the ignition key switch to the ON position. F. Alternately connect and then disconnect the jumper wire. At the same time, monitor the status screen on Cat ET. Expected Result: The switch status is “ON” when the jumper wire is installed. The switch status is “OFF” when the jumper wire is removed. Results:

• OK – The indications are correct. The problem is in the vehicle wiring between the bulkhead connector and the switch. Repair the vehicle wiring. Otherwise, send the vehicle to an OEM dealer for repair. STOP.

• Not OK – The problem is in the vehicle wiring

between the bulkhead connector and the ECM. Repair the vehicle wiring. Otherwise, send the vehicle to an OEM dealer for repair. STOP. i02375781

Transmission (AT/MT/HT) Relay Circuit - Test SMCS Code: 4493-038-T3 System Operation Description: Use this procedure to determine if the AT/MT/HT transmission interface relay (output 7) is operating correctly. Background Information

Allison AT/MT/HT transmissions require an input from the Engine Control Module (ECM) in order to regulate the transmission shifting. The ECM monitors various operating parameters in order to determine if the transmission should use closed throttle shift modulation or full throttle shift modulation. Programming the “Transmission Style” parameter to “AT/MT/HT Option1”, to “AT/MT/HT Option2”, to “AT/MT/HT Option3”, or to “AT/MT/HT Option4” activates ECM output 7 in order to control a transmission interface relay that is connected to the Allison transmission. The ECM does not communicate with the Allison AT/MT/HT transmission via a data link. The “Transmission Style” parameter must be programmed to one of the AT/MT/HT options for output 7 to activate the AT/MT/HT transmission interface relay. Cruise Control or Vehicle Speed Limiting is Inactive Output 7 is disabled if any of the following conditions occur:

• The engine is not running. • The accelerator pedal position is less than 65

percent of the value of the “AT/MT/HT Part Throttle Shift Speed” parameter. Refer to the note below.

Note: The “AT/MT/HT Part Throttle Shift Speed” parameter provides three different settings of shift modulation for the transmission. The “Low” setting disables the output below 65 percent throttle, the “Medium” setting disables the output below 55 percent throttle, and the “High” setting disables the output below 45 percent throttle. The transmission interface relay is enabled under any the following conditions:

• The engine is running. • The accelerator pedal position is greater than 80

percent of the value of the “AT/MT/HT Part Throttle Shift Speed” parameter. Refer to the note below.

Note: The “AT/MT/HT Part Throttle Shift Speed” parameter provides three different settings of shift modulation for the transmission. The “Low” setting enables the relay above 80 percent throttle, the “Medium” setting enables the relay above 70 percent throttle, and the “High” setting enables the relay above 60 percent throttle. Cruise Control or Vehicle Speed Limiting is Active Output 7 is disabled if any of the following conditions occur:

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365 Troubleshooting Section

• The speed of the vehicle is greater than 2 km/h (1 mph) of the cruise set speed or the vehicle speed limit.

• The load factor is less than 75 percent. • The engine speed is greater than 2000 rpm. The output is enabled when the load factor is greater than 98 percent.

Illustration 181 Schematic for the AT/MT/HT transmission relay

g00729187

366 Troubleshooting Section

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Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • No – The wiring is not OK. Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Use Caterpillar Electronic Technician (ET) to Check the Accelerator Pedal Position Sensor A. Ensure that the cruise control switch is off. B. Connect Cat ET to the data link connector. C. Turn the ignition key switch to the ON position. D. Use the following procedure to check the accelerator pedal position sensor:

Illustration 182

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Pin locations on ECM connector (P1-20) Output 7

Test Step 1. Check Electrical Connectors and Wiring A. Thoroughly inspect ECM connectors J1/P1 and the firewall bulkhead connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on the wires that go to P1-20 and P1-12. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the sensor to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and the wiring are free of corrosion, of abrasion and of pinch points.

a. Monitor the duty cycle of the throttle sensor on Cat ET. Access the display screens in the following order:

• “Service” • “Calibrations” • “Throttle Position” b. While the duty cycle is being monitored on Cat ET, depress the accelerator pedal and release the accelerator pedal. Repeat this action several times. Expected Result: The duty cycle of the accelerator pedal position sensor is between 3 percent and 100 percent. Results:

• Yes – The duty cycle is within the acceptable range. Proceed to Test Step 3.

• Not OK – The duty cycle is not within the acceptable range.

Repair: Perform the following diagnostic procedure:

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Troubleshooting, “Pulse Width Modulated Sensor”

367 Troubleshooting Section

Test Step 4. Use Cat ET to Check the ECM

STOP.

Test Step 3. Use Cat ET to Check the Solenoids and the Relays A. Verify that the ignition key switch is in the ON position. B. Access the “AT/MT/HT XMission Interface Test” through the following menus:

• “Diagnostics” • “Diagnostic Tests” • “Special Tests” Note: The “Transmission Style” must be programmed to “AT/MT/HT Option 1”, “AT/MT/HT Option 2”, “AT/MT/HT Option 3”, or “AT/MT/HT Option 4” for the “AT/MT/HT XMission Interface Test” to be available. This will allow output 7 to control the AT/MT/HT transmission relay.

Illustration 183

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Pin locations on breakout T (20) (63) (65) (67) (69)

Output 7 - Battery - Battery - Battery - Battery

A. Turn the ignition key switch to the OFF/RESET position.

C. Begin the “AT/MT/HT XMission Interface Test” while you listen for the solenoids to click. You may need to be closer to the transmission in order to hear the click of the relay.

B. Disconnect the P1 connector.

Expected Result:

D. Connect a voltage test lamp to terminal 20 (output 7) and terminal 63 (-Battery) of the breakout T.

The relay activates when the test is enabled. Results:

• Yes – The relay activates when the test is enabled. The ECM is functioning properly at this time. The circuit for the relay is OK. STOP.

• No – The relay does not activate when the test is enabled. The ECM is not functioning properly at this time. Proceed to Test Step 4.

C. Connect a breakout T to the ECM connector J1/P1.

E. Turn the ignition key switch to the ON position. F. Access the “AT/MT/HT XMission Interface Test” through the following menus:

• “Diagnostics” • “Diagnostic Tests” • “Special Tests” Note: The “Transmission Style” must be programmed to “AT/MT/HT Option 1”, “AT/MT/HT Option 2”, “AT/MT/HT Option 3”, or “AT/MT/HT Option 4” for the “AT/MT/HT XMission Interface Test” to be available. This will allow output 7 to control the AT/MT/HT transmission relay. G. While the voltage test lamp is being observed, cycle the special test on and off. Note: Perform the same test procedure with terminals P1-65, P1-67, and P1-69 -Battery. H. Stop the special test.

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Expected Result: The voltage test lamp behaves in the following manner:

• The voltage test lamp turns on when the test is active.

• The voltage test lamp turns off when the test is not active.

Results:

• Yes – The voltage test lamp turns on when the

test is active. The voltage test lamp turns off when the test is not active. The ECM is OK. There is a problem in the harness. Repair: Repair the engine harness or replace the engine harness. Verify that the repair eliminates the problem. STOP.

• No – The voltage test lamp does not turn on when the test is active. The voltage test lamp does not turn off when the test is not active. Repair: Perform the following repair: 1. Temporarily connect a test ECM. 2. Remove all jumpers and replace all connectors. 3. Check the system for active diagnostic codes. 4. Repeat the test step. 5. If the problem is resolved with the test ECM, connect the original ECM.

Background Information for the Two-Speed Axle Switch If a two-speed axle is used, the change in axle ratios changes the accuracy of the vehicle speed signal. The Engine Control Module (ECM) compensates for the different ratios that are indicated by the two-speed axle switch. This ensures that the ECM driven speedometer and the stored information in the ECM correctly reflect the actual vehicle speed. A problem with the circuit for the two-speed axle switch will cause the ECM driven speedometer to display the wrong speed. Also, the fleet trip data that is stored in the ECM will be incorrect. There are two possible configurations for the ECM to receive the status of the two-speed axle switch: Hard Wired – In this configuration, the two-speed axle switch is wired directly to terminal P1-6. When the axle is in the low axle ratio, the switch is closed. This connects the ECM input to return. The “Two Speed Axle Switch” parameter must be set to “J1/P1:6” in order to use this configuration. J1939 Data Link – In this configuration, the status of the two-speed axle switch is sent from a J1939 device to the engine ECM via the J1939 data link. The “Two Speed Axle Switch” parameter must be set to “J1939 - Body Controller”, to “J1939 - Cab Controller”, or to “J1939 - Instrument Cluster” in order to use this configuration. The following components can cause problems with the input from the two-speed axle switch:

• Electrical connector or wiring • Two-speed axle switch

6. If the problem returns with the original ECM, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”.

• J1939 device

7. Verify that the repair eliminates the problem.

The most likely cause of a problem is a problem with an electrical connector or wiring. The least likely cause is a problem with the ECM.

STOP. i02375785

Two Speed Axle Switch Circuit - Test SMCS Code: 7332-038-ZX System Operation Description: This procedure checks the circuit for the two-speed axle switch for proper operation. The Engine Control Module (ECM) does not provide diagnostics for the circuit for the two-speed axle switch.

• Engine ECM

Diagnostics on the Caterpillar Electronic Technician (ET) Wiggle Test – The wiggle test allows you to monitor the status of the “Two Speed Axle Switch” while you wiggle the wiring. This helps to identify faulty electrical connections. For additional information regarding the wiggle test, refer to the documentation that accompanies your Cat ET software.

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369 Troubleshooting Section

Test Step 1. Check the Configuration Parameters A. Establish communication between Cat ET and the ECM. Refer to Troubleshooting, “Electronic Service Tools”, if necessary. B. Verify that the following configuration parameters are programmed to the correct value:

• Two Speed Axle - Low Speed Range Axle Ratio • Nominal Axle Ratio - High Speed Range Axle Ratio

Illustration 184

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Schematic for the circuit for the two-speed axle switch

• Two Speed Axle Switch

In this configuration, the switch is wired directly to the ECM.

Expected Result:

Note: The return wire for the two-speed axle switch may be connected to P1-3, to P1-5, or to P1-18.

The parameters are programmed correctly. Results:

• The parameters are programmed correctly. – Proceed to Test Step 2.

• One or more of the parameters is not programmed correctly.

Repair: Program the correct values for the parameters. Test the operation of the speedometer on both axle ratios. If the speedometer is operating correctly, the problem is resolved. If the speedometer is not operating correctly and a J1939 device is used to send the status of the two-speed axle switch to the ECM, send the vehicle to an OEM dealer for repair. If the speedometer is not operating correctly and the two-speed axle switch is wired directly to the ECM, proceed to Test Step 2.

Test Step 2. Check for a Short Circuit A. Set the axle to the high ratio. B. Inspect the seal around the signal wire and the return wire at the P1 connector. Verify that the seals are sealing correctly. Verify that the harness side of the ECM connector is clean and dry. Correct any problems. Replace parts, if necessary.

Illustration 185

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Terminals on the P1 connector for the circuit for the two-speed axle switch (5) Return (6) Two-speed axle switch

C. Pull on the signal wire and on the return wire in order to verify that the wire and the terminal are correctly installed. Correct any problems. Replace parts, if necessary. D. Use two 7X-1710 Multimeter Probes to connect a voltmeter to terminal P1-6 and to the return terminal for the two-speed axle switch. E. Read the voltage on the voltmeter.

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F. Check the status of the “Two Speed Axle Switch” input on Cat ET.

B. Inspect the terminal for moisture and for corrosion. Correct any problems. Replace parts, if necessary.

Expected Result:

C. Check the status of the “Two Speed Axle Switch” input on Cat ET.

The voltage is approximately equal to the battery voltage. “Two Speed Axle Switch” indicates “Off”.

Expected Result:

Results:

“Two Speed Axle Switch” indicates “Off”.

• OK – There is not a short circuit. Proceed to Test

Results:

Step 3.

• Not OK – The voltage is approximately zero. “Two

• OK – “Two Speed Axle Switch” indicates “Off”.

Speed Axle Switch” indicates “On”. Proceed to Test Step 4.

Insert the signal wire into the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 6.

Test Step 3. Check for an Open Circuit

• Not OK – “Two Speed Axle Switch” indicates “On”.

A. Set the axle to the low ratio.

Repair: Perform the following procedure:

B. Read the voltage on the voltmeter.

1. Disconnect the P1 connector. Inspect the P1 and J1 connectors for moisture and for corrosion. Make repairs, if necessary.

C. Check the status of the “Two Speed Axle Switch” input on Cat ET. Expected Result: The voltage is approximately zero. “Two Speed Axle Switch” indicates “On”. Results:

• OK – The voltage is approximately zero. “Two

Speed Axle Switch” indicates “On”. The circuit is operating correctly. However, there may be an intermittent problem. Proceed to Test Step 6.

• Not OK – The voltage is approximately equal to

battery voltage. “Two Speed Axle Switch” indicates “Off”. Proceed to Test Step 5.

2. Connect the P1 connector. 3. Check the status of the “Two Speed Axle Switch” input on Cat ET. If the problem is not resolved, Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM. STOP.

Test Step 5. Check for Voltage at the Switch

• Not OK – The voltage is approximately zero. “Two

A. Inspect the seal around the signal wire and the return wire at the connectors for the two-speed axle switch. Verify that the seals are sealing correctly. Correct any problems.

Repair: There may be a problem with the ECM.

B. Pull on the wires in order to verify that the wires are correctly installed. Correct any problems. Replace parts, if necessary.

Speed Axle Switch” indicates “Off”. The input to the ECM indicates an “Off” condition. However, the ECM indicates that an “On” condition exists.

Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM. STOP.

Test Step 4. Check for a Short Circuit A. Remove the signal wire from P1-6.

C. Connect a voltmeter to the wires at the harness connector for the two-speed axle switch. D. Measure the voltage at the switch terminals. Expected Result: The voltage is approximately zero.

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371 Troubleshooting Section

Results:

Expected Result:

• OK – The voltage is approximately zero. There

The wiring failed the wiggle test.

is an open circuit between the P1 connector and the switch. Set the axle to the low ratio. Proceed to Test Step 6.

• Not OK – The voltage is approximately equal to the battery voltage.

Repair: Perform the following procedure: 1. Disconnect the connectors for the two-speed axle switch. 2. Inspect the connectors and the terminals for moisture and for corrosion. Make repairs, if necessary. 3. Connect the connectors for the switch. 4. Measure the voltage at the switch terminals. If the voltage is approximately equal to zero, the problem may be resolved. Check the status of the “Two Speed Axle Switch” on Cat ET when the two-speed axle switch is in both positions. If the status of the switch matches the position of the switch, the problem is resolved. STOP If the voltage is approximately equal to battery voltage, replace the two-speed axle switch. Verify that the problem is resolved. STOP.

Test Step 6. Perform the Wiggle Test for the Circuit for the Two-Speed Axle Switch Carefully following this procedure is a good way to identify the root cause of intermittent problems. A. Configure Cat ET for the wiggle test. Select the status group that includes the “Two Speed Axle Switch” parameter. Start the wiggle test. B. Slowly wiggle the wiring harness and the connectors between the two-speed axle switch and the P1 connector. Pay particular attention to the wiring near each connector. As you wiggle the wiring, observe the harness and the connectors. Look for these problems:

• Improper routing of wiring harnesses • Loose connectors or damaged connectors • Damage that is caused by excessive heat • Damage that is caused by chafing

Results:

• Yes – The wiring failed the wiggle test. Repair: If the location of the problem is not near a connector, repair the wiring. Replace parts, if necessary. Verify that the problem is resolved. If the location of the problem is near a connector, the connector may have a problem. Perform the following procedure on the suspect connector: 1. Inspect the seal around each wire. Verify that each seal is sealing correctly. Correct any problems. 2. Pull on each wire in order to verify that the wire and the terminal are correctly installed. Correct any problems. Replace parts, if necessary. 3. Disconnect the connectors. Carefully inspect each terminal for dirt, for moisture, and for corrosion. Verify that the seals and the wedges are properly installed. Correct any problems. Replace parts, if necessary. 4. Connect the connectors. Perform the wiggle test while you wiggle the connectors again. Verify that the intermittent condition has been corrected. 5. Stop the wiggle test. Test the operation of the switch after the intermittent condition has been identified and corrected. Verify that the problem is resolved. STOP.

• No – The wiring passed the wiggle test. Repair: The wiring and the connectors appear to be OK. However, there may be a problem with a component. Perform the following procedure: 1. Disconnect the switch's electrical connector. 2. Measure the resistance across the switch's terminals while the axle is in each ratio. The resistance must be less than five Ohms while the axle is in a ratio. The resistance must be an open circuit while the axle is in the other ratio. The resistance measurements must not be intermittent. If any of the conditions are not true, replace the two-speed axle switch.

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If all of the conditions are true, the switch is OK. Temporarily connect a test ECM. Refer to Troubleshooting, “Test ECM Mode”. If the problem is resolved with the test ECM, connect the original ECM. If the problem is resolved with the test ECM and the problem returns with the original ECM, replace the original ECM. STOP.

Vehicle Speed and Speedometer Circuit - Test SMCS Code: 7463-038 System Operation Description: Use this procedure under the following situation: Use this procedure to troubleshoot the system only under the following conditions:

• There is an active diagnostic code. • There is an easily repeated diagnostic code that is associated with the vehicle speed circuit.

Refer to Troubleshooting, “Vehicle Speed Circuit Calibrate” if the vehicle speed is being calibrated in ppm (pulses per mile) or PPKM (pulses per kilometer). The following background information is related to this procedure: The vehicle speed circuit consists of the vehicle speed source and associated wiring. The vehicle speed source is installed by the vehicle OEM. Usually, a sensor reads movement of the transmission output shaft from the teeth on a chopper wheel. The Engine Control Module (ECM) converts the signal from the vehicle speed source into vehicle speed for the following functions:

• Fast idle

• Secure idle theft deterrent • Trip data • Maintenance data To begin troubleshooting a vehicle speed problem, the following information must be determined:

i02375786

• Cruise control

• Operation of the air inlet heater

The problem is electrical or the problem is a calibration problem. Electrical problems would be an erratic speed signal or no speed signal. A calibration problem would be a stable ECM speed that is still an inaccurate ECM speed. Another calibration problem would be a stable speedometer speed that is still an inaccurate speedometer speed. If the problem is related to vehicle speed calibration, refer to Troubleshooting, “Vehicle Speed Circuit Calibration” for calibrating the vehicle speed in PPKM (pulses per kilometer) or ppm (pulses per mile). The ECM speedometer output signal is set to 18,600 PPKM (30,000 ppm) for most configurations. For “GM Truck Manufacturer” configurations, the output of the speedometer is set to 2,485 PPKM (4,000 ppm). The ECM speedometer output signal cannot be changed. All speedometers that are driven by the ECM output (J1/P1 terminal 36 and terminal 37) must match the fixed output of the ECM for proper operation. The type of vehicle speed sensor that is installed on the vehicle must be determined. Both single coil magnetic sensors and dual coil magnetic sensors are commonly used.Caterpillar recommends single coil magnetic sensors. Some of the vehicles may provide the vehicle speed through the transmission ECM. You must determine if the vehicle speedometer is driven from the ECM. The ECM can drive the speedometer through the connection to ECM connector J1-36 (speedometer positive) and/or J1-37 (speedometer negative).

• Progressive shift

Note: The ECM may also drive the speedometer by a connection to the J1587 ATA Data Link, if the instrument cluster is capable of interpreting the signal.

• Speedometer

Vehicle Speed Circuit Wiring

• PTO operation

The vehicle speed signal is routed directly into the ECM at ECM vehicle harness connector J1/P1-32 (vehicle speed in positive) and J1/P1-33 (vehicle speed in negative).

• Idle speed control

• Vehicle speed limiting • Idle shutdown

Speedometer Connection

SENR9517-19

If the vehicle speedometer is driven by the ECM output, the vehicle speedometer will be connected to the ECM vehicle harness connector J1/P1-36 and/or to J1/P1-37. Some speedometers require only one of the ECM signal lines to operate. Other speedometers may require both of the ECM signal lines to operate. Speedometer Special Test If the vehicle speedometer is driven by ECM output, the speedometer circuit can be checked by using the electronic service tool. The “55 mph VSP/Speedometer Test” will drive the speedometer to approximately 55 mph under the following conditions:

• The “55 mph VSP/Speedometer Test” is activated. • The circuit is operating properly. • The speedometer is operating properly. Note: While the test is active, the odometer will increment mileage. Magnetic Sensors A magnetic pickup will have only two wires if the magnetic pickup is a single coil magnetic sensor. Also, a magnetic pickup will have four wires if the magnetic pickup is a dual coil magnetic sensor. The magnetic pickup sensor does not require a power connection or a ground connection. Vehicles with Electronic Vehicle Speed Sources For these vehicles, the vehicle speed signal is provided by an electronic source. The signal is received over a single wire that is connected to ECM vehicle harness connector J1/P1-32 (vehicle speed in positive). Do not make any other connection to this line. A speedometer is an example of a connection that should not be made to this line. For this type of signal, the ECM vehicle harness connector J1/P1-33 (vehicle speed in negative) must not be connected to the ECM in order to prevent introducing electrical noise into the circuit. For vehicle speed problems on trucks that are equipped with either of these vehicle speed sources, first inspect the wiring from the electronic source to the engine ECM for open circuits or for short circuits. The ECM can be configured to receive vehicle speed information from an electronic transmission control unit via the J1939 data link. The transmission must be capable of supporting the “J1939 ETC1 Broadcast Message (PGN 61,442 Bytes 2 & 3)”. This message provides the speed of the transmission output shaft. This feature requires the hardware for the J1939 data link to be installed in the chassis of the vehicle. This also requires a transmission that is electronically controlled and capable of supporting the necessary J1939 protocol.

373 Troubleshooting Section

When the engine is configured for the J1939 option, the circuit for the ECM vehicle speed input (terminals 32 and 33) will be ignored. The ECM uses the “Vehicle Speed Cal (J1939-Trans)” parameter value in order to calculate vehicle speed. The ECM uses the parameter value and the speed of the output shaft that is received over the J1939 data link to calculate the vehicle speed. The “Vehicle Speed Cal (J1939-Trans)” parameter is based on the revolutions per mile of the output shaft. There are several methods that can be used to arrive at this calibration value. Refer to Troubleshooting, “Vehicle Speed Circuit - Calibrate” for details. The ECM can be configured to receive vehicle speed information from the Anti-lock Brake System (ABS) via the J1939 data link. The ABS must be capable of supporting the “J1939 High Resolution Wheel Speed Broadcast Message (PGN 65, 134 Byte 5-8)”, which provides wheel speed from the two rear wheels. The ABS will broadcast the assumed tire revolutions per mile. Regardless of the source that is used to determine vehicle speed, the ECM uses the calculated value for the vehicle speed in the same manner to control several features and functions. The diagnostics for vehicle speed function similarly when either a hard-wired signal is provided to the ECM from a speed sensor, or a message is sent to the ECM via the J1939 data link. If the ECM detects a loss of vehicle speed or a value that is invalid, a fault code will be logged in order to alert the operator or the technician of the presence of a problem.

374 Troubleshooting Section

Illustration 186

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Schematic for a single coil speed sensor and an ECM driven speedometer

Illustration 187

g00643048

Schematic for a single coil speed sensor and a second single coil sensor for a speedometer

Illustration 188 Schematic for a single coil speed sensor and a data link driven speedometer

g00643050

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Illustration 189

375 Troubleshooting Section

g00643051

Schematic for an electronic vehicle speed source and an ECM driven speedometer

Illustration 190 Schematic for an electronic vehicle speed source and a speedometer

g00643052

376 Troubleshooting Section

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Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion, and of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Repair: Perform the following repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 2. Determine the Type of Vehicle Speed Problem A. Connect Caterpillar Electronic Technician (ET) to the data link connector.

Illustration 191

g01152556

Pin locations on ECM connector (P1-32) (P1-33) (P1-36) (P1-37)

Vehicle speed positive Vehicle speed negative Speedometer positive Speedometer negative

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector and the terminals for vehicle speed (terminals 32 and 33) in the connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the vehicle speed sensor. Refer to Illustration 191. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and the wiring for abrasion and for pinch points from the sensor to the ECM.

B. Perform a dynamometer test on the vehicle or perform a road test on the vehicle. Compare the vehicle speed on the Cat ET status screen against the speedometer. Also, compare the vehicle speed on the Cat ET status screen against the actual vehicle speed. The actual vehicle speed can be measured on a dynamometer or the actual vehicle speed can be measured by a stopwatch. C. Monitor the vehicle speed status on Cat ET while the vehicle is parked and the engine is running. D. Operate various electrical devices in the vehicle while the vehicle speed is being monitored. In order to operate the various electrical devices, cycle the electrical devices to the ON position and the OFF position. E. Increase the engine rpm a few times and decrease the engine rpm a few times. Note: If the operation of a specific electrical device is producing a vehicle speed problem, the electrical device may be the source of an electrical noise problem. An electrical noise problem is also a possibility if increasing the engine rpm on a stationary vehicle produces a vehicle speed problem. Expected Result: Result 1 The speed that is displayed on the Cat ET status screen and the speed of the ECM driven speedometer are stable and both speeds agree with the actual speed.

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377 Troubleshooting Section

Result 2 The Cat ET status screen and speed is stable, but incorrect. Result 3 The Cat ET status screen agrees with the actual speed, but the ECM driven speedometer is incorrect or inoperable. Result 4 The speed that is displayed on the Cat ET status screen is not present, unstable, or erratic.

If there is a connection to either of the speedometer terminals continue with the procedure. B. Access the “55 mph VSP/Speedometer Test” by accessing the following display screens in order:

• “Diagnostics” • “Diagnostic Tests” • “Special Test menu”

Results:

• Result 1 – The readings are correct. There is not a

C. Activate the test and observe the speedometer.

• Result 2 – The Cat ET status screen and speed

Note: Some types of speedometers only require one ECM signal line to be connected to the speedometer. Either of the ECM terminals can be used for these speedometers.

vehicle speed problem at this time. There may be an intermittent problem. Continue troubleshooting until the condition is resolved. STOP. is stable, but incorrect.

Repair: Calibrate the vehicle speed circuit. Refer to Troubleshooting, “Vehicle Speed Circuit Calibrate”. STOP.

• Result 3 – The Cat ET status screen agrees with

the actual speed, but the ECM driven speedometer is incorrect or inoperable. Proceed to Test Step 3.

• Result 4 – The speed that is displayed on the

Cat ET status screen is not present, unstable, or erratic. Proceed to Test Step 4.

Test Step 3. Use Cat ET to Check the Speedometer

Refer to Illustration 192. Expected Result: The speedometer indicates 80 to 96 km/h (50 to 60 mph). Results:

• OK – The ECM is providing the signal for the

speedometer and the wiring and the speed are OK. If an intermittent problem is suspected you may want to send the vehicle to the OEM dealer for repair of the speedometer. STOP.

• Not OK – Speed is outside of the range. Repair: Perform the following diagnostic procedure: Troubleshooting, “Vehicle Speed Circuit - Calibrate” STOP.

• Not OK – ECM not connected to the speedometer. Repair: If OEM truck wiring diagrams are available, trace the wiring to the speedometer and repair the speedometer. You may want to send the vehicle to the OEM dealer for repair. STOP. Illustration 192

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• Not OK – No speed indicated.

Pin locations on ECM connector (P1-32) (P1-33) (P1-36) (P1-37)

Vehicle speed positive Vehicle speed negative Speedometer positive Speedometer negative

A. Inspect vehicle harness connector P1. Observe whether connections are present at P1-36 (speedometer positive) and/or at P1-37 (speedometer negative).

Repair: If OEM truck wiring diagrams are available, trace the wiring to the speedometer and repair the speedometer. You may want to send the vehicle to the OEM dealer for repair. STOP.

378 Troubleshooting Section

Test Step 4. Determine the Type of Vehicle Speed Circuit A. Inspect the vehicle wiring for the type of vehicle speed circuit that is being used. Compare the vehicle speed circuit with the detailed circuit schematics: Schematic 1 Refer to Illustration 186. Schematic 2 Refer to Illustration 187. Schematic 3 Refer to Illustration 188. Schematic 4 Refer to Illustration 189. Schematic 5 Refer to Illustration 190. Select the schematic that is similar to the circuit that is being repaired. Expected Result: RESULT 1 The vehicle speed circuit is similar to schematic 1, 2, or 3. RESULT 2 The vehicle speed circuit is similar to schematic 4 or 5. RESULT 3 The ECM is configured for the “J1939 Trans” option. Results:

• Result 1 – The vehicle speed circuit is similar to schematic 1, 2, or 3. Proceed to Test Step 5.

• Result 2 – The vehicle speed circuit is similar to Schematic 4 or 5. Proceed to Test Step 7.

• Result 3 – The ECM is configured for the “J1939 Trans” option. Proceed to Test Step 9.

Test Step 5. Measure Vehicle Speed Sensor Resistance at the Sensor A. Disconnect the vehicle speed sensor from the vehicle harness. B. Thoroughly inspect the connector. Ensure that the connector terminals are free of corrosion and ensure that the connector terminals are fully seated into the housing of the connector. Repair the connector terminals or replace the connector terminals, as required. C. Measure the resistance between the two terminals of the sensor connector. The sensor resistance measurement should be 100 to 4500 Ohms.

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D. Reverse the meter leads and measure the resistance. Switching the probes should not change the resistance measurement by more than ten Ohms. Expected Result: The sensor resistance that is measured is between 100 and 4500 Ohms and the sensor resistance that is measured is within ten Ohms with the meter probes in either position. Results:

• OK – The readings are correct. Connect the

sensor to the vehicle harness. Proceed to Test Step 6.

• Not OK – The sensor resistance that is measured

is not between 100 and 4500 Ohms or the sensor resistance that is measured is not within ten Ohms with the meter probes in either position. Repair: Replace the sensor. Send the vehicle to the OEM dealer for repairs, if necessary. STOP.

Test Step 6. Inspect the Passive Magnetic Speed Sensor for Vehicle Speed A. Remove the vehicle speed sensor from the transmission and inspect the vehicle speed sensor for steel shavings, debris, or damage. Note: Shavings and debris on the sensor may occur unless the transmission fluid is drained and replaced according to the maintenance schedule. B. Wipe off the sensor until the sensor is clean. Test the sensor according to the manufacturer's instructions. The sensor is OEM supplied. Note: If the gap between the vehicle speed sensor and the chopper wheel is too small, the sensor may be damaged. Also if the gap between the vehicle speed sensor and the chopper wheel is too small, the sensor may create a signal due to the vibration of the chopper wheel. This will cause a vehicle speed signal when the vehicle is parked. If the vehicle is parked and a vehicle speed signal is produced, back out the sensor from the wheel until the signal disappears. Use caution. backing out the sensor too far may cause a loss of the vehicle speed signal. Back out the sensor no more than one turn to one and one quarter turns. Expected Result: The vehicle speed sensor is correctly installed and undamaged.

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379 Troubleshooting Section

Results:

• “Diagnostic Tests”

• OK – The vehicle speed sensor is correctly

• “Special Test menu”

installed and undamaged. Proceed to Test Step 7.

• Not OK – There is a problem with the vehicle speed sensor.

Repair: Install the sensor correctly, when possible. Replace parts, if necessary. Send the vehicle to an OEM dealer for repairs, if necessary. STOP.

Test Step 7. Test ECM Vehicle Speed Inputs by Using the Speedometer Special Test on Cat ET

H. Activate the test and observe the vehicle speed on the vehicle speed status screen. Expected Result: Cat ET indicates a constant vehicle speed between 80 to 96 km/h (50 to 60 mph) when the jumper wires from the speedometer circuit are connected. Results:

• OK – The ECM is operating correctly. The source of the problem is either the wiring or the source of the problem is the vehicle speed sensor. Repair: Perform the following repair: If the sensor is damaged, replace the damaged sensor or send the vehicle to the OEM dealer for repairs. Verify that any repair eliminates the problem. STOP.

• Not OK – Recheck the connections of the jumper Illustration 193

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Jumper wire locations for breakout T (P1-32 to P1-36) Jumper wire (P1-33 to P1-37) Jumper wire

A. Turn the ignition key switch to the OFF/RESET position. B. Fabricate two jumper wires 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wires. C. Disconnect vehicle harness connector P1 from the ECM. D. Connect a breakout T to ECM connector J1 and connect P1 to the breakout T. E. Install one jumper into the breakout T in order to connect terminal 36 (speedometer positive) to terminal 32 (vehicle speed in positive). Install the other jumper into the breakout T in order to connect terminal 37 (speedometer negative) to terminal 33 (vehicle speed in negative). Refer to Illustration 193. F. Turn the ignition key switch to the ON position. G. Access the “55 mph VSP/Speedometer Test” by accessing the following display screens in order:

• “Diagnostics”

wires. Leave the jumper wires installed in the breakout T. Disconnect the breakout T. Proceed to Test Step 8.

Test Step 8. Test the ECM Vehicle Speed Inputs When the Test ECM is Installed A. Connect a test ECM and reconnect the breakout T. B. Install one jumper into the breakout T in order to connect terminal 36 (speedometer positive) to terminal 32 (vehicle speed in positive). Install the other jumper into the breakout T in order to connect terminal 37 (speedometer negative) to terminal 33 (vehicle speed in negative). Refer to Illustration 193. C. Turn the ignition key switch to the ON position. D. Verify that Cat ET is connected to the data link connector. E. Access the “55 mph VSP/Speedometer Test” by accessing the following display screens in order:

• “Diagnostics” • “Diagnostic Tests” • “Special Test menu”

380 Troubleshooting Section

F. Activate the test and observe the vehicle speed on the vehicle speed status screen. Expected Result: Cat ET indicates a constant vehicle speed between 80 to 96 km/h (50 to 60 mph) when the jumper wires from the speedometer circuit are connected. Results:

• Yes – The indication is correct. Repair: Connect the original ECM. If the problem returns with the original ECM, replace the ECM. STOP.

• No – The indication is not correct. There may be

an intermittent problem. Recheck the connectors. Continue troubleshooting until original condition is resolved. STOP.

Test Step 9. Verify Correct Programming for the “J1939 Vehicle Speed Calibration” Parameter A. Access the list of “Configuration Parameters” on Cat ET and verify that the “Vehicle Speed Input” parameter is programmed to the “J1939 Trans” option. B. Verify that the “Powertrain Datalink” parameter is programmed to “J1939”. C. Verify that the correct value is used for the “Vehicle Speed Cal (J1939-Trans)” parameter. Refer to Troubleshooting, “Vehicle Speed Circuit - Calibrate” for details. D. Verify that the J1939 data link is connected to the ECM and that the data link is functioning properly. Refer to Troubleshooting, “Powertrain Datalink Circuit - Test”.

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• No – The indication is not correct. Repair: Connect a test ECM. Program all of the parameters that are related to vehicle speed to the same setting as the original ECM. Repeat the previous test step. If the test ECM functions properly and the original ECM does not function properly, replace the ECM. If the test ECM does not correct the problem, send the vehicle to an OEM dealer for repair of one of the following components:

• Speedometer • Wiring • Transmission ECU • Transmission speed sensor • Wiring for the J1939 data link STOP. i02375787

Wait To Start Lamp Circuit Test SMCS Code: 7431-038 System Operation Description: Use this procedure in order to determine if the “Wait to Start Lamp” is operating correctly. The “Wait To Start Lamp” parameter can be programmed to “J1/P1:31”, to “J1939”, or to “None”. When the parameter is programmed to “J1/P1:31” a lamp circuit can be connected to terminal 31 in order to indicate that the air inlet heater is on and the engine is not running. “Fast Idle Enabled Lamp” must be programmed to “J1/P1:21” for this feature to be used.

E. Compare the vehicle speed reading on the Cat ET status screen to the vehicle speedometer and the actual vehicle speed.

Note: This feature is only available when “Truck Manufacturer” is programmed to “Other”.

Expected Result:

Electrical Connection of Lamps

The “Vehicle Speed” on the Cat ET status screen is within 8 km/h (5 mph) of the speedometer and the actual vehicle speed readings.

One terminal of the lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the Engine Control Module (ECM) at the vehicle harness connector J1/P1 at terminal 31.

Results:

• Yes – The indication is correct. The ECM is

receiving J1939 data from the transmission ECM. Send the vehicle to the OEM dealer for repair of the wiring for the speedometer or for the repair of the vehicle speed sensor for the transmission. STOP.

The ECM provides a path to ground in order to turn on the lamp.

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381 Troubleshooting Section

B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the wait to start lamp. Refer to Illustration 195. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and pinch points from the battery to the ECM. Expected Result: Illustration 194

g00770585

Circuit schematic for the wait to start lamp

All connectors, pins and sockets are completely coupled and/or inserted and the harness and the wiring is free of corrosion, of abrasion and of pinch points. Results:

• Yes – The wiring is OK. Proceed to Test Step 2. • No – The wiring is not OK. Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. STOP.

Test Step 2. Check for Normal Operation of the Wait to Start Lamp A. Connect Caterpillar Electronic Technician (ET). Access the configuration screen and ensure that the “Wait to Start Lamp” parameter is programmed to “J1/P1:31”. Also, “Fast Idle Enabled Lamp” must be programmed to “J1/P1:21”. B. Turn the ignition key switch to the OFF/RESET position for ten seconds. Turn the ignition key switch to the ON position. Expected Result: Illustration 195

g01152578

Pin locations on ECM connector (P1-31) Output 9

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, and the “Wait To Start Lamp”. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details.

The “Wait To Start Lamp” illuminates for approximately two seconds when the key switch is turned on. If conditions require the air inlet heater to turn on, the “Wait To Start Lamp” remains illuminated until the air inlet heater turns off or until the engine is started. Results:

• Yes – The “Wait To Start Lamp” appears to operating correctly at this time. STOP.

• No – The “Wait To Start Lamp” is not operating correctly at this time. Proceed to Test Step 3.

382 Troubleshooting Section

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Test Step 3. Test the Circuit for the Wait to Start Lamp

• Not OK – The lamp does not turn on while the

jumper is connected to both sockets. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or to the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

• Not OK – The lamp stays on while the ECM vehicle harness connector is disconnected. Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. STOP.

Test Step 4. Check the Operation of the ECM Output for the Wait to Start Lamp Illustration 196

g01152582

Pin locations on ECM connector (P1-31) Output 9 (P1-65) -Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Insert the jumper into P1-31. D. Connect the other end of the jumper wire to P1-65 (−Battery). E. Turn the ignition key switch to the ON position. F. While the lamp is being watched, insert the jumper wire and remove the jumper wire. Refer to Illustration 196. Expected Result: The “Wait To Start Lamp” turns on while the jumper is connected to both sockets. Also, the “Wait To Start Lamp” turns off when the jumper is removed from one of the sockets. Results:

• OK – The “Wait To Start Lamp” is functioning properly. Proceed to Test Step 4.

Illustration 197

g01152584

ECM breakout T-connector (31) Output 9 (52) Unswitched + Battery (65) - Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Insert a breakout T between ECM vehicle harness connector J1 and ECM vehicle harness connector P1. C. Connect one probe of the voltage test lamp to terminal 65 (-Battery). Connect the other probe of the voltage test lamp to terminal 52 (unswitched +Battery) of the breakout T. The test lamp will illuminate. D. Leave the probe of the test lamp connected to terminal 52 (unswitched +Battery).

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383 Troubleshooting Section

E. Remove the probe of the test lamp from terminal 65 of the breakout T. Connect the other probe of the test lamp to terminal 31 (output 9) of the breakout T. Refer to Illustration 197. F. Turn the ignition key switch to the OFF/RESET position. G. Connect Cat ET to the cab data link connector. Access the configuration screen and ensure that the “Wait To Start Lamp” parameter is programmed to “J1/P1:31”. H. Turn the ignition key switch to the OFF/RESET position for ten seconds. Turn the ignition key switch to the ON position. Expected Result:

A warning lamp is required if the “Engine Monitoring” feature is used. The warning lamp indicates an active problem with a monitored condition such as high coolant temperature. A flashing warning lamp indicates that the engine is derating power. The warning lamp will turn on for a minimum of two seconds after the engine has started in order to indicate that the lamp and the circuit are OK. Option 1 Programming the “Engine Monitoring Lamps” parameter to “Option 1” requires three lamps. P1-29 (Warning Lamp) is connected to the lamp for low oil pressure. P1-30 (Output 1) is connected to the lamp for low coolant level. P1-31 (Output 9) is connected to the lamp for high coolant temperature. If a coolant level sensor is not installed or the “Engine Monitoring Lamps” parameter is programmed to “Warning Lamp”, then J1/P1:30 will function as a PTO switch on lamp output. The parameter for the “Coolant Level Sensor” must be programmed to “NO” if the sensor is not installed.

The “Wait To Start Lamp” illuminates for approximately two seconds when the key switch is turned on. If conditions require the air inlet heater to turn on, the wait to start lamp should remain illuminated until the air inlet heater turns off or until the engine is started.

• “Warning Lamp” as J1/P1-29

Results:

• “PTO Switch On Lamp” as J1/P1-30

• Yes – The indications are correct. The ECM is

• “Change Oil Lamp” as J1/P1-30

operating correctly. There is a problem in the vehicle wiring or in the lamp. STOP.

• No – The indications are incorrect.

• “Fast Idle Enable Lamp” as J1/P1-31 • “Wait To Start Lamp” as J1/P1-31

Repair: Temporarily connect a test ECM. Ensure that the “Wait To Start Lamp” parameter is programmed to “J1/P1:31”. Check the operation of the ECM output for the“ Wait to Start Lamp” when the test ECM is installed. If the problem is resolved with the test ECM, connect the original ECM. If the problem returns with the original ECM, replace the ECM. STOP. i02375788

Warning Lamp Circuit - Test SMCS Code: 7431-038 System Operation Description: Use this procedure in order to determine if the circuit for the warning lamp is operating correctly. Background Information

When “Option 1” is programmed the following lamps will not be available:

Note: “Option 1” is not available for the “GM Truck Manufacturer”. An option is available for the “GM Truck Manufacturer” configuration that allows the output for warning lamp to be configured as an output for a warning lamp for high coolant temperature. The “Engine Monitoring Lamps” parameter must be programmed to the “Warning Lamp” option for standard operation of engine monitoring. If the “Engine Monitoring Lamps” parameter is programmed to the “High Coolant Temp Warning Lamp” option, the output is used as an interface to the GM shutdown system. Operation Of Engine Monitoring When the Engine Control Module (ECM) detects a condition that exceeds the acceptable limits, the warning lamp turns on. Activation of the lamp depends on the existing conditions and the programming of the parameter that is associated with the condition. The lamp will activate in one of the following modes:

• The lamp turns on and the lamp stays on. • The lamp will flash on and off.

384 Troubleshooting Section

If the lamp turns on continuously, the engine is in warning mode. If the lamp begins to flash, the ECM has begun to derate engine speed, vehicle speed, or power. If the parameter for engine monitoring is programmed to “WARNING”, the lamp will not flash. The lamp only flashes when the engine is programmed to “DERATE” or “SHUTDOWN”. If the customer parameter for engine monitoring is programmed to “WARNING”, to “DERATE”, or to “SHUTDOWN” the lamp will turn on when a warning condition exists. The lamp will be turned on continuously while a warning condition exists. If the customer parameter for engine monitoring is programmed to “DERATE” or to “SHUTDOWN”, the lamp flashes whenever engine monitoring is derating engine speed, vehicle speed, and power. If the customer parameter for engine monitoring is programmed to “SHUTDOWN”, the warning lamp will continue flashing after the derate mode until the engine is shut down. Refer to Troubleshooting, “System Overview”. Electrical Connection of Lamps One terminal of the lamp must be connected to battery voltage through the vehicle wiring. The other terminal is connected to the ECM at the ECM vehicle harness connector J1/P1 at the following terminal:

• J1/P1-29 (Warning Lamp or Low Oil Pressure Lamp)

• J1/P1-30 (PTO Switch On Lamp or Low Coolant Level Lamp)

• J1/P1-31 (High Coolant Temperature Lamp, Fast Idle Enable Lamp, or Wait To Start Lamp)

The ECM provides a path to ground in order to turn the lamp ON.

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385 Troubleshooting Section

g00943243

Illustration 198 Circuit schematic for the warning lamp

Test Step 1. Inspect Electrical Connectors and Wiring A. Thoroughly inspect ECM vehicle harness connector J1/P1, the firewall bulkhead connector, and terminal 29. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that is associated with the suspect terminal for the lamp. C. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. D. Check the harness and wiring for abrasion and for pinch points from the battery to the ECM. Expected Result: All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – Proceed to Test Step 2. • Not OK Illustration 199

g01152595

Pin locations on ECM connector (P1-29) Warning lamp, or low oil pressure lamp (P1-30) Low coolant level lamp, or PTO switch ON lamp (P1-31) High coolant temp lamp, fast idle enable lamp, or wait to start lamp

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

386 Troubleshooting Section

Test Step 2. Check for Normal Operation of the Warning Lamp(s) A. Monitor the warning lamp. Turn the ignition key switch to the ON position, while the engine is off. The lamp should turn on for five seconds. Then, the lamp should turn off. The lamp will continue flashing if there is an active diagnostic code. If there is an active diagnostic code, connect Caterpillar Electronic Technician (ET) in order to read the active diagnostic code. Refer to Troubleshooting without a Diagnostic Code for the appropriate troubleshooting information.

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• Not OK – The lamp stays on. Repair: Perform the following diagnostic procedure: Use Cat ET to determine if an “Engine Monitoring” condition is causing the lamp to turn on. If an “Engine Monitoring” condition is not present, perform the following diagnostic procedure. Proceed to Test Step 3.

Test Step 3. Test the Lamp Circuit

Note: The warning lamp will not turn on until the engine is cranked. B. The “Engine Monitoring Lamps” parameter must be programmed to “Option 1” in order for the following lamps to function.

• J1/P1-29 Low Oil Pressure • J1/P1-30 Low Coolant Level Warning • J1/P1-31 High Coolant Temperature The lamp for the low coolant level also requires the “Coolant Level Sensor” parameter to be programmed to the “4-pin” option or to the “2 wire Float Sensor” option. While the warning lamp is being observed, start the engine. The warning lamp should turn on for a minimum of two seconds after the engine starts. Then, the warning lamp should turn off. If the lamp remains on, immediately shut down the engine. C. Verify that Cat ET is connected to the data link connector. Verify that the “Engine Monitoring” has been programmed to “WARNING”, “DERATE”, or “SHUTDOWN”. While the warning lamp is being observed, start the engine. The warning lamp should turn on for a minimum of two seconds after the engine starts. Then, the warning lamp should turn off. If the lamp remains off, immediately shut down the engine. Expected Result: The warning lamp turns on and the warning lamp turns off per the above description. Results:

• OK – The lamp appears to be operating correctly at this time. STOP.

• Not OK – The lamp does not turn on. Proceed to Test Step 3.

Illustration 200

g01152605

Pin locations on ECM connector (P1-29) Warning lamp, or low oil pressure lamp (P1-30) Low coolant level lamp, or PTO switch ON lamp (P1-31) High coolant temp lamp, fast idle enable lamp, or wait to start lamp (P1-48) Unswitched +Battery (P1-52) Unswitched +Battery (P1-53) Unswitched +Battery (P1-55) Unswitched +Battery (P1-63) -Battery (P1-65) -Battery (P1-69) -Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire. C. Insert the jumper into the terminal of the suspect lamp of connector P1. The jumper can be inserted into the following terminals in order to test the appropriate lamp circuit:

• P1-31 (High Coolant Temperature Lamp, Fast Idle Enable Lamp, or Wait To Start Lamp)

• P1-29 (Warning Lamp or Low Oil Pressure Lamp)

• P1-30 (PTO Switch On Lamp or Low Coolant Level Lamp)

D. Connect the other side of the jumper wire to P1-65 (-Battery).

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E. Turn the ignition key switch to the ON position. F. While the lamp is being watched, insert the jumper wire and remove the jumper wire.

387 Troubleshooting Section

Test Step 4. Check the Operation of the ECM Output for the Warning Lamp

Refer to Illustration 200. Expected Result: Result 1 The warning lamp turns on while the jumper is connected to both sockets. Also, the warning lamp turns off when the jumper is removed from one of the sockets. Result 2 The lamp does not turn on while the jumper is connected to both sockets. Result 3 The lamp will stay on while the ECM vehicle harness connector is disconnected. Results:

• Result 1 – The warning lamp circuit is functioning properly. Proceed to Test Step 4.

• Result 2 – The lamp did not turn on. The vehicle's lamp circuit is not functioning properly. The lamp is probably burned out or there is a problem in the wiring from the cab to either the ECM or to the +Battery connection. Repair the lamp circuit or send the vehicle to the OEM dealer for repairs. STOP.

• Result 3 Repair: Perform the following diagnostic procedure: The circuit between the ECM and the lamp is shorted to chassis ground. Repair the circuit or send the vehicle to the OEM dealer for repairs. STOP.

Illustration 201

g01152607

Breakout T (29) Warning lamp, or low oil pressure lamp (30) Low coolant level lamp, or PTO switch ON lamp (31) High coolant temp lamp, fast idle enable lamp, or wait to start lamp (48) Unswitched +Battery (52) Unswitched +Battery (53) Unswitched +Battery (55) Unswitched +Battery (63) -Battery (65) -Battery (69) -Battery

A. Disconnect ECM vehicle harness connector J1/P1. B. Insert a breakout T between the ECM vehicle harness connectors J1 and P1. C. Connect a test light probe to terminal 63 (-Battery) and connect the other probe to terminal 48 (unswitched +Battery) of the breakout T. D. The test lamp should turn on. If the test lamp does not turn on, either the test lamp is faulty or the wiring to the ECM is faulty. Continue with this step if the lamp turns on. E. Leave the test light probe connected to one of the following terminals:

• P1-48 unswitched +Battery • P1-52 unswitched +Battery • P1-53 unswitched +Battery • P1-55 unswitched +Battery F. Connect the other test light probe to terminal 29 on the breakout T. Refer to Illustration 201.

388 Troubleshooting Section

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G. Watch the voltage test lamp. Start the engine. The lamp should turn on for a minimum of two seconds after the engine starts. Then, the lamp should turn off. Stop the engine if the lamp stays on. Use Cat ET to determine the cause of the problem.

If a mechanical problem occurs with the wastegate control valve or with the wastegate valve, the following diagnostic codes will become logged:

Expected Result:

• 102-02 Boost Pressure signal erratic

The warning lamp turns on and the warning lamp turns off per the above description.

• 102-07 Boost Pressure not responding

Results:

• Yes – The warning lamp turns on and the warning

lamp turns off per the above description. The ECM is operating correctly. There is a problem in the vehicle wiring or the lamp. Repair: Repair the vehicle wiring or the lamp, as required. Verify that the problem is resolved. STOP.

• No – The warning lamp does not turn on or the warning lamp does not turn off per the above description.

• 102-01 Low Boost Pressure

This engine utilizes a wastegate control valve that is electronically controlled in order to precisely regulate the boost pressure. The Engine Control Module (ECM) monitors the signal from the boost pressure sensor in order to determine the boost pressure in the intake manifold. The ECM uses this information and other information that is related to the current power demand and the current engine operating conditions in order to determine the optimum position of the wastegate valve at the turbocharger. The turbocharger's wastegate valve regulates the amount of exhaust gas that is allowed to bypass the turbine wheel of the turbocharger. This allows the ECM to control the speed of the turbocharger and the boost pressure.

Repair: Perform the following procedure: 1. Temporarily connect a test ECM. 2. Verify that the “Engine Monitoring” parameter of the test ECM matches the “Engine Monitoring” parameter of the suspect ECM. 3. Check the operation of the ECM output for the lamp when the test ECM is installed. If the problem is resolved with the test ECM, connect the original ECM. If the problem returns with the original ECM, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”.

Illustration 202

g01218457

Components for wastegate (typical right side engine view)

STOP.

(1) Wastegate control solenoid (2) Wastegate control valve (3) Wastegate pressure line i02431250

Wastegate Solenoid - Test SMCS Code: 5479-038 System Operation Description: This procedure covers the following diagnostic codes. These diagnostic codes indicate that an electrical problem is occurring with the wastegate control solenoid:

• 32-05 Turbo Wastegate Solenoid current low • 32-06 Turbo Wastegate Solenoid current high • 32-11 Turbo Wastegate Solenoid current mismatch

The ECM controls the current to wastegate control solenoid (1) in order to actuate wastegate control valve (2). As the wastegate control solenoid is energized, the wastegate control valve begins to regulate the flow of boost pressure through wastegate pressure line (3).

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Illustration 203

389 Troubleshooting Section

g01218458

Components for wastegate (typical left side engine view) (3) (4) (5) (6)

Wastegate pressure line Wastegate actuator Control rod assembly Drain orifice

Boost pressure from the intake manifold is diverted through wastegate pressure line (3) to wastegate actuator (4) that is mounted on the turbocharger. The wastegate actuator contains a diaphragm that is used to actuate the control rod assembly (5) for the wastegate valve. As the pressure in the wastegate actuator builds the control rod assembly is extended. This causes the wastegate valve to open the bypass passage that is internal to the turbocharger housing. Drain orifice (6) is used to allow line pressure to escape as the actuator's diaphragm is allowed to relax. Note: Attempting to defeat the wastegate could cause the engine to be derated. Note: The ECM exercises the wastegate control valve during periods of extended engine idle. The wastegate control solenoid is energized periodically if an extended period of low engine idle is detected by the ECM. This is normal. Do not troubleshoot the wastegate solenoid for this reason.

g01218459

Illustration 204 Schematic of the circuit for the wastegate control solenoid

Note: An integral connector for the wastegate control solenoid is shown in Illustration 204. Your application may have a pigtail harness connector that is attached to the solenoid. The solenoid with the integral connector is the only service replacement part that is available at this time.

Test Step 1. Check for Diagnostic Codes A. Turn the keyswitch to the OFF position. B. Connect Caterpillar Electronic Technician (ET) to the data link connector. C. Turn the keyswitch to the ON position.

390 Troubleshooting Section

Note: Wait at least 30 seconds for activation of any diagnostic codes.

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Test Step 2. Inspect the Electrical Connectors and the Wiring

D. Monitor Cat ET for the following diagnostic codes that are active and/or logged:

• 32-05 • 32-06 • 32-11 • 102-01 • 102-02 • 102-07 Record any diagnostic codes that are active and/or logged. E. Turn the keyswitch to the OFF position. Expected Result: None of the above diagnostic codes are active or logged. Results:

• OK – None of these diagnostic codes are active or logged.

Repair: There does not appear to be a problem with the wastegate control solenoid or the operation of the wastegate valve at this time. If the engine is experiencing low power or other power related problems, refer to the “Troubleshooting Without a Diagnostic Code” section of this manual. STOP.

• 32-05, 32-06, or 32-11 are active and/or logged – The ECM has detected an electrical problem with the circuit for the wastegate control solenoid. Proceed to Test Step 2.

• 102-01, 102-02, or 102-07 are logged – The ECM

may have detected a mechanical problem with the wastegate control valve or the wastegate valve for the turbocharger during operation of the engine. Proceed to Test Step 7.

Illustration 205

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Location of the J2/P2 ECM connectors (typical left side engine view)

A. Thoroughly inspect the J2/P2 ECM connector and the J511/P511 wastegate solenoid connector. Refer to Troubleshooting, “Electrical Connectors Inspect” for details.

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391 Troubleshooting Section

Expected Result: All connectors, pins, and sockets are completely coupled and/or inserted and the harness and wiring are free of corrosion, of abrasion, and of pinch points. Results:

• OK – The harness and the wiring appear to be OK. Proceed to Test Step 3.

• Not OK – There is a problem in the connectors and/or wiring.

Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the repair eliminates the problem. STOP.

Test Step 3. Determine the Diagnostic Code that is Active A. Turn the keyswitch to the ON position. Access the “Special Tests” under the “Diagnostics” menu on Cat ET. Activate the “Turbo Wastegate Solenoid Output” on Cat ET. Wait at least 15 seconds for activation of the diagnostic codes. Illustration 206

g01152400

B. Check for active diagnostic codes on Cat ET.

Terminal locations for the J2/P2 ECM connector

C. Determine if the problem is related to any of the following:

(P2-63) Wastegate control solenoid (P2-64) Solenoid return

• 32-05 Turbo Wastegate Solenid current low • 32-06 Turbo Wastegate Solenid current high • 32-11 Turbo Wastegate Solenid current mismatch

Illustration 207

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Terminal locations at the solenoid connector (Terminal 1) Wastegate control solenoid (Terminal 2) Solenoid return

B. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the wastegate control solenoid. C. Check the allen head screw for each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque value.

D. Turn the keyswitch to the OFF position. Expected Result: There are no active codes. Results:

• OK – There are no active codes. Repair: The original codes may have been caused by a loose connector. If an intermittent problem is suspected, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

392 Troubleshooting Section

• Active 32-05 – A low current diagnostic code is

active at this time. The ECM is detecting an open in the circuit for the wastegate control solenoid. Proceed to Test Step 4.

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Test Step 4. Create a Short Circuit at the Solenoid Connector

• Active 32-06 – A high current diagnostic code is active at this time. The ECM is detecting a short to ground in the circuit for the wastegate control solenoid. Proceed to Test Step 5.

• Active 32-11 – The ECM detects a short circuit to the +Battery.

Repair: The problem is probably caused by moisture in a connector or the harness. There may be a short to another wire in the harness. Perform the following procedure: 1. Inspect the J2/P2 ECM connector for moisture: a. Disconnect the J2/P2 ECM connector. b. Inspect the J2 ECM connector and the P2 ECM connector for moisture. 2. Check for a short circuit to another wire in the harness: a. Disconnect the harness connector at the wastegate control solenoid. b. At the ECM connector, measure the resistance between terminal P2-63 and all of the other terminals on the P2 ECM connector. c. Also, measure the resistance between P2-64 and all of the terminals on the P2 connector. Clean each connector thoroughly. If moisture is found in a connector, locate the source of the moisture and repair the problem. If a short circuit to another wire in the harness is identified, repair the harness. Clear the logged diagnostic codes. Factory passwords may be necessary to clear certain diagnostic codes that are related to the wastegate control solenoid. Restore all wiring to the original configuration. Verify that the repair eliminates the original problem. STOP.

Illustration 208

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Location of the wastegate solenoid

A. Disconnect the J511/P511 wastegate solenoid connector. B. Fabricate a jumper wire that is long enough to short the terminals at the solenoid connector. Crimp connector pins to each end of the jumper wire. C. Install the jumper wire between terminals 1 and 2 on the harness side of the solenoid connector. D. Turn the keyswitch to the ON position. E. Access the “Special Tests” under the “Diagnostics” menu on Cat ET. Activate the “Turbo Wastegate Solenoid Output” on Cat ET. Note: Wait at least 30 seconds for activation of the diagnostic codes. F. Check for active diagnostic codes on Cat ET. G. Turn the keyswitch to the OFF position. Expected Result: The 32-06 diagnostic code is now active. Results:

• OK – The 32-05 diagnostic code was active before the jumper wire was installed. The 32-06 diagnostic code became active after the jumper wire was installed.

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Repair: The circuit for the wastegate control solenoid is OK. There is a problem with the coil of the solenoid. Replace the wastegate control solenoid. The wastegate control solenoid can be replaced independently of the wastegate control valve. If the problem is with the coil of the solenoid, do not replace the entire valve assembly. Refer to the Parts Manual for more information.

393 Troubleshooting Section

Verify that the original problem has been resolved. STOP.

• Not OK – The 32-06 diagnostic code remains

active after the connector has been disconnected. There is a problem in the circuit between the ECM and the wastegate control solenoid. There may be a problem with the ECM. Proceed to Test Step 6.

Verify that the original problem has been resolved.

Test Step 6. Check the Operation of the ECM

STOP.

A. Disconnect the J2/P2 ECM connectors.

• Not OK – The 32-05 diagnostic code remains

active after the jumper wire has been installed. There is a problem in the circuit between the ECM and the wastegate control solenoid. There may be a problem with the ECM. Proceed to Test Step 6.

Test Step 5. Create an Open Circuit at the Solenoid Connector A. Disconnect the J511/P511 wastegate solenoid connector in order to create an open circuit at the connector. B. Turn the keyswitch to the ON position. C. Access the “Special Tests” under the “Diagnostics” menu on Cat ET. Activate the “Turbo Wastegate Solenoid Output” on Cat ET. Note: Wait at least 30 seconds for activation of the diagnostic codes. D. Check for active diagnostic codes on Cat ET. E. Turn the keyswitch to the OFF position. Expected Result: The 32-05 diagnostic code is now active. Results:

• OK – The 32-06 diagnostic code was active

before the connector was disconnected. The 32-05 diagnostic code became active after the connector was disconnected.

B. Fabricate two jumper wires that are long enough to create a test circuit at the ECM connector. Crimp a connector socket to one end of each of the jumper wires. C. Remove the wires from terminal locations J2-63 and J2-64 at the ECM connector. Install a jumper wire into each of these terminal locations. D. Connect the J2/P2 ECM connectors. E. Check the operation of the ECM by creating an open circuit condition: a. Turn the keyswitch to the ON position. b. Ensure that the loose ends of the jumper wires are not in contact with any ground source in order to create an open circuit condition. c. Access the “Special Tests” under the “Diagnostics” menu on Cat ET. Activate the “Turbo Wastegate Solenoid Output” on Cat ET. Note: Wait at least 30 seconds for activation of the diagnostic codes. d. Check for active diagnostic codes on Cat ET. A 32-05 diagnostic code is active while the open circuit condition exists. e. Turn the keyswitch to the OFF position. F. Check the operation of the ECM by creating a short condition:

Repair: The circuit for the wastegate control solenoid is OK. There is a problem with the coil of the solenoid. Replace the wastegate control solenoid.

a. Connect the loose ends of the jumper wires in order to create a short circuit condition.

The wastegate control solenoid can be replaced independently of the wastegate control valve. If the problem is with the coil of the solenoid, do not replace the entire valve assembly. Refer to the Parts Manual for more information.

c. Access the “Special Tests” under the “Diagnostics” menu on Cat ET. Activate the “Turbo Wastegate Solenoid Output” on Cat ET.

b. Turn the keyswitch to the ON position.

Note: Wait at least 30 seconds for activation of the diagnostic codes.

394 Troubleshooting Section

d. Check for active diagnostic codes on Cat ET. A 32-06 diagnostic code is active while the short circuit condition exists. e. Turn the keyswitch to the OFF position. Expected Result: The 32-05 diagnostic code was active before the jumper wires were shorted. The 32-06 diagnostic code became active after the jumper wires were shorted. Results:

• OK – The 32-05 diagnostic code was active

before the jumper wires were shorted. The 32-06 diagnostic code became active after the jumper wires were shorted. Repair: The problem is in the harness between the ECM and the wastegate control solenoid. Repair the harness or replace the harness. STOP.

• Not OK – One of the following conditions exist: The 32-05 diagnostic code was not active before the jumper wires were shorted. The 32-06 diagnostic code was not active after the jumper wires were shorted. Repair: The problem is with the ECM. Replace the ECM. Refer to Troubleshooting, “Replacing the ECM” for information that is related to ECM replacement. STOP.

Test Step 7. Check for Restrictions in the Intake and Exhaust Systems A low boost pressure or a boost pressure that is erratic may be caused by an intake system or an exhaust system that is plugged or damaged. A. Check for the following problems:

• Air filter that is plugged • Air inlet hoses that are collapsed or damaged • Exhaust piping that is collapsed or damaged • Catalytic converter/muffler that is plugged Refer to the Systems Operation/Testing and Adjusting for information that is related to testing the inlet air and exhaust systems for proper operation.

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B. Ensure that the turbocharger is operating correctly. Also, check the turbocharger for damage. C. Check the air inlet system and the exhaust system for leaks. Expected Result: All of the components of the air inlet system and the exhaust system appear to be in good repair. Results:

• OK – All of the components of the air inlet system and the exhaust system appear to be in good repair. Proceed to Test Step 8.

• Not OK – A problem has been found with the air inlet system and/or the exhaust system.

Repair: Repair any problems that have been found with the air inlet system and/or the exhaust system. Replace parts, if necessary. Road test the vehicle in order to verify that the problem has been resolved. Check for logged diagnostic codes. Verify that the repair eliminates the problem. STOP.

Test Step 8. Check the Operation of the Wastegate Valve and Wastegate Actuator Boost pressure readings that are low or excessive may be caused by a wastegate valve or a wastegate actuator that is not operating correctly. A test apparatus can be used to test the operation of the wastegate valve and wastegate actuator.

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395 Troubleshooting Section

Illustration 210

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Turbocharger (typical example) (4) Wastegate actuator (5) Control rod assembly

NOTICE Do not allow the test pressure to exceed 170 kPa (25 psi). Damage to the wastegate actuator may result.

Illustration 209

g01218461

Test equipment (typical example) (3) (7) (8) (9)

Wastegate pressure line Pressure line for regulated air pressure Test pressure gauge Air pressure regulator

D. As the pressure on the test apparatus increases, monitor control rod assembly (5) that is part of wastegate actuator (4) for movement. Refer to Systems Operation/Testing and Adjusting, “Turbocharger - Inspect” for specifications on the test pressure and the amount of rod travel for your application.

A. Install the test apparatus to the engine: a. Disconnect wastegate pressure line (3) from the intake manifold. b. Install a fitting that will allow a leak free seal between the wastegate pressure line and pressure line for regulated air pressure (7). Note: Ensure that the air supply is regulated to 170 kPa (25 psi) prior to connecting the air supply to the pressure line. Damage to the wastegate could result if the air supply is not regulated. Illustration 211

c. Install the test apparatus to the wastegate pressure line. B. Slowly begin to apply pressure to the test apparatus. C. Monitor the pressure on test pressure gauge (8) as you increase the pressure by using air pressure regulator (9).

g01222632

Drain orifice and drain line (6) Drain orifice

E. While the correct test pressure is applied to the wastegate actuator, check the vent line for drain orifice (6) for air discharge. Expected Result: The correct rod travel is observed at the designated test pressure and a constant flow of air is discharged from the vent line for the drain orifice.

396 Troubleshooting Section

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Results:

• OK – The correct rod travel is observed at the

designated test pressure and a constant flow of air is discharged from the vent line for the drain orifice. The wastegate actuator and the wastegate valve at the turbocharger appear to be operating correctly. Proceed to Test Step 9.

• Not OK - Drain Orifice – A constant flow of air is not discharged from the vent line for the drain orifice.

Repair: The drain orifice is plugged, or an air line from the intake manifold to the vent line is blocked. Remove the air lines and the drain orifice from the engine. Clean the air lines and the drain orifice. Replace parts, if necessary. STOP.

• Not OK - Air Line – The correct rod travel is not

A. Ensure that the keyswitch is in the OFF position. Disconnect the connector at the wastegate control solenoid. B. Remove the wastegate control valve from the engine. C. Visually inspect the wastegate control valve: a. Inspect O-ring seals (10) for damage. b. Inspect the valve for damage and/or residue buildup. c. Inspect outlet ports (11) for plugging. Expected Result: The wastegate control valve is free of damage and plugging.

observed at the designated test pressure.

Results:

Repair: There may be an obstruction in the air line. Remove the air line and clean the air line.

• OK – The wastegate control valve is free of damage and plugging.

If the problem persists, remove the wastegate actuator from the engine. Bench test the actuator. Operate the wastegate valve at the turbocharger by hand. The lever for the wastegate valve must move freely, without binding. Repair any problems that have been found with the actuator and the wastegate valve at the turbocharger. Replace parts, if necessary.

Repair: The wastegate control valve appears to be OK. Reinstall the valve and the solenoid onto the engine. Road test the vehicle. Attempt to create the original problem. If the diagnostic codes recur, retest the system for the wastegate valve in order to identify the problem.

Verify that the repair resolves the original problem.

• Not OK – The wastegate control valve is damaged

STOP.

Test Step 9. Check the Wastegate Control Valve

STOP. or there is residue buildup on the wastegate control valve. Repair: A problem with the wastegate control valve has been identified. Clean the valve and/or replace the valve, if necessary. Verify that the repair resolves the original problem. STOP.

Illustration 212 Wastegate control valve (10) O-ring seals (11) Outlet pressure ports

g01223385

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397 Troubleshooting Section

Calibration Procedures i02301609

Engine Speed/Timing Sensor Calibrate SMCS Code: 1439-038-VF; 1912-524 System Operation Description: Use this procedure under any of the following situations:

• 22-13 Engine Speed Signal Calibration Not Performed is active or logged.

• Work has been performed on the front gear group. • The Engine Control Module (ECM) requires

replacement and the ECM will not communicate with the Caterpillar Electronic Technician (ET) in order to allow the timing calibration to be copied when the “Copy Configuration-ECM Replacement” feature is used.

The speed/timing sensors provide engine speed signals to the ECM. The signals are created as the timing gear on the camshaft rotates past the pickups of the engine speed/timing sensors. A unique pattern on the timing gear allows the ECM to determine the crankshaft position. This unique pattern on the gear allows the ECM to determine the top center position of the piston in the No. 1 cylinder. If the signal is lost from one of the sensors, a diagnostic code is generated. The ECM will use a special type of logic that will allow the engine to start on only one sensor. Timing calibration is accomplished by installing a special magnetic pickup into the side of the engine block. The magnetic pickup senses a special slot on the crankshaft counterweight. Note: The timing calibration will not increase the available engine power. Do not expect an increase in power due to the performance of the timing calibration. Replacement ECM If a replacement ECM is required, the ECM parameters and the timing calibration can be transferred from the suspect ECM to the replacement ECM. Timing calibration will not be necessary. This feature requires Cat ET and this feature is only possible if the existing ECM can communicate with Cat ET.

398 Troubleshooting Section

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g01121782

Illustration 213 Installation of the TC probe Table 178

Required Tools Part Number

Description

6V-2197

Transducer

7X-1695

Cable As

7X-1171

Transducer Adapter

9S-9082

Engine Turning Tool

170-3519

Harness

Test Step 1. Install the 7X-1171 Transducer Adapter. A. Turn the keyswitch to the OFF position.

Illustration 214 Location of the timing calibration port (typical example) (1) (2) (3) (4)

Primary engine speed/timing sensor Secondary engine speed/timing sensor Timing calibration port ECM

g01121818

B. Use the 9S-9082 Engine Turning Tool to put either the No. 1 piston or the No. 6 piston at top center. Refer to Testing and Adjusting, “Finding the Top Center Position for the No. 1 Piston” for additional information. Note: Normal engine rotation is counterclockwise as the engine is viewed from the flywheel end. Refer to Illustration 213. C. Use the following procedure for C7 engines. a. Rotate the engine in the direction of the normal engine rotation by the following amount:

• 100 Degrees b. Remove the timing calibration plug from the engine. If the engine is viewed from the flywheel, the timing calibration plug is located on the left side in the No. 3 cylinder rod pocket.

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D. Use the following procedure for C9 engines. a. Rotate the engine in the direction of the normal engine rotation by the following amount:

399 Troubleshooting Section

• Cables for Cat ET and the communication adapter

• 85 Degrees b. Remove the timing calibration plug from the engine. If the engine is viewed from the flywheel, the timing calibration plug is located on the left side in the No. 3 cylinder rod pocket. E. Install the 7X-1171 Transducer Adapter into the port for the plug. Results:

• OK – Proceed to Test Step 2. Test Step 2. Install the 6V-2197 Transducer on the Engine NOTICE If the crankshaft is not in the correct position when the 6V-2197 Transducer is installed, the Magnetic Transducer (TC Probe) may be damaged when the engine is started. A. Put a 2D-6392 O-Ring Seal on the end of the transducer. Note: A small amount of clean engine oil will allow the seal to slide onto the transducer more easily.

Illustration 215

g01152610

Pin locations on ECM connector

B. Push the sensor through the adapter until the transducer comes in contact with the outermost portion of the crankshaft counterweight. Move the O-ring seal downward against the adapter.

(P2-22) Positive terminal (P2-23) Negative terminal

C. Withdraw the transducer 1.0 mm (0.04 inch) and hand tighten the nut on the adapter sleeve in order to secure the transducer.

• OK – Proceed to Test Step 3.

D. Check that the transducer is properly installed and snug. The transducer should not move when the engine is started. E. Connect the 6V-2197 Transducer to the 7X-1695 Cable As. F. Install the 170-3519 Harness. Connect the white wire to J2/P2-22 Engine Timing Calibration Probe +. Connect the yellow wire to the ECM at J2/P2-23 Engine Timing Calibration Probe -. G. Connect the 7X-1695 Cable to the 170-3519 Harness. H. Ensure that all of the following connections are made correctly:

• Transducer

Results:

Test Step 3. Start the Engine and Allow the Coolant to Reach Operating Temperature A. Start the engine and run the engine at low idle until the engine is at the correct operating temperature. Note: The status screen on Cat ET will display “COLD MODE” in the upper corner when cold mode operation exists. The engine will adjust idle rpm from cold mode idle to the programmed low idle rpm when cold mode operation is complete. B. Check for active diagnostic codes. Use the procedures in this manual to troubleshoot and repair any active diagnostic codes before attempting a calibration check. The engine must not have any diagnostic fault conditions that are present during the timing calibration except the following condition:

400 Troubleshooting Section

• 22-13 Engine Speed Signal Calibration Not Performed

C. Once the engine is warm, set the engine speed to 1100 rpm with the cruise control switches or with the accelerator pedal. Note: The engine rpm must be steady within the 1050 to 1150 rpm range in order to perform a timing calibration. Results:

• OK – Proceed to Test Step 4. Test Step 4. Connect Cat ET A. Connect Cat ET to the data link connector. B. After the engine has exited cold mode, access the “Timing Calibration” screen on Cat ET. Access the following display screens in order:

• “Service” • “Calibrations” • “Timing Calibration” Note: To perform a timing calibration, the engine rpm must remain as steady as possible at approximately 1100 rpm. This can be performed with the cruise control switches or a steady foot on the accelerator pedal. Any changes to engine rpm that are more than 100 rpm will slow down the procedure. These changes will also reduce the accuracy of the procedure.

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Expected Result: The timing calibration procedure was completed successfully. Results:

• OK – The timing calibration procedure was

completed successfully. Proceed to Test Step 6.

• Not OK Repair: Perform the following procedure: 1. Verify that the engine speed was stable during the testing (± 50 rpm). If the engine speed was unstable or the engine speed could not be controlled within ± 50 rpm because of mechanical factors or electrical factors, refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”. 2. If all of the problems have been corrected but the timing can not be calibrated, check the cable of the 6V-2197 Transducer and check that the 6V-2197 Transducer is not bent. If the 6V-2197 Transducer is not bent, restart this procedure. STOP.

Test Step 6. Disconnect the 7X-1695 Cable As Before Exiting the “ Timing Calibration” Screen A. Reduce the engine speed to low idle.

Results:

B. Disconnect the 6V-2197 Transducer from the 170-3519 Harness.

• OK – Proceed to Test Step 5.

C. Exit the “Timing Calibration” screen on Cat ET.

Test Step 5. Calibrate the Speed/Timing Sensor

Note: Exiting the “Timing Calibration” screen on Cat ET will drop the engine rpm to the programmed low idle if the cruise control switches were used to maintain engine rpm during calibration. This is normal.

A. To calibrate the timing to the correct setting, select “Continue” on Cat ET. Wait until the Cat ET indicates that the timing is “CALIBRATED”. Note: If Cat ET displays “CALIBRATION UNSUCCESSFUL”, the electronic injection timing has not been set. Recheck the tool installation and tool operation and try again to calibrate electronic injection timing. If the crankshaft and camshaft gears have been reassembled incorrectly, the engine will not calibrate. If the timing calibration has been successfully completed, do not exit the timing calibration screen on Cat ET until you have disconnected the 7X-1695 Cable for the 6V-2197 Transducer from the 170-3519 Harness.

D. Turn the keyswitch to the OFF position. Remove the 170-3519 Harness from the P2 ECM connector. Install the sealing plugs into the unused cavities of the connector. Note: The ECM will be susceptible to moisture and contamination if the sealing plugs are not installed. E. Remove the 6V-2197 Transducer and remove the 7X-1171 Transducer Adapter from the timing calibration port. Reinstall the timing calibration plug into the left side of the cylinder block.

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401 Troubleshooting Section

• The ECM monitors the signal from a vehicle speed

Expected Result: The magnetic transducer was disconnected before exiting the “Timing Calibration” screen on Cat ET. Results:

sensor in pulses per kilometer (mile). The vehicle speed sensor is connected to the vehicle speed input circuit (terminals 32 and 33 of the ECM). This is the “Vehicle Speed Calibration” option.

• The ECM receives a message over the J1939

• OK – STOP. • Not OK – If the magnetic transducer is still installed after exiting the “Timing Calibration” screen on Cat ET, additional diagnostic codes may be generated.

Repair: If additional diagnostic codes are generated, the diagnostic codes should be cleared. STOP. i02375789

Vehicle Speed Circuit Calibrate SMCS Code: 7463-524 System Operation Description: The Engine Control Module (ECM) uses vehicle speed information for the following features:

• Cruise control • Fast idle control • Idle speed control • PTO operation • Vehicle speed limiting • Speedometer • Progressive shift • Idle shutdown • Operation of the air inlet heater • Secure idle theft deterrent • Trip data • Maintenance data There are three different methods that can be used to obtain the information for the ECM to use for calculating vehicle speed. The ECM can calculate vehicle speed by either of the following means:

data link from the transmission ECU that indicates revolutions per kilometer (mile) of the transmission output shaft. This is the “Vehicle Speed Cal (J1939-Trans)” option.

• The ECM receives a message over the J1939 data link from the Anti-lock Brake System (ABS) that contains information about the wheel speed. This is the “Vehicle Speed Cal (J1939-ABS)” option.

Each of these methods require a specific calibration number to be programmed into the ECM to calculate vehicle speed. For the “Vehicle Speed Calibration” option that uses the vehicle speed sensor, the ECM must know the number of pulses that are produced by the vehicle speed sensor during each kilometer (mile) of travel by the vehicle. In order to find the number of pulses that are produced by the sensor, multiply the tire size by the axle ratio. Multiply the number that was obtained in the previous calculation by the number of teeth on the output shaft that is used by the sensor to obtain the pulses. For the “Vehicle Speed Cal (J1939-Trans)” option, the ECM must know the number of times that the output shaft revolves per kilometer (mile) of travel by the vehicle. This can be calculated by one of the following methods:

• Divide the pulses per kilometer (mile) of the sensor on the transmission output shaft by the number of teeth on the transmission output shaft.

• Multiply the axle ratio by the number of revolutions per kilometer (mile) of the tire.

For the “Vehicle Speed Cal (J1939-ABS)” option, the ECM must know a calibration number. The number is calculated by dividing the actual tire revolutions per kilometer (mile) by the tire revolutions per kilometer (mile) that is programmed into the ABS. The ECM calculates vehicle speed by converting the vehicle speed signal to kilometers per hour (km/h) or to miles per hour (mph). The conversion factor is customer programmable and the conversion factor is stored in pulses per km (PPKM) or pulses per mile (PPM).

402 Troubleshooting Section

The variable for the tire revolution could be affected by changing from bias ply tires to radial tires and vice versa. Also, changing to radial tires that have a low profile could affect the variable for the tire revolution. This result may change the actual vehicle speed which could result in performance complaints or in complaints about fuel consumption. If the tire configuration has been changed, determine the new variable for the tire revolution. Enter the new value in pulses per km (PPKM) or in pulses per mile (PPM). The preferred method is obtaining the data from the individual tire manufacturers for the specific tire that is being used. Note: The ECM speedometer signal is set to 18,600 pulses per km (PPKM) or to 30,000 pulses per mile (PPM). For “GM Truck Manufacturer” configurations, the output of the speedometer is set to 2,485 PPKM (4,000 ppm). This setting cannot be changed. All speedometers that are driven by the ECM output (J1/P1 terminal 36 and terminal 37) must match the fixed output of the ECM for proper operation.

Test Step 1. Use Caterpillar Electronic Technician (ET) to Determine the Configuration for the Vehicle Speed Input to the ECM A. Connect Cat ET to the cab data link connector. B. Access the “Configuration Parameter List”. View the “Vehicle Speed Parameters”. Determine if the vehicle is configured to use the “Vehicle Speed Calibration” option, the “Vehicle Speed Cal (J1939-Trans)” option, or the “Vehicle Speed Cal (J1939-ABS)” option. Expected Result: RESULT 1 The ECM is configured for the “Vehicle Speed Calibration” option. RESULT 2 The ECM is configured to use the “Vehicle Speed Cal (J1939-Trans)” option. RESULT 3 The ECM is configured to use the “Vehicle Speed Cal (J1939-ABS)” option. Results:

• RESULT 1 – The ECM is configured for the

“Vehicle Speed Calibration” option. Proceed to Test Step 2.

• RESULT 2 – The ECM is configured to use the

“Vehicle Speed Cal (J1939-Trans)” option. Proceed to Test Step 3.

• RESULT 3 – The ECM is configured to use the

“Vehicle Speed Cal (J1939-ABS)” option. Proceed to Test Step 4.

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Test Step 2. Calculating Pulses Per Kilometer (Mile) When all the Variables are Known. A. Calculate pulses per kilometer (PPKM) or pulses per mile (PPM). PPKM = K X Ra X N. PPM = M X Ra X N. K – This symbol represents the tire revolutions per kilometer. This is a constant that is divided by the tire static loaded radius. M – This symbol represents the tire revolutions per mile. This is a constant that is divided by the tire static loaded radius. Ra – This symbol represents the rear axle ratio. The rear axle ratio can typically be found on the housing of the rear axle, or the rear axle ratio can typically be found on the specification sheet for the vehicle. N – This symbol represents the number of chopper teeth on the transmission drive shaft. The magnetic pickup sensor is mounted here. The number of chopper teeth is usually 16. Some transmissions have 11 tooth chopper wheels. B. Use Cat ET to enter pulses per km (PPKM) or pulses per mile (PPM) into the ECM. Expected Result: This value is within the valid range of the ECM. Results:

• OK – Once the value is entered, verify that the ECM is accurately measuring vehicle speed. Proceed to Test Step 5.

• Not OK – Recalculate the value and re-enter the correct value into the ECM. STOP.

Test Step 3. Calculate the Revolutions Per Kilometer (Mile) of the Transmission Output Shaft A. The correct revolutions per kilometer (mile) of the transmission output shaft must be entered for the “Vehicle Speed Cal J1939-Trans” setting. If this value is unknown, either of the following calculations can be used to obtain the correct setting:

• Divide the pulses per kilometer (mile) of the

sensor on the transmission output shaft by the number of teeth on the transmission output shaft.

SENR9517-19

• Multiply the axle ratio by the number of

revolutions per kilometer (mile) of the tire.

B. Use Cat ET to enter the calculated value into the ECM.

403 Troubleshooting Section

Test Step 5. Inspect the Speedometer Calibration.

Expected Result:

Determine the speedometer's vehicle speed calibration setting. You may be required to contact the OEM dealer or you may be required to send the vehicle to the OEM dealer for this information.

The value is within the valid range of the ECM.

Expected Result:

Results:

The speedometer must be calibrated to one of the following values:

• Yes – Once the value is entered, verify that the ECM is accurately measuring vehicle speed. Proceed to Test Step 5.

• No – Recalculate the value and re-enter the correct value into the ECM. STOP.

Test Step 4. Calculate Tire Revolutions Per Kilometer (Mile) When all the Variables are Known A. The correct calibration number must be entered for the “Vehicle Speed Cal J1939-ABS” setting. If this value is unknown, the following calculation can be used to obtain the correct setting. Divide the actual tire revolutions per kilometer (mile) by the tire revolutions per kilometer (mile) that is broadcast by the ABS. For example, the actual tire revolutions per kilometer (mile) could equal 400 revolutions per kilometer (mile). The tire revolutions per kilometer (mile) that is broadcast by the ABS could equal 500 revolutions per kilometer (mile). The formula would be 400 / 500 = 0.800. Therefore, 0.800 would be the value that would be entered into the ECM. B. Use Cat ET to enter the calculated value into the ECM. Expected Result: This value is within the valid range of the ECM. Results:

• OK – Once the value is entered, verify that the ECM is accurately measuring vehicle speed. Proceed to Test Step 5.

• Not OK – Recalculate the value and re-enter the correct value into the ECM. STOP.

• For “Other Truck Manufacturer” configurations,

the value is 18,600 pulses per kilometer (30,000 pulses per mile).

• For “GM Truck Manufacturer” configurations, the

value is 2,485 pulses per kilometers (4,000 pulses per mile).

The ECM can only provide the signal that is listed above. Results:

• OK – The speedometer is correctly calibrated. STOP.

• Not OK Repair: Perform the following diagnostic procedure: Send the vehicle to the OEM dealer or reprogram the OEM speedometer to the correct setting for the pulses per kilometer (mile). STOP.

404 Index Section

SENR9517-19

Index Numerics 0001-11 Cylinder #1 Injector current fault (72) ...... 98 0002-11 Cylinder #2 Injector current fault (72) ...... 98 0003-11 Cylinder #3 Injector current fault (73) ...... 98 0004-11 Cylinder #4 Injector current fault (73) ...... 99 0005-11 Cylinder #5 Injector current fault (74) ...... 99 0006-11 Cylinder #6 Injector current fault (74) ...... 99 0022-11 Primary to Secondary Engine Speed Signal Calibration (42) .................................................. 100 0022-13 Engine Speed Signal Calibration Not Performed (42)................................................... 100 0030-08 PTO Throttle signal invalid (29)............. 101 0030-13 PTO Throttle out of calibration (29) ....... 101 0032-05 Turbo Wastegate Solenoid current low.. 102 0032-06 Turbo Wastegate Solenoid current high .................................................................... 102 0032-11 Turbo Wastegate Solenoid current mismatch ........................................................... 102 0041-03 8 Volt Supply voltage high (21).............. 103 0041-04 8 Volt Supply voltage low (21) ............... 103 0042-11 Injection Actuation Pressure output fault .................................................................... 103 0043-02 Key Switch Fault (71) ............................ 104 0064-02 Secondary Engine Speed loss of signal (34) .................................................................... 104 0064-11 Secondary Engine Speed no pattern (34) .................................................................... 105 0070-05 Inlet Air Heater current low.................... 105 0070-06 Inlet Air Heater current high .................. 105 0071-00 Idle Shutdown Override (01) ................. 106 0071-01 Idle Shutdown (47) ................................ 106 0071-14 PTO Shutdown (47)............................... 107 0084-00 Vehicle Overspeed Warning (41) .......... 107 0084-01 Vehicle Speed loss of signal (31) .......... 107 0084-02 Vehicle Speed signal invalid (36) .......... 108 0084-08 Vehicle Speed signal out of range (36).. 108 0084-10 Vehicle Speed signal rate of change (36) .................................................................... 109 0084-14 Quick Stop Occurrence ......................... 109 0091-08 Throttle Position Invalid (32)................... 110 0091-13 Throttle Position out of calibration (28)... 110 0094-01 Low Fuel Pressure Warning (63)............ 110 0094-03 Fuel Pressure voltage high (37) ............. 112 0094-04 Fuel Pressure voltage low (37)............... 112 0094-11 Low Cranking Fuel Pressure (63)........... 112 0096-03 Fuel Level voltage high .......................... 114 0096-04 Fuel Level voltage low............................ 115 0100-01 Low Oil Pressure Warning (46) .............. 115 0100-03 Oil Pressure voltage high (24)................ 117 0100-04 Oil Pressure voltage low (24) ................. 118 0100-11 Very Low Oil Pressure (46)..................... 118 0102-01 Low Boost Pressure (25)....................... 121 0102-02 Boost Pressure signal erratic ................ 121 0102-03 Boost Pressure voltage high (25) .......... 122 0102-04 Boost Pressure voltage low (25) ........... 122 0102-07 Boost Pressure not responding ............. 122 0105-00 High Intake Manifold Air Temperature Warning (64) ...................................................... 123

0105-03 Intake Manifold Air Temperature voltage high (38)............................................................. 125 0105-04 Intake Manifold Air Temperature voltage low (38) .................................................................... 125 0105-11 Very High Intake Manifold Air Temperature (64) .................................................................... 125 0108-03 Barometric Pressure voltage high (26).. 127 0108-04 Barometric Pressure voltage low (26) ... 128 0110-00 High Coolant Temperature Warning (61) .................................................................... 128 0110-03 Coolant Temperature voltage high (27).. 129 0110-04 Coolant Temperature voltage low (27)... 129 0110-11 Very High Coolant Temperature (61) ..... 129 0111-01 Low Coolant Level Warning (62)............ 130 0111-02 Coolant Level signal invalid (12) ............ 132 0111-03 Coolant Level voltage high (12) ............. 132 0111-04 Coolant Level voltage low (12) .............. 133 0111-11 Very Low Coolant Level (62) .................. 133 0111-14 Low Coolant Level Warning ................... 135 0128-03 Secondary Fuel Level voltage high ....... 136 0128-04 Secondary Fuel Level voltage low......... 136 0164-00 Excessive Injection Actuation Pressure (17) .................................................................... 136 0164-02 Injection Actuation Pressure Signal Erratic (15) .................................................................... 137 0164-03 Injection Actuation Pressure voltage high (15) .................................................................... 137 0164-04 Injection Actuation Pressure voltage low (15) .................................................................... 138 0164-11 Injection Actuation Pressure system fault (39) .................................................................... 138 0168-00 Excessive ECM Battery Power (17) ...... 139 0168-01 Low ECM Battery Power (17)................ 139 0168-02 ECM Battery Power Intermittent (51) .... 140 0173-00 High Exhaust Gas Temperature Derate.. 140 0173-11 Very High Exhaust Gas Temperature Derate ................................................................ 141 0186-04 PTO Engine Shutdown Switch voltage low ..................................................................... 141 0186-14 PTO Engine Shutdown Switch Occurrence (47) .................................................................... 142 0190-00 Engine Overspeed Warning (35) ........... 142 0190-02 Primary Engine Speed Loss of Signal (34) .................................................................... 142 0190-11 Primary Engine Speed no pattern (34) .. 143 0224-11 Theft Deterrent Active (00) .................... 143 0224-14 Theft Deterrent Active with Engine Cranking (00) .................................................................... 144 0231-02 J1939 Data Incorrect (58)...................... 144 0231-11 J1939 Data Link Fault (58) .................... 144 0231-12 J1939 Device Not Responding.............. 145 0231-14 Transmission Data Link Derate ............. 145 0232-03 5 Volt Supply voltage high (21).............. 146 0232-04 5 Volt Supply voltage low (21) ............... 147 0246-11 Brake Pedal Switch #1 Fault ................. 147 0247-11 Brake Pedal Switch #2 Fault ................. 147 0252-11 Engine Software Incorrect (59).............. 148 0253-02 Check Customer or System Parameters (56) .................................................................... 148

SENR9517-19

0253-14 Truck Manufacturer Parameter Not Programed ......................................................... 149 5 Volt Engine Pressure Sensor Supply Circuit Test .................................................................... 150 A Accelerator Pedal (Throttle) Position Sensor Circuit Test .................................................................... 154 Air Inlet Heater Circuit - Test................................ 162 ATA (SAE J1587 / J1708) Data Link Circuit Test .................................................................... 171 C Calibration Procedures ........................................ 397 Can Not Reach Top Engine RPM .......................... 66 Probable Causes ............................................... 66 Recommended Actions...................................... 66 Can Not Reach Vehicle Speed Limit ..................... 67 Probable Causes ............................................... 67 Recommended Repairs ..................................... 67 Change Oil Lamp Circuit - Test............................ 176 Check Engine Lamp Circuit - Test ....................... 179 Check Engine Lamp or Warning Lamp Is Malfunctioning...................................................... 69 Check Engine Lamp........................................... 69 Cruise Control Set/Resume Switch.................... 69 Intermittent Diagnostic Codes............................ 69 Probable Causes ............................................... 69 Recommended Actions...................................... 69 Service Engine Soon Lamp (GM) ...................... 70 Short in Vehicle Harness.................................... 70 Warning Lamp.................................................... 69 Clutch Pedal Position Switch Circuit - Test.......... 183 Coolant Level Sensor Circuit - Test ..................... 186 Cooling Fan Circuit and A/C Compressor Clutch Circuit - Test....................................................... 194 Cooling Fan Circuit and A/C High Pressure Switch Circuit - Test....................................................... 202 Cruise Control Parameters .................................... 41 “Auto Retarder In Cruise”................................... 42 “Cruise/Idle/PTO Switch Configuration” ............. 42 “Exhaust Brake Mode” ....................................... 42 “High Cruise Control Speed Set Limit”............... 42 “Low Cruise Control Speed Set Limit”................ 41 “Soft Cruise Control” .......................................... 42 Cruise Control Switch Circuit - Test ..................... 216 Cruise Control, Idle, or PTO Can Not Be Set ........ 70 Probable Causes ............................................... 70 Recommended Actions...................................... 70 Customer Passwords ............................................ 26 Customer Specified Parameters............................ 32 Customer Parameter Lockout ............................ 32 Customer Specified Parameters Table .................. 33 Customer Specified Parameters Worksheet ......... 39 Current Totals Worksheet .................................. 41

405 Index Section

D Data Link Parameters............................................ 43 Dedicated PTO Parameters .................................. 43 “Maximum PTO Enable Speed” ......................... 45 “Maximum PTO Vehicle Speed”......................... 46 “PTO Activates Cooling Fan” ............................. 46 “PTO Cab Throttle RPM Limit”........................... 45 “PTO Configuration”........................................... 43 “PTO Engine RPM Set Speed” .......................... 44 “PTO Engine RPM Set Speed A”....................... 44 “PTO Engine RPM Set Speed B”....................... 44 “PTO Kickout Vehicle Speed Limit ”................... 45 “PTO Shutdown Time” ....................................... 46 “PTO to Set Speed” ........................................... 45 “PTO Top Engine Limit”...................................... 44 “Torque Limit” ..................................................... 46 Diagnostic Codes .................................................. 95 Diagnostic Enable Switch Circuit - Test ............... 227 Diagnostic Functional Tests................................. 150 Diesel Particulate Filter Circuit - Test................... 260 Driver Questionnaire.............................................. 73 Driver Questionnaire Response ............................ 74 E ECM Date/Time Stamped Information................... 26 Diagnostic Clock ................................................ 27 ECM Date/Time Clock ....................................... 26 Total Time .......................................................... 27 ECM Memory - Test............................................. 231 ECM Snapshot ...................................................... 27 Snapshot That is Triggered by a Diagnostic Code................................................................. 27 Snapshot That is Triggered by a Quick Stop ..... 28 Snapshot That is Triggered by the Operator...... 27 Use of Snapshot Data........................................ 28 ECM Will Not Accept Factory Passwords.............. 75 Probable Causes ............................................... 75 Recommended Actions...................................... 75 Electrical Connectors - Inspect............................ 232 Electronic Service Tool Will Not Communicate with ECM..................................................................... 75 Probable Causes ............................................... 75 Recommended Actions...................................... 75 Electronic Service Tools ........................................ 14 Caterpillar Electronic Technician (ET)................ 15 Optional Service Tools ....................................... 15 PL1000E Communication ECM (If Equipped).... 19 Service Tools...................................................... 14 Electronic Troubleshooting ...................................... 6 Elevated Idle.......................................................... 76 Conditions .......................................................... 76 Probable Causes ............................................... 76 Engine Cranks but Will Not Start ..................... 77, 79 Probable Causes ......................................... 77, 79 Recommended Actions................................ 77, 79 Engine Has Early Wear ......................................... 81 Probable Causes ............................................... 81 Recommended Repairs ..................................... 81

406 Index Section

Engine Misfires, Runs Rough or Is Unstable......... 81 Accelerator Pedal Position Sensor .................... 82 Fuel Supply ........................................................ 82 Injection Actuation Pressure .............................. 82 Malfunction of an Individual Cylinder ................. 81 Power Train Data Link ....................................... 82 Probable Causes ............................................... 81 Recommended Repairs ..................................... 81 Valve Lash ......................................................... 82 Engine Monitoring Parameters .............................. 49 “Coolant Level Sensor” ...................................... 50 “Engine Monitoring Lamps”................................ 50 “Engine Monitoring Mode”.................................. 49 “Engine Oil Pressure Sensor” ............................ 50 “Fuel Pressure Sensor” (if equipped)................. 51 “Oil Level Switch Installation Status”.................. 51 “Primary Fuel Tank Size”.................................... 51 “Secondary Fuel Tank Size”............................... 51 Engine Pressure Sensor Open or Short Circuit Test .................................................................... 237 Engine Running Output Circuit - Test .................. 243 Engine Speed/Timing Sensor - Calibrate ............ 397 Engine Speed/Timing Sensor Circuit - Test ......... 246 Engine Temperature Sensor Open or Short Circuit Test .................................................................... 251 Engine Vibration .................................................... 82 Probable Causes ............................................... 82 Recommended Actions...................................... 82 Engine Will Not Crank ........................................... 83 Probable Causes ............................................... 83 Recommended Actions...................................... 83 Engine/Gear Parameters....................................... 47 “AT/MT/HT Part Throttle Shift Speed”................ 49 “Gear Down Protection RPM Limit”.................... 47 “Gear Down Protection Turn On Speed”............ 47 “Governor Type”................................................. 49 “Intermediate Gears Engine RPM Limit” ............ 47 “Intermediate Gears Turn Off Speed” ................ 47 “Low Idle Engine RPM” ...................................... 47 “Lower Gears Engine RPM Limit” ...................... 47 “Lower Gears Turn Off Speed”........................... 47 “Top Engine Limit (TEL)” .................................... 47 “Transmission Style” .......................................... 48 Excessive Black Smoke ........................................ 83 Air Inlet System or Exhaust System................... 84 ECM or Personality Module ............................... 84 Electronic System .............................................. 84 Hydraulic Electronic Unit Injector ....................... 84 Probable Causes ............................................... 83 Recommended Actions...................................... 84 Valve Lash ......................................................... 84 Excessive Fuel Consumption ................................ 84 Probable Causes ............................................... 84 Recommended Actions...................................... 84 Excessive White Smoke ........................................ 85 Probable Causes ............................................... 85 Recommended Actions...................................... 85 Exhaust Brake Circuit - Test ................................ 255 Exhaust Brake Parameters.................................... 51 “Auto Retarder in Cruise” ................................... 52 “Exhaust Brake/Warm Up Enable” ..................... 51 “Warm Up Mode Idle Speed” ............................. 51

SENR9517-19

F Factory Passwords ................................................ 28 Fast Idle Enable Circuit - Test.............................. 262 Fast Idle Lamp Circuit - Test................................ 265 Flash Programming ............................................... 29 Programming a Flash File.................................. 29 Fuel Level Sensor Circuit - Test........................... 269 I Idle Parameters ..................................................... 52 “Fast Idle RPM 1”............................................... 52 “Fast Idle RPM 2”............................................... 53 “Idle RPM Limit” ................................................. 52 “Idle Vehicle Speed Limit” .................................. 52 “Idle/PTO Bump RPM” ....................................... 52 “Idle/PTO RPM Ramp Rate” .............................. 52 Idle Shutdown Timer - Test.................................. 273 Ignore Brake/Clutch Switch Circuit - Test ............ 276 Important Safety Information ................................... 2 Injection Actuation Pressure - Test ...................... 279 Injection Actuation Pressure Control Valve Circuit Test .................................................................... 290 Injection Actuation Pressure Sensor - Test.......... 294 Injector Solenoid Circuit - Test............................. 297 Injector Trim File.................................................... 29 Input Selections ..................................................... 53 “A/C Fan Request Switch” ................................. 55 “A/C High Pressure Switch” ............................... 55 “Clutch Pedal Position Switch”........................... 56 “Cruise Control On/Off Switch” .......................... 55 “Cruise Control Pause Switch”........................... 55 “Cruise Control Set/Resume Switch” ................. 55 “Diagnostic Enable”............................................ 54 “Exhaust Brake Switch”...................................... 53 “Fan Override Switch” ........................................ 56 “Ignore Brake/Clutch Switch” ............................. 53 “PTO Engine RPM Set Speed Input A”.............. 54 “PTO Engine RPM Speed Input B” .................... 54 “PTO Engine Shutdown Switch” ........................ 55 “PTO On/Off Switch” .......................................... 54 “Remote PTO Resume Switch”.......................... 54 “Remote PTO Set Switch”.................................. 54 “Service Brake Pedal Position Switch #1”.......... 56 “Torque Limit Switch” ......................................... 53 “Transmission Neutral Switch” ........................... 53 “Two-Speed Axle Switch”................................... 54 “Vehicle Speed Input”......................................... 56 Intermittent Cruise Control, Idle, or PTO Kickout .. 86 Probable Causes ............................................... 86 Recommended Actions...................................... 86 Intermittent Engine Shutdown ............................... 88 Aftermarket Engine Protection Devices ............. 89 Battery Power or Ground ................................... 88 Diagnostic Codes............................................... 88 ECM or Personality Module ............................... 89 Engine Speed/Timing Sensors .......................... 89 Fuel Supply ........................................................ 89 Low Injection Actuation Pressure....................... 89 Probable Causes ............................................... 88 Recommended Actions...................................... 88

SENR9517-19

407 Index Section

Intermittent Low Power or Power Cutout............... 89 Probable Causes ............................................... 89 Recommended Actions...................................... 89 L Low Power/Poor or No Response to Throttle ........ 91 Probable Causes ............................................... 91 Recommended Actions...................................... 91 M Maintenance Parameters ...................................... 57 “Maintenance Indicator Mode” ........................... 57 “PM 1 Interval (Manual Maintenance Indicator Mode)”.............................................................. 57 “PM1 Engine Oil Capacity (Automatic Maintenance Indicator Mode)” ............................................... 57 N Neutral Switch Circuit - Test ................................ 307 No Diagnostic Code Detected (55)........................ 97 O Output Selections .................................................. “Change Oil Lamp”............................................. “Engine Running Output” ................................... “Fan Control Type” ............................................. “Fast Idle Enabled Lamp”................................... “PTO Active Output ”.......................................... “PTO Switch On Lamp”...................................... “Starting Aid Output” .......................................... “Wait To Start Lamp” ..........................................

57 58 58 58 57 58 58 58 57

P Passwords ............................................................. 58 Customer Passwords......................................... 58 Poor Acceleration or Response............................. 93 Probable Causes ............................................... 93 Recommended Actions...................................... 94 Powertrain Data Link Circuit - Test ....................... 311 Programming Parameters ..................................... 25 PTO Engine RPM Set Speed (Input A and Input B) Circuit - Test....................................................... 318 PTO Engine Shutdown Switch Circuit - Test ....... 322 PTO Shutdown Timer - Test ................................ 325 PTO Switch Circuit - Test..................................... 327 PTO Switch ON Lamp Circuit - Test .................... 336 R Remote PTO Accelerator Position Sensor Circuit Test .................................................................... 340 Replacing the ECM................................................ 19

S Selected Engine Rating ......................................... 59 ECM Identification Parameters .......................... 59 “Rating Number” ................................................ 59 Sensors and Electrical Connectors ....................... 21 C7 Engines ........................................................ 23 C9 Engines ........................................................ 24 Service Brake Pedal Position (Switch 1) Circuit Test .................................................................... 347 Service Brake Pedal Position (Switch 2) Circuit Test .................................................................... 351 Service Information Report.................................... 30 Recommendations ............................................. 30 Smart Idle Parameters........................................... 59 “Battery Monitor & Engine Control Voltage” ....... 59 “Battery Monitor Low Idle Engine Speed” .......... 59 Starting Aid Output Circuit - Test ......................... 354 System Configuration Parameters......................... 65 “Engine Serial Number” ..................................... 65 “Full Load Setting”.............................................. 65 “Full Torque Setting”........................................... 65 Interlock Code.................................................... 65 “Personality Module Release Date” ................... 65 System Overview..................................................... 6 ECM Lifetime Totals ........................................... 10 Effect of Diagnostic Codes on Engine Performance..................................................... 10 Engine Monitoring ................................................ 8 Engine Snapshot Data ......................................... 9 Hybrid Electrical Vehicle Application (HEV) ......... 8 Other ECM Functions for Performance................ 9 Passwords ......................................................... 14 Programmable Parameters................................ 13 Self-Diagnostics ................................................... 9 System Operation ................................................ 6 Trip Data That is Stored in the ECM ................... 11 T Table of Contents..................................................... 3 Tachometer Circuit - Test..................................... 357 Test ECM Mode ..................................................... 25 Timer Parameters .................................................. 59 “A/C Switch Fan-On Time” ................................. 60 “Allow Idle Shutdown Override” ......................... 59 “Exhaust Brake Configuration”........................... 60 “Fan With Engine Brake On”.............................. 60 “Idle Shutdown Time” ......................................... 59 “Warm Up Mode Idle Speed” ............................. 60 Torque Limit Switch Circuit - Test ........................ 361 Transmission (AT/MT/HT) Relay Circuit - Test .... 364 Trip Parameters ..................................................... 60 “Dash - Customer Parameters”.......................... 60 “Dash - PM 1 Reset” .......................................... 60 “Quick Stop Rate” .............................................. 61 “Theft Deterrent Password”................................ 61 “Theft Deterrent System Control”....................... 61 Troubleshooting Section.......................................... 6 Troubleshooting with a Diagnostic Code ............... 95 Troubleshooting without a Diagnostic Code .......... 66

Truck Manufacture Parameters ............................. 62 “Truck Manufacturer” ......................................... 62 “Truck Model Type” ............................................ 62 Two Speed Axle Switch Circuit - Test .................. 368 V Vehicle Speed and Speedometer Circuit - Test ... 372 Vehicle Speed Circuit - Calibrate......................... 401 Vehicle Speed Parameters .................................... 62 “High Speed Range Axle Ratio”......................... 64 “Low Speed Range Axle Ratio”.......................... 64 “Soft Vehicle Speed Limit”.................................. 63 “Tachometer Calibration”.................................... 63 “Vehicle Speed Cal (J1939 ABS)”...................... 63 “Vehicle Speed Cal (J1939-Trans)”.................... 62 “Vehicle Speed Calibration” ............................... 62 “Vehicle Speed Limit (VSL)”............................... 63 “VSL Protection”................................................. 63 W Wait To Start Lamp Circuit - Test ......................... 380 Warning Lamp Circuit - Test ................................ 383 Wastegate Solenoid - Test................................... 388

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