Linde Forklift Truck

Original instructions

H120-1200, H140-1200,
H160, H160-1200
(1 ±

1

Structure of training document
This training document is based on the relevant
seminar held at our Linde training centres or at
the authorised dealer’s premises and is designed
to supplement it. The training document taken
by itself without an accompanying seminar is not
suitable for self-study.
This training document is divided into numbered
sections from 0 to 10, with the content being
identical in all training documents. The sections
are only guided by the organisation of the spare
parts list and may differ from the content . The
circuit diagrams for the truck can be found in
section 10 in the Appendix.
Section Content
0 Product information
1 Motor
2 Gearbox
3 Chassis
4 Undercarriage
5 Controls
6 Electrics / Electronics
Symbols used
The precautions Danger, Warning, Caution,
Note und Environment Note in this manual are
provided to indicate special hazards or unusual
information requiring special identification:
DANGER
indicates hazards that may result in personal injury or
death and/or substantial damage to the product.
WARNING
indicates hazards that may result in personal injury
and/or substantial damage to the product.
CAUTION
indicates hazards that may result in damage to or
destruction of the product.
Service Training –  (1 ± 
Header
g
Section Content
7 Hydraulics
Load lift system
8
9 Special equipment and accessories
10 Circuit diagrams
The training document is not organised so that it
successively describes the structure of the truck
but is based on a modular concept. This means
that in the different sections the individual vehicle
components are described as independent units
one after the other. This is another reason why a
course at one of our training centres is essential.
The introduction is followed by a complete con-
tents list for the training document. This is sup-
plemented by an index at the end of the training
document.
Here we should like to inform you that a list of all
special tools and measuring instruments used
for this truck can be called up referred to type,
including spare part number, usage and graphics,
in the documentation software "Truck Expert".
NOTE
Identifies technical information requiring special
attention because the connection may not even
be obvious to skilled personnel.
ENVIRONMENT NOTE
The information contained herein must be ob-
served, otherwise environmental damage may
occur.
For your safety other symbols are also used.
Please note the different symbols.
2 I
 T able of contents
g
0 Product Information
Structure of training document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I

1 Engine ............................................................. 3

2 Transmission ...................................................... 447

3 Chassis assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 760

4 Undercarriage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765

5 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 783

6 Electrics/Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 842

7 Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 870

8 Wheel and Tyre safety supplement .............................. 893

Service Training – 358 801 2001 EN – 11/2013

 1106D Industrial Engine
PJ (Engine)

1100 Series 929 mm 668 mm

1106D

General Data
Number of cylinders Vertical in-line 6 cylinder
Bore and stroke 105 mm x 127 mm
Displacement 6.6 litres
Aspiration Turbocharged air-to-air aftercooling
Cycle 4 stroke
Combustion system Direct injection
Compression ratio 16.2:1
Rotation Anti-clockwise viewed on flywheel Perfomance Torque Peak Torque
Rev/min
Cooling system Liquid Data (bhp) Nm Rev/min
Dimensions Length 929 mm
Width 668 mm 89 (119) 2200 545 1400
Height 797 mm 95 (128) 2200 587 1400
Dry weight 506 kg 108 (145) 2200 651 1400
116 (155) 2200 683 1400
Final weight and dimensions will depend on completed specification 129 (173) 2200 695 1400
130 (174) 2500 695 1400
136 (182) 2200 802 1400
140 (188) 2200 890 1400
144 (193) 2200 846 1400
146 (196) 2200 872 1400
151 (202) 1800 922 1400
151 (202) 2200 922 1400
158 (212) 2200 932 1400
168 (225) 2200 986 1400
176 (236) 2200 951 1500
186 (249) 2200 1050 1400
205 (275)* 2200 950 1400
>205 (>275)** 2900 952 1400

4
 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.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins 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. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
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. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

5
4 SEBU8119-02
Foreword
Foreword
Literature Information
This manual contains safety, operation instructions,
lubrication and maintenance information. This
manual should be stored in or near the engine area
in a literature holder or literature storage area. Read,
study and keep it with the literature and engine
information.
English is the primary language for all Perkins
publications. The English used facilitates translation
and consistency.
Some photographs or illustrations in this manual
show details or attachments that may be different
from your engine. Guards and covers may have
been removed for illustrative purposes. Continuing
improvement and advancement of product design
may have caused changes to your engine which are
not included in this manual. Whenever a question
arises regarding your engine, or this manual, please
consult with your Perkins dealer or your Perkins
distributor for the latest available information.
Safety
This safety section lists basic safety precautions.
In addition, this section identif es hazardous,
warning situations. Read and understand the basic
precautions listed in the safety section before
operating or performing lubrication, maintenance and
repair on this product.
Operation
Operating techniques outlined in this manual are
basic. They assist with developing the skills and
techniques required to operate the engine more
eff ciently and economically. Skill and techniques
develop as the operator gains knowledge of the
engine and its capabilities.
The operation section is a reference for operators.
Photographs and illustrations guide the operator
through procedures of inspecting, starting, operating
and stopping the engine. This section also includes a
discussion of electronic diagnostic information.
Maintenance
The maintenance section is a guide to engine care.
The illustrated, step-by-step instructions are grouped
by service hours and/or calendar time maintenance
intervals. Items in the maintenance schedule are
referenced to detailed instructions that follow.
6
Recommended service should be performed at the
appropriate intervals as indicated in the Maintenance
Interval Schedule. The actual operating environment
of the engine also governs the Maintenance Interval
Schedule. Therefore, under extremely severe,
dusty, wet or freezing cold operating conditions,
more frequent lubrication and maintenance than is
specif ed in the Maintenance Interval Schedule may
be necessary.
The maintenance schedule items are organized for
a preventive maintenance management program. If
the preventive maintenance program is followed, a
periodic tune-up is not required. The implementation
of a preventive maintenance management program
should minimize operating costs through cost
avoidances resulting from reductions in unscheduled
downtime and failures.
Maintenance Intervals
Perform maintenance on items at multiples of
the original requirement. We recommend that the
maintenance schedules be reproduced and displayed
near the engine as a convenient reminder. We also
recommend that a maintenance record be maintained
as part of the engine’s permanent record.
Your authorized Perkins dealer or your Perkins
distributor can assist you in adjusting your
maintenance schedule to meet the needs of your
operating environment.
Overhaul
Major engine overhaul details are not covered in
the Operation and Maintenance Manual except
for the interval and the maintenance items in that
interval. Major repairs should only be carried out by
Perkins authorized personnel. Your Perkins dealer
or your Perkins distributor offers a variety of options
regarding overhaul programs. If you experience
a major engine failure, there are also numerous
after failure overhaul options available. Consult with
your Perkins dealer or your Perkins distributor for
information regarding these options.
California Proposition 65 Warning
Diesel engine exhaust and some of its constituents
are known to the State of California to cause cancer,
birth defects, and other reproductive harm. Battery
posts, terminals and related accessories contain lead
and lead compounds. Wash hands after handling.
SEBU8119-02 5
Safety Section
Safety Messages

Safety Section
i02788195

Safety Messages

There may be several specif c warning signs on your

engine. The exact location and a description of the
warning signs are reviewed in this section. Please
become familiar with all warning signs.

Ensure that all of the warning signs are legible. Clean

the warning signs or replace the warning signs if
the words cannot be read or if the illustrations are
not visible. Use a cloth, water, and soap to clean
the warning signs. Do not use solvents, gasoline, or
other harsh chemicals. Solvents, gasoline, or harsh
chemicals could loosen the adhesive that secures the
warning signs. The warning signs that are loosened
could drop off of the engine.

Replace any warning sign that is damaged or

missing. If a warning sign is attached to a part of the
engine that is replaced, install a new warning sign on
the replacement part. Your Perkins distributor can
provide new warning signs.

(1) Universal Warning

Do not operate or work on this equipment unless

you have read and understand the instructions
and warnings in the Operation and Maintenance
Manuals. Failure to follow the instructions or
heed the warnings could result in serious injury
or death.

g01154807
Illustration 1
Typical example

The Universal Warning label (1) is located on both

sides of the valve mechanism cover base.
7
6 SEBU8119-02
Safety Section
Safety Messages

g01392790
Illustration 2
Location of label
(1) Universal warning

(2) Ether Warning

Do not use aerosol types of starting aids such as

ether. Such use could result in an explosion and
personal injury.

g01154809
Illustration 3
Typical example

The ether warning label (2) is located on the cover

of the inlet manifold.

8
SEBU8119-02 7
Safety Section
General Hazard Information

g01392789
Illustration 4
Location of labels
(2) Ether (3) Hand (High Pressure)

(3) Hand (High Pressure) The warning label for the Hand (High Pressure) (3) is
located on the top of the fuel manifold.

i02328435
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu- General Hazard Information
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.

g00104545
Illustration 6
g01154858
Illustration 5 Attach a “Do Not Operate” warning tag or a similar
Typical example warning tag to the start switch or to the controls
before you service the equipment or before you
9 repair the equipment.
8 SEBU8119-02
Safety Section
General Hazard Information
Illustration 7
g00702020
Wear a hard hat, protective glasses, and other
protective equipment, as required.
Do not wear loose clothing or jewelry that can snag
on controls or on other parts of the engine.
Make sure that all protective guards and all covers
are secured in place on the engine.
Keep the engine free from foreign material. Remove
debris, oil, tools, and other items from the deck, from
walkways, and from steps.
Never put maintenance f uids into glass containers.
Drain all liquids into a suitable container.
Obey all local regulations for the disposal of liquids.
Use all cleaning solutions with care.
Report all necessary repairs.
Do not allow unauthorized personnel on the
equipment.
Ensure that the power supply is disconnected before
you work on the bus bar or the glow plugs.
Perform maintenance on the engine with the
equipment in the servicing position. Refer to the
OEM information for the procedure for placing the
equipment in the servicing position.
Pressure Air and Water
Pressurized air and/or water can cause debris
and/or hot water to be blown out. This could result in
personal injury.
The direct application of pressurized air or
pressurized water to the body could result in personal
injury.
10
When pressurized air and/or water is used for
cleaning, wear protective clothing, protective shoes,
and eye protection. Eye protection includes goggles
or a protective face shield.
The maximum air pressure for cleaning purposes
must be below 205 kPa (30 psi). The maximum
water pressure for cleaning purposes must be below
275 kPa (40 psi).
Fluid Penetration
Pressure can be trapped in the hydraulic circuit long
after the engine has been stopped. The pressure can
cause hydraulic f uid or items such as pipe plugs to
escape rapidly if the pressure is not relieved correctly.
Do not remove any hydraulic components or parts
until pressure has been relieved or personal injury
may occur. Do not disassemble any hydraulic
components or parts until pressure has been relieved
or personal injury may occur. Refer to the OEM
information for any procedures that are required to
relieve the hydraulic pressure.
g00687600
Illustration 8
Always use a board or cardboard when you check
for a leak. Leaking f uid that is under pressure can
penetrate body tissue. Fluid penetration can cause
serious injury and possible death. A pin hole leak can
cause severe injury. If f uid is injected into your skin,
you must get treatment immediately. Seek treatment
from a doctor that is familiar with this type of injury.
Containing Fluid Spillage
Care must be taken in order to ensure that f uids
are contained during performance of inspection,
maintenance, testing, adjusting and repair of the
engine. Make provision to collect the f uid with a
suitable container before any compartment is opened
or before any component is disassembled.
• Only use the tools that are suitable for collecting
f uids and equipment that is suitable for collecting
f uids.
SEBU8119-02
• Only use the tools that are suitable for containing
f uids and equipment that is suitable for containing
f uids.
Obey all local regulations for the disposal of liquids.
i02334785
Burn Prevention
Do not touch any part of an operating engine.
Allow the engine to cool before any maintenance is
performed on the engine.
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
After the engine has stopped, you must wait for 60
seconds in order to allow the fuel pressure to be
purged from the high pressure fuel lines before any
service or repair is performed on the engine fuel lines.
Allow the pressure to be purged in the air system, in
the hydraulic system, in the lubrication system, or in
the cooling system before any lines, f ttings or related
items are disconnected.
Coolant
When the engine is at operating temperature, the
engine coolant is hot. The coolant is also under
pressure. The radiator and all lines to the heaters or
to the engine contain hot coolant.
Any contact with hot coolant or with steam can cause
severe burns. Allow cooling system components to
cool before the cooling system is drained.
Check the coolant level after the engine has stopped
and the engine has been allowed to cool.
Ensure that the f ller cap is cool before removing the
f ller cap. The f ller cap must be cool enough to touch
with a bare hand. Remove the f ller cap slowly in
order to relieve pressure.
Cooling system conditioner contains alkali. Alkali can
cause personal injury. Do not allow alkali to contact
the skin, the eyes, or the mouth.
11
9
Safety Section
Burn Prevention
Oils
Hot oil and hot lubricating components can cause
personal injury. Do not allow hot oil to contact the
skin. Also, do not allow hot components to contact
the skin.
Batteries
Electrolyte is an acid. Electrolyte can cause personal
injury. Do not allow electrolyte to contact the skin or
the eyes. Always wear protective glasses for servicing
batteries. Wash hands after touching the batteries
and connectors. Use of gloves is recommended.
i02320721
Fire Prevention and Explosion
Prevention
g00704000
Illustration 9
All fuels, most lubricants, and some coolant mixtures
are f ammable.
Flammable f uids that are leaking or spilled onto hot
surfaces or onto electrical components can cause
a f re. Fire may cause personal injury and property
damage.
After the emergency stop button is operated ensure
that you allow 15 minutes, before the engine covers
are removed.
Determine whether the engine will be operated in an
environment that allows combustible gases to be
drawn into the air inlet system. These gases could
cause the engine to overspeed. Personal injury,
property damage, or engine damage could result.
If the application involves the presence of combustible
gases, consult your Perkins dealer and/or your
Perkins distributor for additional information about
suitable protection devices.
10 SEBU8119-02
Safety Section
Fire Prevention and Explosion Prevention

Remove all f ammable combustible materials or
conductive materials such as fuel, oil, and debris from
the engine. Do not allow any f ammable combustible
materials or conductive materials to accumulate on
the engine.
Oil f lters and fuel f lters must be correctly installed.
The f lter housings must be tightened to the correct
torque. Refer to the Disassembly and Assembly
manual for more information.

Store fuels and lubricants in correctly marked

containers away from unauthorized persons. Store
oily rags and any f ammable materials in protective
containers. Do not smoke in areas that are used for
storing f ammable materials.

Do not expose the engine to any f ame.

Exhaust shields (if equipped) protect hot exhaust

components from oil or fuel spray in case of a line,
a tube, or a seal failure. Exhaust shields must be
installed correctly.

Do not weld on lines or tanks that contain f ammable

f uids. Do not f ame cut lines or tanks that contain
f ammable f uid. Clean any such lines or tanks
thoroughly with a nonf ammable solvent prior to
welding or f ame cutting.

Wiring must be kept in good condition. All electrical Illustration 10

g00704059
wires must be correctly routed and securely attached.
Check all electrical wires daily. Repair any wires Use caution when you are refueling an engine. Do
that are loose or frayed before you operate the not smoke while you are refueling an engine. Do not
engine. Clean all electrical connections and tighten refuel an engine near open f ames or sparks. Always
all electrical connections. stop the engine before refueling.
Eliminate all wiring that is unattached or unnecessary.
Do not use any wires or cables that are smaller than
the recommended gauge. Do not bypass any fuses
and/or circuit breakers.

Arcing or sparking could cause a f re. Secure

connections, recommended wiring, and correctly
maintained battery cables will help to prevent arcing
or sparking.

Contact with high pressure fuel may cause f uid

penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.

After the engine has stopped, you must wait for 60

seconds in order to allow the fuel pressure to be
purged from the high pressure fuel lines before any
service or repair is performed on the engine fuel lines.
Ensure that the engine is stopped. Inspect all lines
and hoses for wear or for deterioration. The hoses
must be correctly routed. The lines and hoses must
have adequate support and secure clamps.
12
g00704135
Illustration 11
Gases from a battery can explode. Keep any open
f ames or sparks away from the top of a battery. Do
not smoke in battery charging areas.
Never check the battery charge by placing a metal
object across the terminal posts. Use a voltmeter or
a hydrometer.
SEBU8119-02
Incorrect jumper cable connections can cause
an explosion that can result in injury. Refer to
the Operation Section of this manual for specif c
instructions.
Do not charge a frozen battery. This may cause an
explosion.
The batteries must be kept clean. The covers
(if equipped) must be kept on the cells. Use the
recommended cables, connections, and battery box
covers when the engine is operated.
Fire Extinguisher
Make sure that a f re extinguisher is available. Be
familiar with the operation of the f re extinguisher.
Inspect the f re extinguisher and service the f re
extinguisher regularly. Obey the recommendations
on the instruction plate.
Lines, Tubes and Hoses
Do not bend high pressure lines. Do not strike high
pressure lines. Do not install any lines that are
damaged.
Leaks can cause f res. Consult your Perkins dealer
or your Perkins distributor for replacement parts.
Replace the parts if any of the following conditions
are present:
• High pressure fuel line or lines are removed.
• End f ttings are damaged or leaking.
• Outer coverings are chafed or cut.
• Wires are exposed.
• Outer coverings are ballooning.
• Flexible part of the hoses are kinked.
• Outer covers have embedded armoring.
• End f ttings are displaced.
Make sure that all clamps, guards, and heat shields
are installed correctly. During engine operation, this
will help to prevent vibration, rubbing against other
parts, and excessive heat.
13
11
Safety Section
Crushing Prevention and Cutting Prevention
i02143194
Crushing Prevention and
Cutting Prevention
Support the component correctly when work beneath
the component is performed.
Unless other maintenance instructions are provided,
never attempt adjustments while the engine is
running.
Stay clear of all rotating parts and of all moving
parts. Leave the guards in place until maintenance
is performed. After the maintenance is performed,
reinstall the guards.
Keep objects away from moving fan blades. The fan
blades will throw objects or cut objects.
When objects are struck, wear protective glasses in
order to avoid injury to the eyes.
Chips or other debris may f y off objects when objects
are struck. Before objects are struck, ensure that no
one will be injured by f ying debris.
i02235492
Mounting and Dismounting
Inspect the steps, the handholds, and the work area
before mounting the engine. Keep these items clean
and keep these items in good repair.
Mount the engine and dismount the engine only at
locations that have steps and/or handholds. Do not
climb on the engine, and do not jump off the engine.
Face the engine in order to mount the engine or
dismount the engine. Maintain a three-point contact
with the steps and handholds. Use two feet and one
hand or use one foot and two hands. Do not use any
controls as handholds.
Do not stand on components which cannot support
your weight. Use an adequate ladder or use a work
platform. Secure the climbing equipment so that the
equipment will not move.
Do not carry tools or supplies when you mount the
engine or when you dismount the engine. Use a hand
line to raise and lower tools or supplies.
12 SEBU8119-02
Safety Section
High Pressure Fuel Lines

i02668808

High Pressure Fuel Lines

Contact with high pressure fuel may cause f uid

penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.

Illustration 12
(1) High pressure line
(2) High pressure line
(3) High pressure line
g01341328
(4) High pressure line (7) High pressure fuel manifold (rail)
(5) High pressure line (8) High pressure line
(6) High pressure line

The high pressure fuel lines are the fuel lines that
are between the high pressure fuel pump and the
high pressure fuel manifold and the fuel lines that are
between the fuel manifold and cylinder head. These
fuel lines are different from fuel lines on other fuel
systems.
This is because of the following differences:
14
• The high pressure fuel lines are constantly charged
with high pressure.
• The internal pressures of the high pressure fuel
lines are higher than other types of fuel system.
• The high pressure fuel lines are formed to shape
and then strengthened by a special process.
SEBU8119-02
Do not step on the high pressure fuel lines. Do not
def ect the high pressure fuel lines. Do not bend or
strike the high pressure fuel lines. Deformation or
damage of the high pressure fuel lines may cause a
point of weakness and potential failure.
Do not check the high pressure fuel lines with the
engine or the starting motor in operation. After the
engine has stopped allow 60 seconds to pass in order
to allow the pressure to be purged before any service
or repair is performed on the engine fuel lines.
Do not loosen the high pressure fuel lines in order
to remove air from the fuel system. This procedure
is not required.
Visually inspect the high pressure fuel lines before
the engine is started. This inspection should be each
day.
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid
a f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
• Inspect the high pressure fuel lines for damage,
deformation, a nick, a cut, a crease, or a dent.
• Do not operate the engine with a fuel leak. If there
is a leak do not tighten the connection in order
to stop the leak. The connection must only be
tightened to the recommended torque. Refer to
Disassembly and Assembly, “Fuel injection lines -
Remove and Fuel injection lines - Install”.
• If the high pressure fuel lines are torqued correctly
and the high pressure fuel lines are leaking the
high pressure fuel lines must be replaced.
• Ensure that all clips on the high pressure fuel lines
are in place. Do not operate the engine with clips
that are damaged, missing or loose.
• Do not attach any other item to the high pressure
fuel lines.
• Loosened high pressure fuel lines must be
replaced. Also removed high pressure fuel lines
must be replaced. Refer to Disassembly and
assembly manual, “ Fuel Injection Lines - Install”.
15
13
Safety Section
Before Starting Engine
i02813489
Before Starting Engine
Before the initial start-up of an engine that is new,
serviced or repaired, make provision to shut the
engine off, in order to stop an overspeed. This may
be accomplished by shutting off the air and/or fuel
supply to the engine.
Overspeed shutdown should occur automatically for
engines that are controlled electronically. If automatic
shutdown does not occur, press the emergency stop
button in order to cut the fuel and/or air to the engine.
Inspect the engine for potential hazards.
Before starting the engine, ensure that no one is on,
underneath, or close to the engine. Ensure that the
area is free of personnel.
If equipped, ensure that the lighting system for the
engine is suitable for the conditions. Ensure that all
lights work correctly, if equipped.
All protective guards and all protective covers must
be installed if the engine must be started in order
to perform service procedures. To help prevent an
accident that is caused by parts in rotation, work
around the parts carefully.
Do not bypass the automatic shutoff circuits. Do not
disable the automatic shutoff circuits. The circuits are
provided in order to help prevent personal injury. The
circuits are also provided in order to help prevent
engine damage.
See the Service Manual for repairs and for
adjustments.
i02251260
Engine Starting
Do not use aerosol types of starting aids such as
ether. Such use could result in an explosion and
personal injury.
If a warning tag is attached to the engine start switch
or to the controls DO NOT start the engine or move
the controls. Consult with the person that attached
the warning tag before the engine is started.
14 SEBU8119-02
Safety Section
Engine Stopping

All protective guards and all protective covers must
be installed if the engine must be started in order
to perform service procedures. To help prevent an
accident that is caused by parts in rotation, work
around the parts carefully.
Start the engine from the operator’s compartment or
from the engine start switch.
Always start the engine according to the procedure
that is described in the Operation and Maintenance
Manual, “Engine Starting” topic in the Operation
Section. Knowing the correct procedure will help to
prevent major damage to the engine components.
Knowing the procedure will also help to prevent
personal injury.
To ensure that the jacket water heater (if equipped)
and/or the lube oil heater (if equipped) is working
correctly, check the water temperature gauge
and/or the oil temperature gauge during the heater
operation.
Engine exhaust contains products of combustion
which can be harmful to your health. Always start the
engine and operate the engine in a well ventilated
area. If the engine is started in an enclosed area,
vent the engine exhaust to the outside.
Note: The engine is equipped with a device for cold
starting. If the engine will be operated in very cold
conditions, then an extra cold starting aid may be
required. Normally, the engine will be equipped with
the correct type of starting aid for your region of
operation.
Stop the engine if an overspeed condition occurs
during the initial start-up of a new engine or an engine
that has been overhauled.
To stop an electronically controlled engine, cut the
power to the engine and/or shutting off the air supply
to the engine.
i02234878
Electrical System
Never disconnect any charging unit circuit or battery
circuit cable from the battery when the charging unit
is operating. A spark can cause the combustible
gases that are produced by some batteries to ignite.
To help prevent sparks from igniting combustible
gases that are produced by some batteries, the
negative “−” cable should be connected last from the
external power source to the negative “−” terminal
of the starting motor. If the starting motor is not
equipped with a negative “−” terminal, connect the
cable to the engine block.
Check the electrical wires daily for wires that
are loose or frayed. Tighten all loose electrical
connections before the engine is started. Repair all
frayed electrical wires before the engine is started.
See the Operation and Maintenance Manual for
specif c starting instructions.

These engines are equipped with a glow plug starting

aid in each individual cylinder that heats the intake
air in order to improve starting.

i02234873

Engine Stopping

Stop the engine according to the procedure in

the Operation and Maintenance Manual, “Engine
Stopping (Operation Section)” in order to avoid
overheating of the engine and accelerated wear of
the engine components.

Use the Emergency Stop Button (if equipped) ONLY

in an emergency situation. Do not use the Emergency
Stop Button for normal engine stopping. After an
emergency stop, DO NOT start the engine until the
problem that caused the emergency stop has been
corrected.

16
SEBU8119-02 15
Safety Section
Engine Electronics

Grounding Practices Uncontrolled electrical circuit paths can result in

damage to the crankshaft bearing journal surfaces
and to aluminum components.

Engines that are installed without engine-to-frame

ground straps can be damaged by electrical
discharge.

To ensure that the engine and the engine electrical

systems function correctly, an engine-to-frame
ground strap with a direct path to the battery must be
used. This path may be provided by way of a direct
engine ground to the frame.

The connections for the grounds should be tight and

free of corrosion. The engine alternator must be
grounded to the negative “-” battery terminal with
a wire that is adequate to handle the full charging
current of the alternator.

The power supply connections and the ground

connections for the engine electronics should always
g01162916 be from the isolator to the battery.
Illustration 13
Typical example
(1) Starting motor to engine block i02650954
(2) Ground to starting motor
(3) Ground to battery Engine Electronics

Tampering with the electronic system installation

or the OEM wiring installation can be dangerous
and could result in personal injury or death and/or
engine damage.

Electrical Shock Hazard. The electronic unit injec-

tors use DC voltage. The ECM sends this voltage
to the electronic unit injectors. Do not come in
contact with the harness connector for the elec-
tronic unit injectors while the engine is operating.
Failure to follow this instruction could result in
personal injury or death.

g01162918
Illustration 14
This engine has a comprehensive, programmable
Typical example Engine Monitoring System. The Electronic Control
(4) Ground to engine Module (ECM) has the ability to monitor the engine
(5) Ground to battery operating conditions. If any of the engine parameters
extend outside an allowable range, the ECM will
Correct grounding for the engine electrical system initiate an immediate action.
is necessary for optimum engine performance
and reliability. Incorrect grounding will result in The following actions are available for engine
uncontrolled electrical circuit paths and in unreliable monitoring control:
electrical circuit paths.
• Warning
17
16 SEBU8119-02
Safety Section
Engine Electronics

• Derate
• Shutdown
The following monitored engine operating conditions
have the ability to limit engine speed and/or the
engine power:

• Engine Coolant Temperature

• Engine Oil Pressure
• Engine Speed/Timing
• Intake Manifold Air Temperature
The Engine Monitoring package can vary for different
engine models and different engine applications.
However, the monitoring system and the engine
monitoring control will be similar for all engines.

Note: Many of the engine control systems and display

modules that are available for Perkins Engines will
work in unison with the Engine Monitoring System.
Together, the two controls will provide the engine
monitoring function for the specif c engine application.
Refer to Troubleshooting for more information on the
Engine Monitoring System.

18
SEBU8119-02
Product Information
Section
General Information
i01889424
Welding on Engines with
Electronic Controls
NOTICE
Proper welding procedures are necessary in order
to avoid damage to the engine’s ECM, sensors, and
associated components. When possible, remove the
component from the unit and then weld the compo-
nent. If removal of the component is not possible,
the following procedure must be followed when you
weld with a unit that is equipped with an Electronic
Engine. The following procedure is considered to be
the safest procedure to weld a component. This pro-
cedure should provide a minimum risk of damage to
electronic components.
NOTICE
Do not ground the welder to electrical components
such as the ECM or sensors. Improper grounding can
cause damage to the drive train bearings, hydraulic
components, electrical components, and other com-
ponents.
Clamp the ground cable from the welder to the com-
ponent that will be welded. Place the clamp as close
as possible to the weld. This will help reduce the pos-
sibility of damage.
1. Stop the engine. Turn the switched power to the
OFF position.
2. Disconnect the negative battery cable from the
battery. If a battery disconnect switch is provided,
open the switch.
3. Disconnect the J1/P1 connectors from the ECM.
Move the harness to a position that will not allow
the harness to accidentally move back and make
contact with any of the ECM pins.
19
17
Product Information Section
General Information
Illustration 15
g00765012
Use the example above. The current f ow from the welder to
the ground clamp of the welder will not cause damage to any
associated components.
(1) Engine
(2) Welding rod
(3) Keyswitch in the OFF position
(4) Battery disconnect switch in the open position
(5) Disconnected battery cables
(6) Battery
(7) Electrical/Electronic component
(8) Maximum distance between the component that is being
welded and any electrical/electronic component
(9) The component that is being welded
(10) Current path of the welder
(11) Ground clamp for the welder
4. Connect the welding ground cable directly to the
part that will be welded. Place the ground cable as
close as possible to the weld in order to reduce the
possibility of welding current damage to bearings,
hydraulic components, electrical components, and
ground straps.
Note: If electrical/electronic components are used
as a ground for the welder, or electrical/electronic
components are located between the welder ground
and the weld, current f ow from the welder could
severely damage the component.
5. Protect the wiring harness from welding debris
and spatter.
6. Use standard welding practices to weld the
materials.
18 SEBU8119-02
Product Information Section
Model Views

Model Views
i02786384

Model View Illustrations

The following model views show typical features

of the engine. Due to individual applications, your
engine may appear different from the illustrations.

Note: Only major components are identif ed on the

following illustrations.

g01391892
Illustration 16
Front left engine view
(1) Fuel manifold (Rail) (6) Hand primer (11) Water pump
(2) Canister for the crankcase breather (7) Primary fuel f lter (12) Damper
(3) Electronic control module (8) Oil sampling valve (13) Fan
(4) P2 connector (9) Oil f lter (14) Fan pulley
(5) Secondary fuel f lter (10) Fuel pump (15) Belt tensioner

20
SEBU8119-02 19
Product Information Section
Model Views

g01391893
Illustration 17
Rear right engine view
(16) Oil gauge (21) Exhaust manifold (26) Oil pan
(17) Air intake (22) Exhaust elbow (27) Drain plug (oil)
(18) Oil f ller (23) Turbocharger (28) Drain plug or coolant sampling valve
(19) Front lifting eye (24) Wastegate solenoid (29) Breather
(20) Alternator (25) Starting motor (30) Rear lifting eye

i02715685 Engine Specif cations

Engine Description Note: The front end of the engine is opposite the
f ywheel end of the engine. The left and the right
sides of the engine are determined from the f ywheel
The 1106 Electronic Engine model PJ is designed end. The number 1 cylinder is the front cylinder.
for the following applications: machine and industrial
mobile equipment. The engine is available in the
following type of aspiration:

• Turbocharged aftercooled
• Four stroke cycle
• In-line 6 cylinder

21
20 SEBU8119-02
Product Information Section
Model Views

• Automatic air/fuel ratio control

• Torque rise shaping
• Injection timing control
• System diagnostics
For more information on electronic engine features,
refer to the Operation and Maintenance Manual,
“Features and Controls” topic (Operation Section).

Engine Diagnostics
Illustration 18
g01127295 The engine has built-in diagnostics in order to ensure
1106 Electronic Engine model PJ
that the engine systems are functioning correctly. The
operator will be alerted to the condition by a “Stop or
(A) Exhaust valves
(B) Inlet valves
Warning” lamp. Under certain conditions, the engine
horsepower and the vehicle speed may be limited.
Table 1 The electronic service tool may be used to display
the diagnostic codes.
1106 Electronic Engine Model PJ Specif cations
Operating Range (rpm) 900 to 2800(1) There are three types of diagnostic codes: active,
logged, and event.
Number of Cylinders 6 In-Line
Bore 105 mm (4.13 inch) Most of the diagnostic codes are logged and stored
in the ECM. For additional information, refer to
Stroke 127 mm (5.0 inch) the Operation and Maintenance Manual, “Engine
Aspiration Turbocharged aftercooled Diagnostics” topic (Operation Section).
Compression Ratio 16.2:1 The ECM provides an electronic governor that
Displacement 6.6 L (403 in3) controls the injector output in order to maintain the
desired engine rpm.
Firing Order 1-5-3-6-2-4
Rotation (f ywheel end) Counterclockwise Engine Cooling and Lubrication
Valve Lash Setting (Inlet) 0.35 mm (0.013 inch)
The cooling system consists of the following
Valve Lash Setting components:
0.35 mm (0.013 inch)
(Exhaust)
(1) The operating rpm is dependent on the engine rating, the • Gear-driven centrifugal water pump
application and the conf guration of the throttle.
• Water temperature regulator which regulates the
Electronic Engine Features engine coolant temperature

The engine operating conditions are monitored. • Gear-driven rotor type oil pump
The Electronic Control Module (ECM) controls the
response of the engine to these conditions and to • Oil cooler
the demands of the operator. These conditions and
operator demands determine the precise control of The engine lubricating oil is supplied by a rotor type
fuel injection by the ECM. The electronic engine oil pump. The engine lubricating oil is cooled and the
control system provides the following features: engine lubricating oil is f ltered. The bypass valve
can provide unrestricted f ow of lubrication oil to
• Engine monitoring the engine if the oil f lter element should become
plugged.
• Engine speed governing
• Control of the injection pressure
• Cold start strategy
22
SEBU8119-02 21
Product Information Section
Model Views

Engine eff ciency, eff ciency of emission controls, and

engine performance depend on adherence to proper
operation and maintenance recommendations.
Engine performance and eff ciency also depend on
the use of recommended fuels, lubrication oils, and
coolants. Refer to this Operation and Maintenance
Manual, “Maintenance Interval Schedule” for more
information on maintenance items.

23
22 SEBU8119-02
Product Information Section
Product Identif cation Information

Product Identif cation Serial Number Plate (1)

Information The engine serial number plate is located on the
left side of the cylinder block to the rear of the front
engine mounting.
i02650956

Plate Locations and Film

Locations

g01094203
Illustration 20
Serial number plate

i02164876

Reference Numbers

Information for the following items may be needed to

order parts. Locate the information for your engine.
g01331472
Record the information in the appropriate space.
Illustration 19 Make a copy of this list for a record. Keep the
Location of the serial number plate information for future reference.

Perkins engines are identif ed by an engine serial

number.
Record for Reference
An example of an engine number is PJ*****U000001J. Engine Model _______________________________________________

***** ____________________ The list number for the engine Engine Serial number _____________________________________

Engine Low Idle rpm ______________________________________

PJ __________________________________________Type of engine

U ____________________________Built in the United Kingdom Engine Full Load rpm _____________________________________

000001 ___________________________Engine Serial Number Primary Fuel Filter _________________________________________

Water Separator Element ________________________________

J _____________________________________Year of Manufacture

Perkins dealers or Perkins distributors need all of Secondary Fuel Filter Element __________________________
these numbers in order to determine the components
that were included with the engine. This permits Lubrication Oil Filter Element ___________________________
accurate identif cation of replacement part numbers.
Auxiliary Oil Filter Element _______________________________
The numbers for fuel setting information for electronic
engines are stored within the f ash f le. These Total Lubrication System Capacity _____________________
numbers can be read by using the electronic service
tool. Total Cooling System Capacity _________________________

Air Cleaner Element _______________________________________

24
SEBU8119-02 23
Product Information Section
Product Identif cation Information

Fan Drive Belt ______________________________________________

Alternator Belt ______________________________________________

i02894856

Emissions Certif cation Film

Label for compliant engines

Typical examples of emissions labels

g01440937
Illustration 21

25
24 SEBU8119-02
Operation Section
Lifting and Storage

Operation Section Some removals require lifting the f xtures in order to

obtain correct balance and safety.

To remove the engine ONLY, use the lifting eyes that

Lifting and Storage are on the engine.

Lifting eyes are designed and installed for specif c

i02164186 engine arrangements. Alterations to the lifting eyes
and/or the engine make the lifting eyes and the lifting
Engine Lifting f xtures obsolete. If alterations are made, ensure
that correct lifting devices are provided. Consult
your Perkins dealer or your Perkins distributor for
information regarding f xtures for correct engine
lifting.

i02308881

Engine Storage

If the engine is not started for a month or longer the

lubricating oil will drain from the cylinder walls and
from the piston rings. Rust can form on the cylinder
walls. Rust on the cylinder walls will cause increased
engine wear and a reduction in engine service life.

Perkins are not responsible for damage which may

occur when an engine is in storage after a period in
service.

Your Perkins dealer or your Perkins distributor can

assist in preparing the engine for extended storage
periods.

If an engine is out of operation and if use of the

engine is not planned for more than one month, a
complete protection procedure is recommended.

Illustration 22
g01097527
NOTICE
Never bend the eyebolts and the brackets. Only load
the eyebolts and the brackets under tension. Remem-
ber that the capacity of an eyebolt is less as the angle
between the supporting members and the object be-
comes less than 90 degrees.
When it is necessary to remove a component at an
angle, only use a link bracket that is properly rated for
the weight.
Use a hoist to remove heavy components. Use
an adjustable lifting beam to lift the engine. All
supporting members (chains and cables) should be
parallel to each other. The chains and cables should
be perpendicular to the top of the object that is being
lifted.
To help prevent excessive engine wear and corrosion
to the engine, use the following guidelines:
1. Completely clean the outside of the engine.
2. Ensure that the vehicle is on level ground.
3. Drain the fuel system completely and ref ll
the system with preservative fuel. 1772204
POWERPART Lay-Up 1 can be mixed with
the normal fuel in order to change the fuel into
preservative fuel.
If preservative fuel is not available, the fuel system
can be f lled with normal fuel. This fuel must be
discarded at the end of the storage period together
with the fuel f lter elements.

26
SEBU8119-02 25
Operation Section
Lifting and Storage

9. If equipped, replace the crankcase breather

element. Seal the end of the breather pipe.
Personal injury can result from hot coolant. Any
10. Remove the valve mechanism cover. Spray
contact with hot coolant or with steam can cause
1762811 POWERPART Lay-Up 2 around the
severe burns. Allow cooling system components
rocker shaft assembly.
to cool before the cooling system is drained.
11. Remove the glow plugs. Slowly rotate the
4. Drain and ref ll the cooling system. Refer to this crankshaft. By checking the valves, position the
Operation and Maintenance Manual, “Cooling piston at BDC. Spray 1762811 POWERPART
System coolant (Commercial Heavy Duty - Lay-Up 2 for two seconds into the cylinder bore.
Change or Cooling System coolant (ELC) - This procedure must be carried out on each
Change” for information on draining, f ushing and cylinder.
ref lling the cooling system.
12. Install the glow plugs. Install the valve mechanism
cover.

13. Remove the pipes that are installed between

Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
the air f lter assembly and the turbocharger.
Spray 1762811 POWERPART Lay-Up 2 into
the turbocharger. The duration of the spray is
printed on the container. Seal the turbocharger
with waterproof tape.

5. Operate the engine until the engine reaches
normal operating temperature. Stop the engine.
After the engine has stopped, you must wait for 60
seconds in order to allow the fuel pressure to be
purged from the high pressure fuel lines before any
service or repair is performed on the engine fuel
lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel
system and from the cooling, lubrication or air
systems. Replace any high pressure fuel line that
has leaked. Refer to Disassembly and assembly
Manual, “Fuel Injection Lines - Install”.
6. Drain the lubricating oil from the oil pan.
Renew the canister(s) of the lubricating oil f lter.
14. Remove the exhaust pipe from the output side of
the turbocharger. Spray 1762811 POWERPART
Lay-Up 2 into the turbocharger. The duration of
the spray is printed on the container. Seal the
turbocharger with waterproof tape.
15. Seal the vent of the fuel tank or the fuel f ller cap
with waterproof tape.
16. Remove the alternator drive belt and put the drive
belt into storage.
17. In order to prevent corrosion to the outside
of the engine, spray the engine with 1734115
POWERPART Lay-Up 3. Do not spray the area
inside the alternator.

Fill the oil pan to the Full Mark on the engine oil
level gauge with new, clean lubricating oil. Add
1762811 POWERPART Lay-Up 2 to the oil in
order to protect the engine against corrosion. If
1762811 POWERPART Lay-Up 2 is not available,
use a preservative of the correct specif cation
instead of the lubricating oil. If a preservative is
used, this must be drained completely at the end
of the storage period and the oil pan must be
ref lled to the correct level with normal lubricating
oil.

7. Operate the engine in order to circulate engine oil.

8. Disconnect the battery. Ensure that the battery is

in a fully charged condition. Protect the terminals
against corrosion. 1734115 POWERPART
Lay-Up 3 can be used on the terminals. Put the
battery into safe storage.

27
26
Operation Section
Gauges and Indicators
Gauges and Indicators
i02717240
Gauges and Indicators
Your engine may not have the same gauges or all of
the gauges that are described. For more information
about the gauge package, see the OEM information.
Gauges provide indications of engine performance.
Ensure that the gauges are in good working order.
Determine the normal operating range by observing
the gauges over a period of time.
Noticeable changes in gauge readings indicate
potential gauge or engine problems. Problems may
also be indicated by gauge readings that change
even if the readings are within specif cations.
Determine and correct the cause of any signif cant
change in the readings. Consult your Perkins dealer
or your Perkins distributor for assistance.
Some engine applications are equipped with Indicator
Lamps. Indicator lamps can be used as a diagnostic
aid. There are two lamps. One lamp has an orange
lens and the other lamp has a red lens.
These indicator lamps can be used in two ways:
• The indicator lamps can be used to identify the
current operational status of the engine. The
indicator lamps can also indicate that the engine
has a fault. This system is automatically operated
via the ignition switch.
• The indicator lamps can be used to identify active
diagnostic codes. This system is activated by
pressing the Flash Code button.
Refer to the Troubleshooting Guide, “Indicator
Lamps” for further information.
NOTICE
If no oil pressure is indicated, STOP the engine. If
maximum coolant temperature is exceeded, STOP
the engine. Engine damage can result.
Engine Oil Pressure – The oil pressure
should be greatest after a cold engine is
started. The typical engine oil pressure with
SAE10W40 is 350 to 450 kPa ( 50 to 65 psi) at rated
rpm.
A lower oil pressure is normal at low idle. If the load
is stable and the gauge reading changes, perform
the following procedure:
28
SEBU8119-02
1. Remove the load.
2. Stop the engine.
3. Check and maintain the oil level.
Jacket Water Coolant Temperature –
Typical temperature range is 83° to 95°C
(181.4° to 171°F). The maximum allowable
temperature at sea level with the pressurized cooling
system at 48 kPa (7 psi) is 103 °C (217.4 °F). Higher
temperatures may occur under certain conditions.
The water temperature reading may vary according
to load. The temperature reading should never
exceed 7 °C (44.6 °F) below the boiling point for the
pressurized system that is being used.
A 100 kPa (14.5 psi) radiator cap may be installed on
the cooling system. The temperature of this cooling
system must not exceed 112 °C (233.6 °F).
If the engine is operating above the normal range
and steam becomes apparent, perform the following
procedure:
1. Reduce the load and the engine rpm.
2. Determine if the engine must be shut down
immediately or if the engine can be cooled by
reducing the load.
3. Inspect the cooling system for leaks.
Tachometer – This gauge indicates engine
speed (rpm). When the throttle control lever
is moved to the full throttle position without
load, the engine is running at high idle. The engine is
running at the full load rpm when the throttle control
lever is at the full throttle position with maximum
rated load.
NOTICE
To help prevent engine damage, never exceed the
high idle rpm. Overspeeding can result in serious
damage to the engine. Operation at speeds exceed-
ing high idle rpm should be kept to a minimum.
Ammeter – This gauge indicates the
amount of charge or discharge in the
battery charging circuit. Operation of the
indicator should be to the “+” side of “0” (zero).
Fuel Level – This gauge indicates the fuel
level in the fuel tank. The fuel level gauge
operates when the “START/STOP” switch
is in the “on” position.
SEBU8119-02 27
Operation Section
Gauges and Indicators

Service Hour Meter – The gauge indicates

total operating hours of the engine.

29
28
Operation Section
Features and Controls
Features and Controls
i02651062
Monitoring System
If the Shutdown mode has been selected and the
warning indicator activates, engine shutdown may
take as little as 20 seconds from the time the warn-
ing indicator is activated. Depending on the ap-
plication, special precautions should be taken to
avoid personal injury. The engine can be restarted
following shutdown for emergency maneuvers, if
necessary.
NOTICE
The Engine Monitoring System is not a guarantee
against catastrophic failures. Programmed delays
and derate schedules are designed to minimize false
alarms and provide time for the operator to stop the
engine.
The following parameters are monitored:
• Coolant temperature
• Intake air temperature
• Engine intake manifold pressure
• Engine Oil pressure
• Pressure in the fuel rail
• Engine speed/timing
Programmable Options and
Systems Operation
If the Warning/Derate/Shutdown mode has been
selected and the warning indicator activates,
bring the engine to a stop whenever possible. De-
pending on the application, special precautions
should be taken to avoid personal injury.
The engine can be programmed to the following
modes:
30
SEBU8119-02
“Warning”
The “Warning” lamp and the warning signal (orange
lamp) turn “ON” and the warning signal is activated
continuously in order to alert the operator that one or
more of the engine parameters is not within normal
operating range.
“Warning/Derate”
The “Diagnostic” lamp turns “ON” and the warning
signal (red lamp) is activated. After the warning, the
engine power will be derated. The warning lamp will
begin to f ash when the derating occurs.
The engine will be derated if the engine exceeds
preset operational limits. The engine derate is
achieved by restricting the amount of fuel that is
available for each injection. The amount of this
reduction of fuel is dependent on the severity of the
fault that has caused the engine derate, typically up
to a limit of 50%. This reduction in fuel results in a
predetermined reduction in engine power.
“Warning/Derate/Shutdown”
The “Diagnostic” lamp turns “ON” and the warning
signal (red lamp) is activated. After the warning,
the engine power will be derated. The engine will
continue at the rpm of the set derate until a shutdown
of the engine occurs. The engine can be restarted
after a shutdown for use in an emergency.
A shutdown of the engine may occur in as little
as 20 seconds. The engine can be restarted after
a shutdown for use in an emergency. However,
the cause of the initial shutdown may still exist.
The engine may shut down again in as little as 20
seconds.
If there is a signal for low oil pressure or for coolant
temperature, there will be a two second delay in
order to verify the condition.
For each of the programmed modes, refer to
Troubleshooting , “Indicator Lamps” for more
information on Indicator Lamps.
For more information or assistance for repairs, consult
your Perkins dealer or your Perkins distributor.
SEBU8119-02 29
Operation Section
Features and Controls

i02296746

Monitoring System

Table 2
Warning Shutdown
Lamp Status Description of lamp status Engine Status
Lamp Lamp
Lamp check When the engine start switch is turned to the The engine has not been
ON ON “ON” position both lamps will illuminate for 2 started.
seconds only.
No faults There are no active diagnostic faults. The engine is running
OFF OFF
normally.
Active An active diagnostic fault has been detected. The engine is running
ON OFF diagnostic normally.
fault
Active A serious active diagnostic fault has been The engine is running
ON FLASHING diagnostic detected and an engine derate has been but the engine has been
fault invoked. derated.
Warning One or more of the engine protection values The engine is running
FLASHING OFF
has been exceeded. normally.
Derate and One or more of the engine protection values The engine is running
FLASHING FLASHING warning has been exceeded. but the engine has been
derated.
Engine One or more of the engine protection values has The engine is shutdown or
ON ON shutdown been exceeded or a serious active diagnostic shutdown is imminent.
fault has been detected.

i02788240

Sensors and Electrical

Components

Sensor Locations
Illustration 23 shows the typical locations of the
sensors on the engine. Specif c engines may appear
different from the illustration due to differences in
applications. The location of the Electronic Control
Module (ECM) is illustrated.

31
30 SEBU8119-02
Operation Section
Features and Controls

Illustration 23
(1) Coolant temperature sensor
(2) Intake manifold air temperature sensor
(3) Intake manifold pressure sensor
g01392818
(4) Fuel pressure sensor (7) Primary position sensor
(5) Electronic control module (ECM) (8) Secondary position sensor
(6) Oil pressure sensor

32
SEBU8119-02 31
Operation Section
Features and Controls

g01330220
Illustration 24
(1) Coolant temperature sensor (3) Intake manifold pressure sensor (5) Electronic control module (ECM)
(2) Intake manifold air temperature sensor (4) Fuel pressure sensor

g01330325
Illustration 25
(6) Engine oil pressure sensor (7) Primary speed/timing sensor (8) Secondary speed/timing sensor
33
32 SEBU8119-02
Operation Section
Features and Controls

Illustration 24 and illustration 25 shows the sensors Failure of the Coolant Temperature
and the ECM in position on the engine. Sensor

Failure of Sensors
All Sensors
A failure of any of the sensors may be caused by one
of the following malfunctions:
• Sensor output is open.
• Sensor output is shorted to “- battery” or “+ battery”.
• Measured reading of the sensor is out of the
specif cation.
Programmable Monitoring System
(PMS)
The Programmable Monitoring System determines
the level of action that is taken by the Engine Control
Module (ECM) (5) in response to a condition that can
damage the engine. These conditions are identif ed
by the ECM from the signals that are produced from
the following sensors.
• Coolant Temperature Sensor
• Intake manifold Air Temperature Sensor
The ECM (5) will detect a failure of the coolant
temperature sensor. The diagnostic lamp will warn the
operator about the status of the coolant temperature
sensor. A failure of the coolant temperature sensor
will not cause a shutdown of the engine or any
horsepower change. In order to check the correct
operation of the sensor, refer to Troubleshooting,
“Engine Temperature Sensor Circuit - Test”.
Intake Manifold Air Temperature
Sensor 2
The intake manifold air temperature sensor measures
the intake air temperature. A signal is sent to the
ECM (5). The intake manifold air temperature sensor
is also used by the ECM to determine initiation of the
Cold Start Strategy.
In order to check the correct operation of the sensor,
refer to Troubleshooting, “EngineTemperature Sensor
Circuit - Test”.
Intake Manifold Pressure Sensor 3
The intake manifold pressure sensor measures
pressure in the manifold. A signal is sent to the ECM
(5).

• Intake manifold Pressure Sensor Fuel Pressure Sensor 4

• Fuel Pressure Sensor The fuel pressure sensor measures the fuel pressure
in the fuel manifold. A signal is sent to the ECM (5).
• Engine Oil Pressure Sensor
• Primary Speed/Timing Sensor Electronic Control Module 5
• Secondary Speed/Timing Sensor The ECM is the control computer of the engine. The
ECM provides power to the electronics. The ECM
monitors data that is input from the sensors of the
Coolant Temperature Sensor 1 engine. The ECM acts as a governor in order to
control the speed and the power of the engine.
The coolant temperature sensor monitors engine
coolant temperature. The output of the ECM (5) can The ECM adjusts injection timing and fuel pressure
indicate a high coolant temperature through a relay
for the best engine performance, the best fuel
or a lamp. The coolant temperature sensor is used
economy and the best control of exhaust emissions.
by the ECM to determine initiation of the Cold Start
Condition.
Engine Oil Pressure Sensor 6
The engine oil pressure sensor is an absolute
pressure sensor that measures the engine oil
pressure in the main oil gallery. The engine oil
pressure sensor detects engine oil pressure for
diagnostic purposes. The engine oil pressure sensor
sends a signal to the ECM (5).

34
SEBU8119-02 33
Operation Section
Features and Controls

Low Oil Pressure Warning Secondary Speed/Timing Sensor 8

The setpoint for the low pressure warning is
dependent upon the engine speed. The fault will be
active and logged only if the engine has been running
for more than 8 seconds.
Very Low Oil Pressure Warning
The signal from the secondary speed/timing sensor
is used by the ECM (5) on engine start-up in order
to check the stroke of the pistons. The secondary
speed/timing sensor may be used by the ECM
in order to operate the engine if the primary
speed/timing sensor is faulty.

The very low oil pressure setpoint is dependent In order to check the correct operation of the sensor,
upon the engine speed. If the DERATE mode of the refer to Troubleshooting, “Engine speed/Timing
engine monitoring system is selected, the ECM (5) sensor-Test”.
will derate the engine power. The engine horsepower
will be limited. i02858345

Failure of the Engine Oil Pressure Sensor Engine Shutoffs and Engine
The ECM (5) will detect failure of the engine oil
Alarms
pressure sensor. The diagnostic lamp warns the user
about the status of the engine oil pressure sensor.
The engine oil pressure related strategies will be
disabled in the event of a failure of the engine oil Shutoffs
pressure sensor. A failure of the engine oil pressure
sensor will not cause a shutdown of the engine or The shutoffs are electrically operated or mechanically
any horsepower change. In order to check the correct operated. The electrically operated shutoffs are
operation of the sensor, refer to Troubleshooting, “5 controlled by the ECM.
Volt Sensor Supply Circuit - Test”.
Shutoffs are set at critical levels for the following
items:
Primary Speed/Timing Sensor 7
If the ECM (5) does not receive a signal from the
• Operating temperature
primary speed/timing sensor , the “DIAGNOSTIC”
lamp will indicate a diagnostic fault code which will be
• Operating pressure
logged in the ECM memory.
• Operating level
If the ECM does not receive a signal from the primary
speed/timing sensor (7), the ECM will read the signal
• Operating rpm
from the secondary speed/timing sensor (8). The The particular shutoff may need to be reset before
ECM continually checks in order to determine if there the engine will start.
is a signal from both sensors.

Intermittent failure of the sensors will cause erratic NOTICE

engine control. Always determine the cause of the engine shutdown.
Make necessary repairs before attempting to restart
the engine.
Failure of the Primary Speed/Timing
Sensor
Be familiar with the following items:
Correct operation of the primary speed/timing
sensor is essential. Software in the ECM protects • Types and locations of shutoff
against reverse running of the engine. If the primary
speed/timing sensor fails there is no automatic • Conditions which cause each shutoff to function
protection against reverse running. In some
applications, it is possible for the transmission to • The resetting procedure that is required to restart
run the engine in reverse. In this event, Stop the the engine
engine immediately. Turn the keyswitch to the “OFF”
position. Alarms
In order to check the correct operation of the sensor, The alarms are electrically operated. The operation
refer to Troubleshooting, “Engine speed/Timing of the alarms are controlled by the ECM.
sensor - Test”.
35
34 SEBU8119-02
Operation Section
Features and Controls

The alarm is operated by a sensor or by a switch.
When the sensor or the switch is activated a signal
is sent to the ECM. An event code is created by
the ECM. The ECM will send a signal in order to
illuminate the lamp.
If corrective measures are not taken within a
reasonable time, engine damage could result. The
alarm will continue until the condition is corrected.
The alarm may need to be reset.

Your engine may be equipped with the following

Testing
sensors or switches:
Turning the keyswitch to the ON position will check
the indicator lights on the control panel. All the
Coolant level – The low coolant level switch indicator lights will be illuminated for two seconds
indicates when the coolant level is low.
after the keyswitch is operated. Replace suspect
bulbs immediately.
Coolant temperature – The coolant temperature
sensor indicates high jacket water coolant
Refer to Troubleshooting for more information.
temperature.

Intake manifold air temperature – The intake i02237393

manifold air temperature sensor indicates high intake
air temperature. Overspeed
Intake manifold pressure – The intake manifold
pressure sensor checks the rated pressure in the
engine manifold. An overspeed condition is detected by the Electronic
Control Module (ECM). The event code will be
Fuel rail pressure – The fuel rail pressure sensor logged if the engine speed exceeds 3000 rpm. The
checks for high pressure or low pressure in the fuel “DIAGNOSTIC” lamp will indicate a diagnostic active
rail. code. The diagnostic active code will remain active
until the engine speed drops to 2800 rpm.
Engine oil pressure – The engine oil pressure
sensor indicates when oil pressure drops below rated
system pressure, at a set engine speed.

Engine overspeed – The primary speed/timing

sensor checks the engine speed. The alarm is
activated at 3000 RPM.

Air f lter restriction – The switch checks the air

f lter when the engine is operating.

User def ned switch – This switch can shut down

the engine remotely.

Water in fuel switch – This switch checks for water

in the primary fuel f lter when the engine is operating.

Note: The sensing element of the coolant

temperature switch must be submerged in coolant
in order to operate.

Engines may be equipped with alarms in order

to alert the operator when undesirable operating
conditions occur.

NOTICE
When an alarm is activated, corrective measures must
be taken before the situation becomes an emergency
in order to avoid possible engine damage.

36
SEBU8119-02
Engine Diagnostics
i02651093
Self-Diagnostics
Perkins electronic engines have the capability to
perform a self-diagnostics test. When the system
detects an active problem, a diagnostic lamp
is activated. Diagnostic codes will be stored in
permanent memory in the Electronic Control Module
(ECM). The diagnostic codes can be retrieved
by using the electronic service tool. Refer to
Troubleshooting , “Electronic Service Tools” for
further information.
Some installations have electronic displays that
provide direct readouts of the engine diagnostic
codes. Refer to the manual that is provided
by the OEM for more information on retrieving
engine diagnostic codes. Alternatively refer to
Troubleshooting , “Indicator Lamps” for further
information.
Active codes represent problems that currently exist.
These problems should be investigated f rst.
Logged codes represent the following items:
• Intermittent problems
• Recorded events
• Performance history
The problems may have been repaired since the
logging of the code. These codes do not indicate that
a repair is needed. The codes are guides or signals
when a situation exists. Codes may be helpful to
troubleshoot problems.
When the problems have been corrected, the
corresponding logged fault codes should be cleared.
i02651107
Diagnostic Lamp
A diagnostic lamp is used to indicate the existence of
an active fault. Refer to Troubleshooting , “Indicator
Lamps” for more information. A fault diagnostic
code will remain active until the problem is repaired.
The diagnostic code may be retrieved by using the
electronic service tool. Refer to Troubleshooting ,
“Electronic Service Tools” for more information.
37
35
Operation Section
Engine Diagnostics
i02857828
Diagnostic Flash Code
Retrieval
“Diagnostic” Lamp
Use the “DIAGNOSTIC” lamp or an electronic service
tool to determine the diagnostic f ash code.
Use the following procedure to retrieve the f ash
codes if the engine is equipped with a “DIAGNOSTIC”
lamp:
1. Move the keyswitch from the on/off two times
within three seconds.
A f ashing YELLOW lamp indicates a 3 digit code for
the engine. The sequence of f ashes represents the
system diagnostic message. Count the f rst sequence
of f ashes in order to determine the f rst digit of the
f ash code. After a two second pause, the second
sequence of f ashes will identify the second digit of
the f ash code. After the second pause, the third
sequence of f ashes will identify the f ash code.
Any additional f ash codes will follow after a pause.
These codes will be displayed in the same manner.
Flash Code 551 indicates that No Detected Faults
have occurred since the ignition keyswitch has been
turned to the ON position.
For further information, assistance for repairs, or
troubleshooting, refer to the Service Manual or
consult your Perkins distributor.
Table3 lists the f ash codes and the table also gives a
brief description of the f ash codes.
Note: Table3 indicates the potential effect on engine
performance with “ACTIVE” f ash codes.
Some codes record events. Also, some codes
may also indicate that a mechanical system needs
attention. Troubleshooting is not required for code
“551”. Code 001 will not display a f ash code. Some
codes will limit the operation or the performance of
the engine.
Table3 indicates the potential effect on the engine
performance with active f ash codes. Table 3 also
forms a list of Electronic diagnostic codes and
descriptions.
36 SEBU8119-02
Operation Section
Engine Diagnostics

Table 3
Flash Codes for 1106D Industrial Engine (1)

Diagnostic Effect On Engine Performance (2) Suggested Operator

Flash Code Action
Description Engine Low Reduced Engine Service (3) Schedule
Misf re Power Engine Shutdown a Service.
Speed (4)

111 No. 1 Injector Fault X X X

112 No. 2 Injector Fault X X X
113 No. 3 Injector Fault X X X
114 No. 4 Injector Fault X X X
115 No. 5 Injector Fault X X X
116 No. 6 Injector Fault X X X
133 Intake Manifold Air X X
Temperature sensor
fault (5)
141 Primary Engine X X
Speed/Timing Sensor
Fault (6)
142 Secondary Engine X
Speed/Timing Sensor
Fault
143 Engine Timing X X
Calibration Fault
144 Engine Operation Mode X X
Selector Switch Fault
151 High Air Filter X X
Restriction
154 Throttle Position sensor X X
Fault
155 Secondary Throttle X X
Position sensor Fault
157 Engine Oil Pressure X X
Sensor Fault
159 Fuel Rail Pressure X X
Sensor Fault
162 Fuel Rail Pressure X X X
Valve Solenoid Fault
168 Engine Coolant X
Temperature Sensor
Faul
169 Low Engine Coolant X X
177 Turbo Wastegate X
Actuator Fault
185 High Exhaust X X
Temperature
197 Intake Manifold Boost X X
Pressure Fault
(continued)

38
SEBU8119-02 37
Operation Section
Engine Diagnostics

(Table 3, contd)
199 Glow Plug Start Relay X
Fault
415 Incorrect Engine X X X
Software
426 Machine Security X
System Module Fault (6)
429 Ignition Key Switch X
Fault
511 ECM Power Supply X X X X
Voltage Fault
514 SAE J1939 Data Link X X
Fault
516 5 Volt Sensor DC X X
Power Supply Fault
517 8 Volt Sensor DC X X
Power Supply Fault
527 Customer/System X X X
Parmeter Fault
(1) If warning lamps are installed refer to this table. For installations that have electronic displays, refer to the OEM for information.
(2)An “X” indicates that the effect on engine performance may occur if the code is active.
(3) The operator should go to the nearest location that has a qualif ed service program.
(4) Schedule Service: The problem should be investigated when the operator has access to a qualif ed service program.
(5) These Flash Codes may affect the system under specif c environmental conditions such as engine start-up at cold temperature and
cold weather operation at high altitudes.
(6) If the primary engine speed/timing sensor fails there is no automatic protection against reverse running. In this event, Stop the engine
immediately. Turn the keyswitch to the “OFF” position. In order to check the correct operation of the sensor, refer to Troubleshooting,
“Engine speed/Timing sensor - Test”.
(6) The engine will not start.

i01902949 i02651197

Fault Logging Engine Operation with Active

The system provides the capability of Fault Logging.
When the Electronic Control Module (ECM)
generates an active diagnostic code, the code will
be logged in the memory of the ECM. The codes
that have been logged by the ECM can be identif ed
by the electronic service tool. The active codes that
have been logged will be cleared when the fault
has been rectif ed or the fault is no longer active.
The following logged faults can not be cleared from
the memory of the ECM without using a factory
password: Overspeed, low engine oil pressure, and
high engine coolant temperature.
39
Diagnostic Codes
If a diagnostic lamp illuminates during normal engine
operation, the system has identif ed a situation that is
not within the specif cation. Use the electronic service
tool to check the active diagnostic codes.
The active diagnostic code should be investigated.
The cause of the problem should be corrected as
soon as possible. If the cause of the active diagnostic
code is repaired and there is only one active
diagnostic code, the diagnostic lamp will turn off.
Operation of the engine and performance of the
engine can be limited as a result of the active
diagnostic code that is generated. Acceleration rates
may be signif cantly slower and power outputs may
be automatically reduced. Refer to Troubleshooting
, “Troubleshooting with a Diagnostic Code” for more
information on the relationship between each active
diagnostic code and the possible effect on engine
performance.
38 SEBU8119-02
Operation Section
Engine Diagnostics

i01902995

Engine Operation with

Intermittent Diagnostic Codes

If a diagnostic lamp illuminates during normal engine

operation and the diagnostic lamp shuts off, an
intermittent fault may have occurred. If a fault has
occurred, the fault will be logged into the memory of
the Electronic Control Module (ECM).

In most cases, it is not necessary to stop the engine

because of an intermittent code. However, the
operator should retrieve the logged fault codes
and the operator should reference the appropriate
information in order to identify the nature of the event.
The operator should log any observation that could
have caused the lamp to light.

• Low power
• Limits of the engine speed
• Excessive smoke, etc
This information can be useful to help troubleshoot
the situation. The information can also be used for
future reference. For more information on diagnostic
codes, refer to the Troubleshooting Guide for this
engine.

40
SEBU8119-02
Engine Starting
i02322201
Before Starting Engine
Before the engine is started, perform the required
daily maintenance and any other periodic
maintenance that is due. Refer to the Operation
and Maintenance Manual, “Maintenance Interval
Schedule” for more information.
• Open the fuel supply valve (if equipped).
NOTICE
All valves in the fuel return line must be open before
and during engine operation to help prevent high fuel
pressure. High fuel pressure may cause f lter housing
failure or other damage.
If the engine has not been started for several weeks,
fuel may have drained from the fuel system. Air
may have entered the f lter housing. Also, when fuel
f lters have been changed, some air pockets will be
trapped in the engine. In these instances, prime the
fuel system. Refer to the Operation and Maintenance
Manual, “Fuel System - Prime” for more information
on priming the fuel system.
Engine exhaust contains products of combustion
which may be harmful to your health. Always start
and operate the engine in a well ventilated area
and, if in an enclosed area, vent the exhaust to the
outside.
• Do not start the engine or move any of the controls
if there is a “DO NOT OPERATE” warning tag or
similar warning tag attached to the start switch or
to the controls.
• Reset all of the shutoffs or alarm components (if
equipped).
• Ensure that any equipment that is driven by the
engine has been disengaged from the engine.
Minimize electrical loads or remove any electrical
loads.
41
39
Operation Section
Engine Starting
i02322203
Starting the Engine
Note: Do not adjust the engine speed control during
start-up. The electronic control module (ECM) will
control the engine speed during start-up.
Starting the Engine
1. Disengage any equipment that is driven by the
engine.
2. Turn the keyswitch to the RUN position. Leave the
keyswitch in the RUN position until the warning
light for the glow plugs is extinguished.
3. When the warning light for the glow plugs is
extinguished turn the keyswitch to the START
position in order to engage the electric starting
motor and crank the engine.
Note: The operating period of the warning light for
the glow plugs will change due to the temperature
of the engine.
NOTICE
Do not engage the starting motor when f ywheel is
turning. Do not start the engine under load.
If the engine fails to start within 30 seconds, release
the starter switch or button and wait two minutes to
allow the starting motor to cool before attempting to
start the engine again.
4. Allow the keyswitch to return to the RUN position
after the engine starts.
5. Repeat step 2 through step 4 if the engine fails
to start.
i02325155
Cold Weather Starting
Do not use aerosol types of starting aids such as
ether. Such use could result in an explosion and
personal injury.
Startability will be improved at temperatures below
−18 °C (0 °F) from the use of a jacket water heater
or extra battery capacity.
40
Operation Section
Engine Starting
When Group 2 diesel fuel is used, the following items
provide a means of minimizing starting problems
and fuel problems in cold weather: Engine oil pan
heaters, jacket water heaters, fuel heaters, and fuel
line insulation.
Use the procedure that follows for cold weather
starting.
Note: Do not adjust the engine speed control during
start-up. The electronic control module (ECM) will
control the engine speed during start-up.
1. Disengage any driven equipment.
2. Turn the keyswitch to the RUN position. Leave the
keyswitch in the RUN position until the warning
light for the glow plugs is extinguished.
NOTICE
Do not engage the starting motor when f ywheel is
turning. Do not start the engine under load.
If the engine fails to start within 30 seconds, release
the starter switch or button and wait two minutes to
allow the starting motor to cool before attempting to
start the engine again.
3. When the warning light for the glow plugs is
extinguished turn the keyswitch to the START
position in order to engage the electric starting
motor and crank the engine.
Note: The operating period of the warning light for
the glow plugs will change due to the temperature
of the engine.
4. Allow the keyswitch to return to the RUN position
after the engine starts.
5. Repeat step 2 through step 4 if the engine fails
to start.
Note: The engine should not be “raced” in order to
speed up the warm up process.
6. Allow the engine to idle for three to f ve minutes, or
allow the engine to idle until the water temperature
indicator begins to rise. When idling after the
engine has started in cold weather, increase the
engine rpm from 1000 to 1200 rpm. This will
warm up the engine more quickly. Maintaining
an elevated low idle speed for extended periods
will be easier with the installation of a hand
throttle. Allow the white smoke to disperse before
proceeding with normal operation.
7. Operate the engine at low load until all systems
reach operating temperature. Check the gauges
during the warm-up period.
42
SEBU8119-02
i02322204
Starting with Jump Start
Cables
Improper jump start cable connections can cause
an explosion resulting in personal injury.
Prevent sparks near the batteries. Sparks could
cause vapors to explode. Do not allow jump start
cable ends to contact each other or the engine.
Note: If it is possible, f rst diagnose the reason for
the starting failure. Refer to Troubleshooting, “Engine
Will Not Crank and Engine Cranks But Will Not Start”
for further information. Make any necessary repairs. If
the engine will not start only due to the condition of the
battery, either charge the battery, or start the engine
by using another battery with jump start cables.
The condition of the battery can be rechecked
after the engine has been switched OFF.
NOTICE
Using a battery source with the same voltage as the
electric starting motor. Use ONLY equal voltage for
jump starting. The use of higher voltage will damage
the electrical system.
Do not reverse the battery cables. The alternator can
be damaged. Attach ground cable last and remove
f rst.
Turn all electrical accessories OFF before attaching
the jump start cables.
Ensure that the main power switch is in the OFF posi-
tion before attaching the jump start cables to the en-
gine being started.
1. Turn the start switch on the stalled engine to the
OFF position. Turn off all the engine’s accessories.
2. Connect one positive end of the jump start cable
to the positive cable terminal of the discharged
battery. Connect the other positive end of the jump
start cable to the positive cable terminal of the
electrical source.
SEBU8119-02 41
Operation Section
Engine Starting

3. Connect one negative end of the jump start cable

to the negative cable terminal of the electrical
source. Connect the other negative end of the
jump start cable to the engine block or to the
chassis ground. This procedure helps to prevent
potential sparks from igniting the combustible
gases that are produced by some batteries.

4. Start the engine.

5. Immediately after the engine is started, disconnect

the jump start cables in reverse order.

After jump starting, the alternator may not be able to

fully recharge batteries that are severely discharged.
The batteries must be replaced or charged to the
proper voltage with a battery charger after the engine
is stopped. Many batteries which are considered
unusable are still rechargeable. Refer to Operation
and Maintenance Manual, “Battery - Replace” and
Testing and Adjusting Manual, “Battery - Test”.

i02330138

After Starting Engine

Note: In ambient temperatures from 0 to 60°C

(32 to 140°F), the warm-up time is approximately
three minutes. In temperatures below 0°C (32°F),
additional warm-up time may be required.

When the engine idles during warm-up, observe the

following conditions:

Do not check the high pressure fuel lines with the

engine or the starting motor in operation. If you
inspect the engine in operation, always use the
proper inspection procedure in order to avoid a
f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.

• Check for any f uid or for any air leaks at idle rpm
and at one-half full rpm (no load on the engine)
before operating the engine under load. This is not
possible in some applications.

• Allow the engine to idle for three to f ve minutes, or

allow the engine to idle until the water temperature
indicator begins to rise. Check all gauges during
the warm-up period.

Note: Gauge readings should be observed and

the data should be recorded frequently while the
engine is operating. Comparing the data over time
will help to determine normal readings for each
gauge. Comparing data over time will also help
detect abnormal operating developments. Signif cant
changes in the readings should be investigated.

43
42
Operation Section
Engine Operation
Engine Operation
i02330143
Engine Operation
Correct operation and maintenance are key factors
in obtaining the maximum life and economy of
the engine. If the directions in the Operation and
Maintenance Manual are followed, costs can be
minimized and engine service life can be maximized.
The engine can be operated at the rated rpm after the
engine reaches operating temperature. The engine
will reach normal operating temperature if the engine
is operated at low idle speed and operated with a
light load. This procedure is more effective than idling
the engine at no load. The engine should reach
operating temperature in a few minutes.
Gauge readings should be observed and the data
should be recorded frequently while the engine
is operating. Comparing the data over time will
help to determine normal readings for each gauge.
Comparing data over time will also help detect
abnormal operating developments. Signif cant
changes in the readings should be investigated.
44
SEBU8119-02
i02330149
Fuel Conservation Practices
The eff ciency of the engine can affect the fuel
economy. Perkins design and technology in
manufacturing provides maximum fuel eff ciency in
all applications. Follow the recommended procedures
in order to attain optimum performance for the life
of the engine.
• Avoid spilling fuel.
Fuel expands when the fuel is warmed up. The fuel
may overf ow from the fuel tank. Inspect fuel lines for
leaks. Repair the fuel lines, as needed.
• Be aware of the properties of the different fuels.
Use only the recommended fuels.
• Avoid unnecessary idling.
Shut off the engine rather than idle for long periods of
time.
• Observe the air cleaner service indicator frequently.
Keep the air cleaner elements clean.
• Maintain the electrical systems.
One damaged battery cell will overwork the alternator.
This will consume excess power and excess fuel.
• Ensure that the drive belts are correctly adjusted.
The drive belts should be in good condition.
• Ensure that all of the connections of the hoses are
tight. The connections should not leak.
• Ensure that the driven equipment is in good
working order.
• Cold engines consume excess fuel. Utilize heat
from the jacket water system and the exhaust
system, when possible. Keep cooling system
components clean and keep cooling system
components in good repair. Never operate the
engine without water temperature regulators.
All of these items will help maintain operating
temperatures.
SEBU8119-02
Engine Stopping
i02334873
Stopping the Engine
NOTICE
Stopping the engine immediately after it has been
working under load, can result in overheating and ac-
celerated wear of the engine components.
Avoid accelerating the engine prior to shutting it down.
Avoiding hot engine shutdowns will maximize tur-
bocharger shaft and bearing life.
Note: Individual applications will have different
control systems. Ensure that the shutoff procedures
are understood. Use the following general guidelines
in order to stop the engine.
1. Remove the load from the engine. Reduce the
engine speed (rpm) to low idle. Allow the engine
to idle for f ve minutes in order to cool the engine.
2. Stop the engine after the cool down period
according to the shutoff system on the engine and
turn the ignition key switch to the OFF position.
If necessary, refer to the instructions that are
provided by the OEM.
i01903586
Emergency Stopping
NOTICE
Emergency shutoff controls are for EMERGENCY use
ONLY. DO NOT use emergency shutoff devices or
controls for normal stopping procedure.
The OEM may have equipped the application with
an emergency stop button. For more information
about the emergency stop button, refer to the OEM
information.
Ensure that any components for the external system
that support the engine operation are secured after
the engine is stopped.
45
43
Operation Section
Engine Stopping
i02330274
After Stopping Engine
Note: Before you check the engine oil, do not operate
the engine for at least 10 minutes in order to allow
the engine oil to return to the oil pan.
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
• After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel
system and from the cooling, lubrication or air
systems. Replace any high pressure fuel line that
has leaked. Refer to Disassembly and assembly
Manual, “Fuel Injection Lines - Install”.
• Check the crankcase oil level. Maintain the oil level
between the “MIN” mark and the “MAX” mark on
the engine oil level gauge.
• If the engine is equipped with a service hour meter,
note the reading. Perform the maintenance that
is in the Operation and Maintenance Manual,
“Maintenance Interval Schedule”.
• Fill the fuel tank in order to help prevent
accumulation of moisture in the fuel. Do not overf ll
the fuel tank.
NOTICE
Only use antifreeze/coolant mixtures recommended in
the Coolant Specif cations that are in the Operation
and Maintenance Manual. Failure to do so can cause
engine damage.
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.
• Allow the engine to cool. Check the coolant level.
44 SEBU8119-02
Operation Section
Engine Stopping

• Check the coolant for correct antifreeze protection

and the correct corrosion protection. Add the
correct coolant/water mixture, if necessary.

• Perform all required periodic maintenance on all

driven equipment. This maintenance is outlined in
the instructions from the OEM.

46
SEBU8119-02
Cold Weather Operation
i02717265
Cold Weather Operation
Perkins Diesel Engines can operate effectively in
cold weather. During cold weather, the starting and
the operation of the diesel engine is dependent on
the following items:
• The type of fuel that is used
• The viscosity of the engine oil
• The operation of the glow plugs
• Optional Cold starting aid
• Battery condition
This section will cover the following information:
• Potential problems that are caused by cold weather
operation
• Suggest steps which can be taken in order to
minimize starting problems and operating problems
when the ambient air temperature is between
0° to−40 °C (32° to 40 °F).
The operation and maintenance of an engine in
freezing temperatures is complex . This is because
of the following conditions:
• Weather conditions
• Engine applications
Recommendations from your Perkins dealer or
your Perkins distributor are based on past proven
practices. The information that is contained in
this section provides guidelines for cold weather
operation.
Hints for Cold Weather Operation
• If the engine will start, operate the engine until a
minimum operating temperature of 81 °C (177.8 °F)
is achieved. Achieving operating temperature will
help prevent the intake valves and exhaust valves
from sticking.
• The cooling system and the lubrication system
for the engine do not lose heat immediately upon
shutdown. This means that an engine can be shut
down for a period of time and the engine can still
have the ability to start readily.
47
45
Operation Section
Cold Weather Operation
• Install the correct specif cation of engine lubricant
before the beginning of cold weather.
• Check all rubber parts (hoses, fan drive belts, etc)
weekly.
• Check all electrical wiring and connections for any
fraying or damaged insulation.
• Keep all batteries fully charged and warm.
• Fill the fuel tank at the end of each shift.
• Check the air cleaners and the air intake daily.
Check the air intake more often when you operate
in snow.
• Ensure that the glow plugs are in working order.
Refer to Testing and Adjusting Manual, “Glow Plug
- Test”.
Personal injury or property damage can result
from alcohol or starting f uids.
Alcohol or starting f uids are highly f ammable and
toxic and if improperly stored could result in injury
or property damage.
Do not use aerosol types of starting aids such as
ether. Such use could result in an explosion and
personal injury.
• For jump starting with cables in cold weather,
refer to the Operation and Maintenance Manual,
“Starting with Jump Start Cables.” for instructions.
Viscosity of the Engine Lubrication
Oil
Correct engine oil viscosity is essential. Oil viscosity
affects the amount of torque that is needed to
crank the engine. Refer to this Operation and
Maintenance Manual, “Fluid Recommendations” for
the recommended viscosity of oil.
Recommendations for the Coolant
Provide cooling system protection for the lowest
expected outside temperature. Refer to this Operation
and Maintenance Manual, “Fluid Recommendations”
for the recommended coolant mixture.
46
Operation Section
Cold Weather Operation
In cold weather, check the coolant often for the
correct glycol concentration in order to ensure
adequate freeze protection.
Engine Block Heaters
Engine block heaters (if equipped) heat the
engine jacket water that surrounds the combustion
chambers. This provides the following functions:
• Startability is improved.
• Warm up time is reduced.
An electric block heater can be activated once
the engine is stopped. An effective block heater
is typically a 1250/1500 W unit. Consult your
Perkins dealer or your Perkins distributor for more
information.
Idling the Engine
When idling after the engine is started in cold
weather, increase the engine rpm from 1000 to 1200
rpm. This will warm up the engine more quickly.
Maintaining an elevated low idle speed for extended
periods will be easier with the installation of a hand
throttle. The engine should not be “raced” in order to
speed up the warm up process.
While the engine is idling, the application of a light
load (parasitic load) will assist in achieving the
minimum operating temperature. The minimum
operating temperature is 82 °C (179.6 °F).
Recommendations for Coolant
Warm Up
Warm up an engine that has cooled below normal
operating temperatures due to inactivity. This should
be performed before the engine is returned to full
operation. During operation in very cold temperature
conditions, damage to engine valve mechanisms can
result from engine operation for short intervals. This
can happen if the engine is started and the engine is
stopped many times without being operated in order
to warm up completely.
When the engine is operated below normal operating
temperatures, fuel and oil are not completely burned
in the combustion chamber. This fuel and oil causes
soft carbon deposits to form on the valve stems.
Generally, the deposits do not cause problems and
the deposits are burned off during operation at
normal engine operating temperatures.
When the engine is started and the engine is stopped
many times without being operated in order to warm
up completely, the carbon deposits become thicker.
This can cause the following problems:
48
SEBU8119-02
• Free operation of the valves is prevented.
• Valves become stuck.
• Pushrods may become bent.
• Other damage to valve train components can
result.
For this reason, when the engine is started,
the engine must be operated until the coolant
temperature is 71 °C (160 °F) minimum. Carbon
deposits on the valve stems will be kept at a minimum
and the free operation of the valves and the valve
components will be maintained.
In addition, the engine must be thoroughly warmed in
order to keep other engine parts in better condition
and the service life of the engine will be generally
extended. Lubrication will be improved. There will be
less acid and less sludge in the oil. This will provide
longer service life for the engine bearings, the piston
rings, and other parts. However, limit unnecessary
idle time to ten minutes in order to reduce wear and
unnecessary fuel consumption.
The Water Temperature Regulator and
Insulated Heater Lines
The engine is equipped with a water temperature
regulator. When the engine coolant is below the
correct operating temperature jacket water circulates
through the engine cylinder block and into the
engine cylinder head. The coolant then returns to the
cylinder block via an internal passage that bypasses
the valve of the coolant temperature regulator. This
ensures that coolant f ows around the engine under
cold operating conditions. The water temperature
regulator begins to open when the engine jacket
water has reached the correct minimum operating
temperature. As the jacket water coolant temperature
rises above the minimum operating temperature the
water temperature regulator opens further allowing
more coolant through the radiator to dissipate excess
heat.
The progressive opening of the water temperature
regulator operates the progressive closing of the
bypass passage between the cylinder block and
head. This ensures maximum coolant f ow to
the radiator in order to achieve maximum heat
dissipation.
Note: Perkins discourages the use of all air f ow
restriction devices such as radiator shutters.
Restriction of the air f ow can result in the following:
high exhaust temperatures, power loss, excessive
fan usage, and reduction in fuel economy.
SEBU8119-02
A cab heater is benef cial in very cold weather. The
feed from the engine and the return lines from the
cab should be insulated in order to reduce heat loss
to the outside air.
Insulating the Air Inlet and Engine
Compartment
When temperatures below −18 °C (−0 °F) will be
frequently encountered, an air cleaner inlet that
is located in the engine compartment may be
specif ed. An air cleaner that is located in the engine
compartment may also minimize the entry of snow
into the air cleaner. Also, heat that is rejected by the
engine helps to warm the intake air.
Additional heat can be retained around the engine by
insulating the engine compartment.
49
47
Operation Section
Cold Weather Operation
i02685960
Fuel and the Effect from Cold
Weather
Note: Only use grades of fuel that are recommended
by Perkins. Refer to this Operation and Maintenance
Manual, “Fluid Recommendations”.
The following components provide a means of
minimizing problems in cold weather:
• Glow plugs (if equipped)
• Engine coolant heaters, which may be an OEM
option
• Fuel heaters, which may be an OEM option
• Fuel line insulation, which may be an OEM option
The cloud point is a temperature that allows wax
crystals to form in the fuel. These crystals can cause
the fuel f lters to plug.
The pour point is the temperature when diesel fuel
will thicken. The diesel fuel becomes more resistant
to f ow through fuel lines, fuel f lters,and fuel pumps.
Be aware of these facts when diesel fuel is
purchased. Consider the average ambient air
temperature for the engine’s application. Engines
that are fueled in one climate may not operate well if
the engines are moved to another climate. Problems
can result due to changes in temperature.
Before troubleshooting for low power or for poor
performance in the winter, check the fuel for waxing.
Low temperature fuels may be available for engine
operation at temperatures below 0 °C (32 °F). These
fuels limit the formation of wax in the fuel at low
temperatures.
For more information on cold weather operation, refer
to the Operation and Maintenance Manual, “Cold
Weather Operation and Fuel Related Components in
Cold Weather”.
48 SEBU8119-02
Operation Section
Cold Weather Operation

i02323237

Fuel Related Components in

Cold Weather

Fuel Tanks
Condensation can form in partially f lled fuel tanks.
Top off the fuel tanks after you operate the engine.

Fuel tanks should contain some provision for draining

water and sediment from the bottom of the tanks.

Some fuel tanks use supply pipes that allow water

and sediment to settle below the end of the fuel
supply pipe.

Some fuel tanks use supply lines that take fuel

directly from the bottom of the tank. If the engine is
equipped with this system, regular maintenance of
the fuel system f lter is important.

Drain the water and sediment from any fuel storage

tank at the following intervals: weekly, service
intervals, and refueling of the fuel tank. This will help
prevent water and/or sediment from being pumped
from the fuel storage tank and into the engine fuel
tank.

Fuel Filters
A primary fuel f lter is installed between the fuel
tank and the engine fuel inlet. After you change
the fuel f lter, always prime the fuel system in order
to remove air bubbles from the fuel system. Refer
to the Operation and Maintenance Manual in the
Maintenance Section for more information on priming
the fuel system.

The location of a primary fuel f lter is important in cold

weather operation. The primary fuel f lter and the fuel
supply line are the most common components that
are affected by cold fuel.

Fuel Heaters
Note: The OEM may equip the application with fuel
heaters. If this is the case, the temperature of the fuel
must not exceed 73 °C (163 °F) at the fuel transfer
pump.

For more information about fuel heaters (if equipped),

refer to the OEM information.

50
SEBU8119-02 49
Maintenance Section
Ref ll Capacities

Maintenance Section i02788820

Fluid Recommendations
(Fuel Specif cation)
Ref ll Capacities
i02237872
• Glossary
Ref ll Capacities
• ISO International Standards Organization
• ASTM American Society for Testing and Materials
Lubrication System • HFRR High Frequency Reciprocating Rig for
Lubricity testing of diesel fuels
The ref ll capacities for the engine crankcase
ref ect the approximate capacity of the crankcase • FAME Fatty Acid Methyl Esters
or sump plus standard oil f lters. Auxiliary oil f lter
systems will require additional oil. Refer to the OEM • CFR Co-ordinating Fuel Research
specif cations for the capacity of the auxiliary oil f lter.
Refer to the Operation and Maintenance Manual, • LSD Low Sulfur Diesel
“Maintenance Section” for more information on
Lubricant Specif cations. • ULSD Ultra Low Sulfur Diesel
Table 4
• RME Rape Methyl Ester
Engine
Ref ll Capacities • SME Soy Methyl Ester
Compartment or System Minimum Maximum
• EPA Environmental Protection Agency of the
13.5 L 16.5 L United States
Crankcase Oil Sump(1) (2.9696 (3.6295
Imp gal) Imp gal)
(1)
General Information
These values are the approximate capacities for the crankcase
oil sump (aluminum) which includes the standard factory
installed oil f lters. Engines with auxiliary oil f lters will require NOTICE
additional oil. Refer to the OEM specif cations for the capacity Every attempt is made to provide accurate, up to date
of the auxiliary oil f lter. information. By use of this document you agree that
Perkins Engines Company Limited is not responsible
Cooling System for errors or omissions.

Refer to the OEM specif cations for the External

NOTICE
System capacity. This capacity information will
These recommendations are subject to change with-
be needed in order to determine the amount of
out notice. Contact your local Perkins distributor for
coolant/antifreeze that is required for the Total
the most up to date recommendations.
Cooling System.

Table 5
Diesel Fuel Requirements
Engine
Ref ll Capacities Satisfactory engine performance is dependent on
Compartment or System Liters the use of a good quality fuel. The use of a good
quality fuel will give the following results: long engine
9 L (1.9797 life and acceptable exhaust emissions levels. The
Engine Only
Imp gal)
fuel must meet the minimum requirements that are
External System Per OEM(1) stated in table 6.
(1) The External System includes a radiator or an expansion
tank with the following components: heat exchanger and NOTICE
piping. Refer to the OEM specif cations. Enter the value for the The footnotes are a key part of the Perkins Specif ca-
capacity of the External System in this row.
tion for Distillate Diesel Fuel Table. Read ALL of the
footnotes.

51
50 SEBU8119-02
Maintenance Section
Ref ll Capacities

Table 6
Perkins Specif cation for Distillate Diesel Fuel (1)

Property UNITS Requirements “ASTM”Test “ISO”Test

Aromatics %Volume 35% maximum D1319 “ISO”3837
Ash %Weight 0.01% maximum D482 “ISO”6245
Carbon Residue on %Weight 0.35% maximum D524 “ISO”4262
10% Bottoms
Cetane Number (2) - 40 minimum D613/D6890 “ISO”5165
Cloud Point °C The cloud point must D2500 “ISO”3015
not exceed the lowest
expected ambient
temperature.
Copper Strip - No. 3 maximum D130 “ISO”2160
Corrosion
Density at 15 °C Kg / M 3
801 minimum and 876 No equivalent test “ISO 3675 ”“ISO 12185”
(59 °F) (3) maximum
Distillation °C 10% at 282 °C D86 “ISO”3405
(539.6 °F) maximum
90% at 360 °C (680 °F)
maximum
Flash Point °C legal limit D93 “ISO”2719
Thermal Stability - Minimum of 80% D6468 No equivalent test
ref ectance after aging
for 180 minutes at
150 °C (302 °F)
Pour Point °C 6 °C (42.8 °F) minimum D97 “ISO”3016
below ambient
temperature
Sulfur (1)(4) %mass 1% maximum D5453/D26222 “ISO 20846 ”“ISO 20884”
Kinematic Viscosity (5) “MM” “/S (cSt)”
2
The viscosity of the D445 “ISO”3405
fuel that is delivered to
the fuel injection pump.
“1.4 minimum/4.5
maximum”
Water and sediment % weight 0.1% maximum D1796 “ISO”3734
Water % weight 0.1% maximum D1744 No equivalent test
Sediment % weight 0.05% maximum D473 “ISO”3735
(continued)

52
SEBU8119-02 51
Maintenance Section
Ref ll Capacities

(Table 6, contd)
Gums and Resins (6) mg/100mL 10 mg per 100 mL D381 “ISO”6246
maximum
Lubricity corrected mm 0.52 maximum D6079 “ISO”12156-1
wear scar diameter at
60 °C (140 °F). (7)
(1) This specif cation includes the requirements for Ultra Low Sulfur Diesel (ULSD). ULSD fuel will have ≤ 15 ppm (0.0015%) sulfur. Refer to
“ASTM D5453”, “ASTM D2622”, or “ISO 20846, ISO 20884” test methods. This specif cation includes the requirements for Low Sulfur
Diesel (LSD). LSD fuel will have ≤500 ppm (0.05%) sulfur. Refer to following:“ASTM 5453, ASTM D2622”, “ISO 20846”, and “ISO 20884
test methods”.
(2) A fuel with a higher cetane number is recommended in order to operate at a higher altitude or in cold weather.
(3) “Via standards tables, the equivalent API gravity for the minimum density of 801 kg / m 3 (kilograms per cubic meter) is 45 and for the
maximum density of 876 kg / m3 is 30”.
(4) Regional regulations, national regulations or international regulations can require a fuel with a specif c sulfur limit. Consult all applicable
regulations before selecting a fuel for a given engine application. Perkins fuel systems and engine components can operate on high sulfur
fuels. Fuel sulfur levels affect exhaust emissions. High sulfur fuels also increase the potential for corrosion of internal components.
Fuel sulfur levels above 0.5% may signif cantly shorten the oil change interval. For additional information, refer to this manual, “Fluid
recommendations (General lubricant Information)”.
(5) The values of the fuel viscosity are the values as the fuel is delivered to the fuel injection pumps. Fuel should also meet the minimum
viscosity requirement and the fuel should meet the maximum viscosity requirements at 40 °C (104 °F) of either the “ASTM D445” test
method or the “ISO 3104” test method. If a fuel with a low viscosity is used, cooling of the fuel may be required to maintain 1.4 cSt or
greater viscosity at the fuel injection pump. Fuels with a high viscosity might require fuel heaters in order to lower the viscosity to 4.5
cSt at the fuel injection pump.
(6) Follow the test conditions and procedures for gasoline (motor).
(7) The lubricity of a fuel is a concern with low sulfur and ultra low sulfur fuel. To determine the lubricity of the fuel, use the “ISO 12156-1
or ASTM D6079 High Frequency Reciprocating Rig (HFRR)” test. If the lubricity of a fuel does not meet the minimum requirements,
consult your fuel supplier. Do not treat the fuel without consulting the fuel supplier. Some additives are not compatible. These additives
can cause problems in the fuel system.

Fuel with a low cetane number can be the root cause

NOTICE of problems during cold start.
Operating with fuels that do not meet the Perkins rec-
ommendations can cause the following effects: Start- Viscosity
ing diff culty, poor combustion, deposits in the fuel in-
jectors, reduced service life of the fuel system, de- Viscosity is the property of a liquid of offering
posits in the combustion chamber, and reduced ser- resistance to shear or f ow. Viscosity decreases with
vice life of the engine. increasing temperature. This decrease in viscosity
follows a logarithmic relationship for normal fossil
fuel. The common reference is to kinematic viscosity.
Diesel Fuel Characteristics This is the quotient of the dynamic viscosity that is
divided by the density. The determination of kinematic
Perkins Recommendation viscosity is normally by readings from gravity f ow
viscometers at standard temperatures. Refer to “ISO
Cetane Number 3104” for the test method.

Fuel that has a high cetane number will give a shorter
ignition delay. This will produce a better ignition
quality. Cetane numbers are derived for fuels against
proportions of cetane and heptamethylnonane in the
standard CFR engine. Refer to “ISO 5165” for the
test method.
Cetane numbers in excess of 45 are normally
expected from current diesel fuel. However, a cetane
number of 40 may be experienced in some territories.
The United States of America is one of the territories
that can have a low cetane value. A minimum cetane
value of 40 is required during average starting
conditions. A higher cetane value may be required
for operations at high altitudes or in cold weather
operations.
The viscosity of the fuel is signif cant because fuel
serves as a lubricant for the fuel system components.
Fuel must have suff cient viscosity in order to lubricate
the fuel system in both extremely cold temperatures
and extremely hot temperatures. If the kinematic
viscosity of the fuel is lower than 1.4 cSt at the fuel
injection pump damage to the fuel injection pump
can occur. This damage can be excessive scuff ng
and seizure. Low viscosity may lead to diff cult hot
restarting, stalling and loss of performance. High
viscosity may result in seizure of the pump.
Perkins recommends kinematic viscosities of 1.4 and
4.5 mm2/sec that is delivered to the fuel injection
pump.

53
52 SEBU8119-02
Maintenance Section
Ref ll Capacities

Density Lubricity
Density is the mass of the fuel per unit volume This is the capability of the fuel to prevent pump
at a specif c temperature. This parameter has a wear. The f uid’s lubricity describes the ability of the
direct inf uence on engine performance and a direct f uid to reduce the friction between surfaces that are
inf uence on emissions. This determines the heat under load. This ability reduces the damage that is
output from a given injected volume of fuel. This caused by friction. Fuel injection systems rely on the
is generally quoted in the following kg/m at 15 °C lubricating properties of the fuel. Until fuel sulfur limits
(59 °F). were mandated, the fuel’s lubricity was generally
believed to be a function of fuel viscosity.
Perkins recommends a value of density of 841 kg/m
in order to obtain the correct power output. Lighter The lubricity has particular signif cance to the current
fuels are acceptable but these fuels will not produce low viscosity fuel, low sulfur fuel and low aromatic
the rated power. fossil fuel. These fuels are made in order to meet
stringent exhaust emissions. A test method for
Sulfur measuring the lubricity of diesel fuels has been
developed and the test is based on the HFRR
The level of sulfur is governed by emissions method that is operated at 60 °C (140 °F). Refer to
legislations. Regional regulation, national regulations “ISO 12156 part 1 and CEC document F06-A-96” for
or international regulations can require a fuel with the test method.
a specif c sulfur limit. The sulfur content of the fuel
and the fuel quality must comply with all existing local Lubricity wear scar diameter of 0.52 mm (0.0205 inch)
regulations for emissions. MUST NOT be exceeded. The fuel lubricity test must
be performed on a HFRR, operated at 60 °C (140 °F).
By using the test methods “ASTM D5453, ASTM Refer to “ISO 12156-1 ”.
D2622, or ISO 20846 ISO 20884”, the content of
sulfur in low sulfur diesel (LSD) fuel must be below Fuel additives can enhance the lubricity of a fuel.
500 PPM 0.05%. By using the test methods “ASTM Contact your fuel supplier for those circumstances
D5453, ASTM D2622, or ISO 20846 ISO 20884”, the when fuel additives are required. Your fuel supplier
content of sulfur in ultra low sulfur (ULSD) fuel must can make recommendations for additives to use and
be below 15 PPM 0.0015%. The use of LSD fuel and for the proper level of treatment.
the use of ULSD fuel are acceptable provided that
the fuels meet the minimum requirements that are Distillation
stated in table 6. The lubricity of these fuels must not
exceed wear scar diameter of 0.52 mm (0.0205 inch). This is an indication of the mixture of different
The fuel lubricity test must be performed on a HFRR, hydrocarbons in the fuel. A high ratio of light weight
operated at 60 °C (140 °F). Refer to “ISO 12156-1 ”. hydrocarbons can affect the characteristics of
combustion.
In some parts of the world and for some applications,
high sulfur fuels above 0.5% by mass might only Classif cation of the Fuels
be available. Fuel with very high sulfur content
can cause engine wear. High sulfur fuel will have Diesel engines have the ability to burn a wide variety
a negative impact on emissions of particulates. of fuels. These fuels are divided into four general
High sulfur fuel can be used provided that the local groups: Ref to table 7
emissions legislation will allow the use. High sulfur
fuel can be used in countries that do not regulate Table 7
emissions.
Fuel Groups Classif cation
When only high sulfur fuels are available, it will Group 1 Preferred fuels Full life of the
be necessary that high alkaline lubricating oil is Product
used in the engine or that the lubricating oil change Group 2 Permissible These fuels
interval is reduced. Refer to this Operation and fuels with an MAY cause
Maintenance Manual, “Fliud Recommendations appropriate fuel reduced
(Genernal Lubrication Information)” for information additive engine life and
on sulfur in fuel. performance
Group 3 Permissible These fuels
fuels with an WILL cause
appropriate fuel reduced
additive engine life and
performance

54 Group 4 Biodiesel
SEBU8119-02
Group 1 Specif cations (Preferred Fuels)
This group of fuel specif cations is considered
acceptable:
• EN590 DERV Grade A, B, C, E, F, Class, 0, 1, 2,
3, and 4
• “BS2869 Class A2” Off-Highway Gas Oil Red
Diesel
• “ASTM D975”, Class 1D , and Class 2D
• “JIS K2204 Grades 1,2,3 and Special Grade 3”
This grade of fuel must meet the minimum lubricity
requirements that are stated in table 6.
• 5% FAME to “EN14214” can be mixed with the fuel
that meets the requirements that are stated in table
6. This blend is commonly known as B5.
Note: The use of LSD fuel and the use of ULSD
fuel is acceptable provided that the fuels meet the
minimum requirements that are stated in table 6. The
lubricity of these fuels must not exceed wear scar
diameter of 0.52 mm (0.0205 inch). The lubricity test
must be performed on a HFRR, operated at 60 °C
(140 °F). Refer to “ISO 12156-1 ”. By using the test
methods “ASTM D5453, ASTM D2622, or ISO 20846
ISO 20884”, the content of sulfur in LSD fuel must be
below 500 PPM 0.05%. By using the test methods
“ASTM D5453, ASTM D2622, or ISO 20846 ISO
20884”, the content of sulfur in ULSD fuel must be
below 15 PPM 0.0015%.
Group 2 Specif cations (Permissible
Fuels)
This group of fuel specif cations is considered
acceptable, but only with an appropriate fuel additive,
but these fuels MAY reduce the engine life and
performance.
• “JP7 (MIL-T-38219)”
• “NATO F63”
• JP8
• JP5
• “Jet A1 (ASTM D1655)”
• “Jet A (ASTM D1655)”
• “NATO F34 ”
55
53
Maintenance Section
Ref ll Capacities
Note: These fuels are only acceptable provided that
these fuels are used with an appropriate fuel additive.
These fuels must meet the requirements that are
stated in table 6. Fuel samples should be analyzed
for the compliance. These fuels MUST NOT exceed
lubricity wear scar diameter of 0.52 mm (0.0205 inch).
The fuel lubricity test must be performed on a
HFRR, operated at 60 °C (140 °F). Refer to “ISO
12156-1 ”. Fuels must have minimum viscosity of
1.4 centistokes that is delivered to the fuel injection
pump. Fuel cooling may be required in order to
maintain minimum viscosity of 1.4 centistokes that is
delivered to the fuel injection pump.
Group 3 Specif cations (Permissible
Fuels)
This group of fuel specif cation must be used only
with the appropriate fuel additive. This fuel WILL
reduce engine life and performance.
“JIS 2203#1 and #2 Toyu”
Note: These fuels are only acceptable provided that
these fuels are used with an appropriate fuel additive.
These fuels must meet the requirements that are
stated in table 6. Fuel samples should be analyzed
for the compliance. These fuels MUST NOT exceed
lubricity wear scar diameter of 0.52 mm (0.0205 inch).
The fuel lubricity test must be performed on a
HFRR, operated at 60 °C (140 °F). Refer to “ISO
12156-1 ”. Fuels must have minimum viscosity of
1.4 centistokes that is delivered to the fuel injection
pump. Fuel cooling may be required in order to
maintain minimum viscosity of 1.4 centistokes that is
delivered to the fuel injection pump.
Group 4 Biodiesel
Biodiesel is a fuel that can be def ned as mono-alkyl
esters of fatty acids. Biodiesel is a fuel that can
be made from a variety of feedstock. The most
commonly available biodiesel in europe is Rape
Methyl Ester (REM). This biodiesel is derived from
rapeseed oil. Soy Methyl Ester (SME) is the most
common biodiesel in the United States. This biodiesel
is derived from soybean oil. Soybean oil or rapeseed
oil are the primary feedstocks. These fuels are
together known as Fatty Acid Methyl Esters (FAME).
54
Maintenance Section
Ref ll Capacities
Raw pressed vegetable oils are NOT acceptable for
use as a fuel in any concentration in compression
engines. Without esterif cation, these oils gel in the
crankcase and the fuel tank. These fuels may not be
compatible with many of the elastomers that are used
in engines that are manufactured today. In original
forms, these oils are not suitable for use as a fuel
in compression engines. Alternate base stocks for
biodiesel may include animal tallow, waste cooking
oils, or a variety of other feedstocks. In order to use
any of the products that are listed as fuel, the oil
must be esterif ed.
Note: Engines that are manufactured by Perkins
are certif ed by use of the prescribed Environmental
Protection Agency (EPA) and European Certif cation
fuels. Perkins does not certify engines on any other
fuel. The user of the engine has the responsibility
of using the correct fuel that is recommended by
the manufacturer and allowed by the EPA and other
appropriate regulatory agencies.
Recommendation for the use of biodiesel
Use of FAME fuels is permissible. However, the
following conditions apply:
• The FAME fuel must comply with “EN14214”.
• A maximum of 5% mixture of FAME can be used
in mineral oil diesel fuel, provided that the fuel
complies with the fuel specif cation that is listed in
table 6. This blend is commonly known as B5. No
mixture above 5% is acceptable. Concentrations
above 5% will lead to reduced product service life
and potential failure of the fuel injection equipment.
Note: When biodiesel, or any blend of biodiesel is
used, the user has the responsibility for obtaining the
proper local exemptions, regional exemptions, and/or
national exemptions that are required for the use
of biodiesel in any Perkins engine that is regulated
by emissions standards. Biodiesel that meets EN
14214 is acceptable. The biodiesel must be blended
with an acceptable distillate diesel fuel at the
maximum stated percentages. However, the following
operational recommendations must be followed:
• The oil change interval can be affected by the use
of biodiesel. Use Services Oil Analysis in order
to monitor the condition of the engine oil. Use
Services Oil Analysis also in order to determine the
oil change interval that is optimum.
• Conf rm that biodiesel is acceptable for use with
the manufacturer of the fuel f lters.
56
SEBU8119-02
• In a comparison of distillate fuels to biodiesel,
biodiesel provides less energy per gallon by 5% to
7%. Do NOT change the engine rating in order to
compensate for the power loss. This will help avoid
engine problems when the engine is converted
back to 100 percent distillate diesel fuel.
• The compatibility of the elastomers with biodiesel
is being monitored. The condition of seals and
hoses should be monitored regularly.
• Biodiesel may pose low ambient temperature
problems for both storage and operation. At low
ambient temperatures, fuel may need to be stored
in a heated building or a heated storage tank. The
fuel system may require heated fuel lines, f lters,
and tanks. Filters may plug and fuel in the tank may
solidify at low ambient temperatures if precautions
are not taken. Consult your biodiesel supplier for
assistance in the blending and attainment of the
proper cloud point for the fuel.
• Biodiesel has poor oxidation stability, which
can result in long term problems in the storage
of biodiesel. The poor oxidation stability may
accelerate fuel oxidation in the fuel system.
This is especially true in engines with electronic
fuel systems because these engines operate at
higher temperatures. Consult the fuel supplier for
oxidation stability additives.
• Biodiesel is a fuel that can be made from a variety
of feedstock. The feedstock that is used can
affect the performance of the product. Two of the
characteristics of the fuel that are affected are
cold f ow and oxidation stability. Contact your fuel
supplier for guidance.
• Biodiesel or biodiesel blends are not recommended
for engines that will operate occasionally. This
is due to poor oxidation stability. If the user is
prepared to accept some risk, then limit biodiesel
to a maximum of B5. Examples of applications that
should limit the use of biodiesel are the following:
Standby Generator sets and certain emergency
vehicles
• Biodiesel is an excellent medium for microbial
contamination and growth. Microbial contamination
and growth can cause corrosion in the fuel system
and premature plugging of the fuel f lter. The
use of conventionalanti-microbial additives and
the effectiveness of conventional anti-microbial
additives in biodiesel is not known. Consult your
supplier of fuel and additive for assistance.
• Care must be taken in order to remove water
from fuel tanks. Water accelerates microbial
contamination and growth. When biodiesel is
compared to distillate fuels, water is naturally more
likely to exist in the biodiesel.
SEBU8119-02
Fuel for Cold Weather Operation
The European standard “EN590” contains climate
dependant requirements and a range of options. The
options can be applied differently in each country.
There are 5 classes that are given to arctic climates
and severe winter climates. 0, 1, 2, 3, and 4.
Fuel that complies with “EN590 ” CLASS 4 can be
used at temperatures as low as −44 °C (−47.2 °F).
Refer to “EN590” for a detailed discretion of the
physical properties of the fuel.
The diesel fuel “ASTM D975 1-D” that is used in the
united states of america may be used in very cold
temperatures that are below −18 °C (−0.4 °F).
In extreme cold ambient conditions, you may also
use fuels that are listed in the table 8. These fuels are
intended to be used in temperatures that can be as
low as −54 °C (−65.2 °F).
Table 8
Light Distillate Fuels (1)
Specif cation Grade
“MIL-T-5624R” JP-5
“MIL-T-83133D” JP-8
“ASTM D1655” Jet-A-1
(1) The use of these fuels is acceptable with an appropriate fuel
additive and the fuels must meet minimum requirements that
are stated in Table 6. Fuel samples should be analyzed for
the compliance. Fuels MUST NOT exceed 0.52 mm lubricity
wear scar diameter that is tested on a HFFR . The test must be
performed at 60 °C. Refer to “ISO 12156-1”. Fuels must have
minimum viscosity of 1.4 centistokes that is delivered to the
fuel injection pump. Fuel cooling may be required in order to
maintain minimum viscosity of 1.4 centistokes that is delivered
to the fuel injection pump.
Mixing alcohol or gasoline with diesel fuel can pro-
duce an explosive mixture in the engine crankcase
or the fuel tank. Alcohol or gasoline must not be
used in order to dilute diesel fuel. Failure to follow
this instruction may result in death or personal in-
jury.
There are many other diesel fuel specif cations that
are published by governments and by technological
societies. Usually, those specif cations do not review
all the requirements that are addressed in table 6. To
ensure optimum engine performance, a complete fuel
analysis should be obtained before engine operation.
The fuel analysis should include all of the properties
that are stated in the table 6.
57
55
Maintenance Section
Ref ll Capacities
Fuel Additive
Supplemental diesel fuel additives are not generally
recommended. This is due to potential damage to
the fuel system or the engine. Your fuel supplier
or the fuel manufacturer will add the appropriate
supplemental diesel fuel additives.
Perkins recognizes the fact that additives may
be required in some special circumstances. Fuel
additives need to be used with caution. Contact
your fuel supplier for those circumstances when
fuel additives are required. Your fuel supplier can
recommend the appropriate fuel additive and the
correct level of treatment.
Note: For the best results, your fuel supplier should
treat the fuel when additives are required. The treated
fuel must meet the requirements that are stated in
table 6.
i02753174
Fluid Recommendations
(Coolant Specif cations)
General Coolant Information
NOTICE
Never add coolant to an overheated engine. Engine
damage could result. Allow the engine to cool f rst.
NOTICE
If the engine is to be stored in, or shipped to an area
with below freezing temperatures, the cooling system
must be either protected to the lowest outside temper-
ature or drained completely to prevent damage.
NOTICE
Frequently check the specif c gravity of the coolant for
proper freeze protection or for anti-boil protection.
Clean the cooling system for the following reasons:
• Contamination of the cooling system
• Overheating of the engine
• Foaming of the coolant
56 SEBU8119-02
Maintenance Section
Ref ll Capacities

NOTICE
Never operate an engine without water temperature
regulators in the cooling system. Water temperature
regulators help to maintain the engine coolant at the
proper operating temperature. Cooling system prob-
lems can develop without water temperature regula-
tors.
Additives
Additives help to protect the metal surfaces of
the cooling system. A lack of coolant additives or
insuff cient amounts of additives enable the following
conditions to occur:
• Corrosion

Many engine failures are related to the cooling

system. The following problems are related to cooling
system failures: Overheating, leakage of the water
pump, and plugged radiators or heat exchangers.
These failures can be avoided with correct cooling
system maintenance. Cooling system maintenance is
as important as maintenance of the fuel system and
the lubrication system. Quality of the coolant is as
important as the quality of the fuel and the lubricating
oil.
Coolant is normally composed of three elements:
Water, additives, and glycol.
• Formation of mineral deposits
• Rust
• Scale
• Foaming of the coolant
Many additives are depleted during engine operation.
These additives must be replaced periodically.
Additives must be added at the correct concentration.
Overconcentration of additives can cause the
inhibitors to drop out-of-solution. The deposits can
enable the following problems to occur:

Water • Formation of gel compounds

Water is used in the cooling system in order to • Reduction of heat transfer
transfer heat.
• Leakage of the water pump seal
Distilled water or deionized water is
recommended for use in engine cooling systems. • Plugging of radiators, coolers, and small passages
DO NOT use the following types of water in cooling Glycol
systems: Hard water, softened water that has been
conditioned with salt, and sea water. Glycol in the coolant helps to provide protection
against the following conditions:
If distilled water or deionized water is not available,
use water with the properties that are listed in Table 9.
• Boiling
Table 9
• Freezing
Acceptable Water
Property Maximum Limit • Cavitation of the water pump
Chloride (Cl) 40 mg/L For optimum performance, Perkins recommends a
Sulfate (SO4) 100 mg/L 1:1 mixture of a water/glycol solution.

Total Hardness 170 mg/L Note: Use a mixture that will provide protection
Total Solids 340 mg/L against the lowest ambient temperature.

Acidity pH of 5.5 to 9.0 Note: 100 percent pure glycol will freeze at a
temperature of −23 °C (−9 °F).
For a water analysis, consult one of the following
sources: Most conventional antifreezes use ethylene glycol.
Propylene glycol may also be used. In a 1:1 mixture
• Local water utility company with water, ethylene and propylene glycol provide
similar protection against freezing and boiling. See
• Agricultural agent Tables 10 and 11.

• Independent laboratory
58
SEBU8119-02 57
Maintenance Section
Ref ll Capacities

Table 10 In stationary engine applications and marine engine

Ethylene Glycol
applications that do not require anti-boil protection
or freeze protection, a mixture of SCA and water
Concentration Freeze Protection is acceptable. Perkins recommends a six percent
50 Percent −36 °C (−33 °F)
to eight percent concentration of SCA in those
cooling systems. Distilled water or deionized water
60 Percent −51 °C (−60 °F) is preferred. Water which has the recommended
properties may be used.
NOTICE Table 12
Do not use propylene glycol in concentrations that ex-
ceed 50 percent glycol because of propylene glycol’s Coolant Service Life
reduced heat transfer capability. Use ethylene glycol Coolant Type Service Life
in conditions that require additional protection against
boiling or freezing. 6,000 Service Hours or
Perkins ELC
Three Years
Commercial Heavy-Duty
Table 11 3000 Service Hours or
Antifreeze that meets
Two Years
Propylene Glycol “ASTM D4985”
Concentration Freeze Protection Perkins POWERPART 3000 Service Hours or
SCA Two Years
50 Percent −29 °C (−20 °F)
Commercial SCA and 3000 Service Hours or
Water Two Years
To check the concentration of glycol in the coolant,
measure the specif c gravity of the coolant.
ELC
Coolant Recommendations
Perkins provides ELC for use in the following
• ELC____________________________Extended Life Coolant applications:

• SCA___________________Supplement Coolant Additive • Heavy-duty spark ignited gas engines

• ASTM__________________________________________American
Society for Testing and Materials
The following two coolants are used in Perkins diesel
engines:
Preferred – Perkins ELC
Acceptable – A commercial heavy-duty antifreeze
that meets “ASTM D4985” specif cations
NOTICE
Do not use a commercial coolant/antifreeze that on-
ly meets the ASTM D3306 specif cation. This type of
coolant/antifreeze is made for light automotive appli-
cations.
Perkins recommends a 1:1 mixture of water and
glycol. This mixture of water and glycol will provide
optimum heavy-duty performance as a antifreeze.
This ratio may be increased to 1:2 water to glycol if
extra freezing protection is required.
• Heavy-duty diesel engines
• Automotive applications
The anti-corrosion package for ELC is different from
the anti-corrosion package for other coolants. ELC
is an ethylene glycol base coolant. However, ELC
contains organic corrosion inhibitors and antifoam
agents with low amounts of nitrite. Perkins ELC
has been formulated with the correct amount of
these additives in order to provide superior corrosion
protection for all metals in engine cooling systems.
ELC is available in a 1:1 premixed cooling solution
with distilled water. The Premixed ELC provides
freeze protection to −36 °C (−33 °F). The Premixed
ELC is recommended for the initial f ll of the cooling
system. The Premixed ELC is also recommended for
topping off the cooling system.
ELC Concentrate is also available. ELC Concentrate
can be used to lower the freezing point to −51 °C
(−60 °F) for arctic conditions.

Note: A commercial heavy-duty antifreeze that Containers of several sizes are available. Consult
meets “ASTM D4985” specif cations MAY require a your Perkins distributor for the part numbers.
treatment with an SCA at the initial f ll. Read the label
or the instructions that are provided by the OEM of
the product.
59
58
Maintenance Section
Ref ll Capacities
ELC Cooling System Maintenance
Correct additions to the Extended Life
Coolant
NOTICE
Use only Perkins products for pre-mixed or concen-
trated coolants.
Mixing Extended Life Coolant with other products re-
duces the Extended Life Coolant service life. Failure to
follow the recommendations can reduce cooling sys-
tem components life unless appropriate corrective ac-
tion is performed.
In order to maintain the correct balance between
the antifreeze and the additives, you must maintain
the recommended concentration of ELC. Lowering
the proportion of antifreeze lowers the proportion of
additive. This will lower the ability of the coolant to
protect the system from pitting, from cavitation, from
erosion, and from deposits.
NOTICE
Do not use a conventional coolant to top-off a cooling
system that is f lled with Extended Life Coolant (ELC).
Do not use standard supplemental coolant additive
(SCA).
When using Perkins ELC, do not use standard SCA’s
or SCA f lters.
ELC Cooling System Cleaning
Note: If the cooling system is already using ELC,
cleaning agents are not required to be used at
the specif ed coolant change interval. Cleaning
agents are only required if the system has been
contaminated by the addition of some other type of
coolant or by cooling system damage.
Clean water is the only cleaning agent that is required
when ELC is drained from the cooling system.
Before the cooling system is f lled, the heater control
(if equipped) must be set to the hot position. Refer
to the OEM in order to set the heater control. After
the cooling system is drained and the cooling system
is ref lled, operate the engine until the coolant level
reaches the normal operating temperature and
until the coolant level stabilizes. As needed, add
the coolant mixture in order to f ll the system to the
specif ed level.
Changing to Perkins ELC
To change from heavy-duty antifreeze to the Perkins
ELC, perform the following steps:
SEBU8119-02
NOTICE
Care must be taken to ensure that all f uids are
contained during performance of inspection, main-
tenance, testing, adjusting and the repair of the
product. Be prepared to collect the f uid with suitable
containers before opening any compartment or dis-
assembling any component containing f uids.
Dispose of all f uids according to local regulations and
mandates.
1. Drain the coolant into a suitable container.
2. Dispose of the coolant according to local
regulations.
3. Flush the system with clean water in order to
remove any debris.
4. Use Perkins cleaner to clean the system. Follow
the instruction on the label.
5. Drain the cleaner into a suitable container. Flush
the cooling system with clean water.
6. Fill the cooling system with clean water and
operate the engine until the engine is warmed to
49° to 66°C (120° to 150°F).
NOTICE
Incorrect or incomplete f ushing of the cooling system
can result in damage to copper and other metal com-
ponents.
To avoid damage to the cooling system, make sure to
completely f ush the cooling system with clear water.
Continue to f ush the system until all the signs of the
cleaning agent are gone.
7. Drain the cooling system into a suitable container
and f ush the cooling system with clean water.
Note: The cooling system cleaner must be thoroughly
f ushed from the cooling system. Cooling system
cleaner that is left in the system will contaminate the
coolant. The cleaner may also corrode the cooling
system.
8. Repeat Steps 6 and 7 until the system is
completely clean.
9. Fill the cooling system with the Perkins Premixed
ELC.
60
SEBU8119-02 59
Maintenance Section
Ref ll Capacities

ELC Cooling System Contamination Refer to Table 13 for part numbers and for quantities
of SCA.
NOTICE Table 13
Mixing ELC with other products reduces the effective-
ness of the ELC and shortens the ELC service life. Perkins Liquid SCA
Use only Perkins Products for premixed or concen- Part Number Quantity
trate coolants. Failure to follow these recommenda-
tions can result in shortened cooling system compo- 21825735 10
nent life.
Adding the SCA to Heavy-Duty Coolant
ELC cooling systems can withstand contamination to at the Initial Fill
a maximum of ten percent of conventional heavy-duty
antifreeze or SCA. If the contamination exceeds ten Commercial heavy-duty antifreeze that meets “ASTM
percent of the total system capacity, perform ONE of D4985” specif cations MAY require an addition of
the following procedures: SCA at the initial f ll. Read the label or the instructions
that are provided by the OEM of the product.
• Drain the cooling system into a suitable container.
Dispose of the coolant according to local Use the equation that is in Table 14 to determine the
regulations. Flush the system with clean water. Fill amount of Perkins SCA that is required when the
the system with the Perkins ELC. cooling system is initially f lled.
• Drain a portion of the cooling system into a suitable Table 14
container according to local regulations. Then, f ll
the cooling system with premixed ELC. This should Equation For Adding The SCA To The Heavy-Duty
Coolant At The Initial Fill
lower the contamination to less than 10 percent.
V × 0.045 = X
• Maintain the system as a conventional Heavy-Duty V is the total volume of the cooling system.
Coolant. Treat the system with an SCA. Change
the coolant at the interval that is recommended for X is the amount of SCA that is required.
the conventional Heavy-Duty Coolant.
Table 15 is an example for using the equation that
Commercial Heavy-Duty Antifreeze and is in Table 14.
SCA
Table 15

NOTICE Example Of The Equation For Adding The SCA To

Commercial Heavy-Duty Coolant which contains The Heavy-Duty Coolant At The Initial Fill
Amine as part of the corrision protection system must Total Volume Multiplication Amount of
not be used. of the Cooling Factor SCA that is
System (V) Required (X)
NOTICE 15 L (4 US gal) × 0.045 0.7 L (24 oz)
Never operate an engine without water temperature
regulators in the cooling system. Water temperature
regulators help to maintain the engine coolant at the Adding The SCA to The Heavy-Duty
correct operating temperature. Cooling system prob- Coolant For Maintenance
lems can develop without water temperature regula-
tors. Heavy-duty antifreeze of all types REQUIRE periodic
additions of an SCA.
Check the antifreeze (glycol concentration) in
order to ensure adequate protection against boiling Test the antifreeze periodically for the concentration
or freezing. Perkins recommends the use of a of SCA. For the interval, refer to the Operation
refractometer for checking the glycol concentration. and Maintenance Manual, “Maintenance Interval
Schedule” (Maintenance Section). Test the
Perkins engine cooling systems should be tested at concentration of SCA.
500 hour intervals for the concentration of SCA.
Additions of SCA are based on the results of the
Additions of SCA are based on the results of the test. test. The size of the cooling system determines the
An SCA that is liquid may be needed at 500 hour amount of SCA that is needed.
intervals.
61
60 SEBU8119-02
Maintenance Section
Ref ll Capacities

Use the equation that is in Table 16 to determine the EMA Guidelines

amount of Perkins SCA that is required, if necessary:
The “Engine Manufacturers Association
Table 16 Recommended Guideline on Diesel Engine Oil” is
Equation For Adding The SCA To The Heavy-Duty recognized by Perkins. For detailed information
Coolant For Maintenance about this guideline, see the latest edition of EMA
publication, “EMA DHD -1”.
V × 0.014 = X
V is the total volume of the cooling system. API Licensing
X is the amount of SCA that is required.
The Engine Oil Licensing and Certif cation System by
the American Petroleum Institute (API) is recognized
Table 17 is an example for using the equation that by Perkins. For detailed information about this
is in Table 16. system, see the latest edition of the “API publication
No. 1509”. Engine oils that bear the API symbol are
Table 17 authorized by API.
Example Of The Equation For Adding The SCA To
The Heavy-Duty Coolant For Maintenance
Total Volume Multiplication Amount of
of the Cooling Factor SCA that is
System (V) Required (X)
15 L (4 US gal) × 0.014 0.2 L (7 oz)

Cleaning the System of Heavy-Duty

Antifreeze
Perkins cooling system cleaners are designed
to clean the cooling system of harmful scale
and corrosion. Perkins cooling system cleaners
dissolve mineral scale, corrosion products, light oil Illustration 26
g00546535
contamination and sludge. Typical API symbol

• Clean the cooling system after used coolant is Terminology

drained or before the cooling system is f lled with
new coolant.
• Clean the cooling system whenever the coolant is
contaminated or whenever the coolant is foaming.
i02663093
Fluid Recommendations
Certain abbreviations follow the nomenclature of
“SAE J754”. Some classif cations follow “SAE J183”
abbreviations, and some classif cations follow the
“EMA Recommended Guideline on Diesel Engine
Oil”. In addition to Perkins def nitions, there are other
def nitions that will be of assistance in purchasing
lubricants. Recommended oil viscosities can be found
in this publication, “Fluid Recommendations/Engine
Oil” topic (Maintenance Section).

Engine Oil
General Lubricant Information
Because of government regulations regarding the
Commercial Oils
certif cation of exhaust emissions from the engine,
the lubricant recommendations must be followed. NOTICE
For applications above 168 kWCI-4 oil must be used.
• EMA____________ Engine Manufacturers Association
• API_____________________American Petroleum Institute
• SAE___________________________________________Society Of
Automotive Engineers Inc.

62
SEBU8119-02 61
Maintenance Section
Ref ll Capacities

Table 18 All DHD-1 oils must complete a full test program

API Classif cations for the 1106D Industrial Engine
with the base stock and with the viscosity grade of
the f nished commercial oil. The use of “API Base
Engine Power Oil Maintenance Oil Interchange Guidelines” are not appropriate for
Specif cation Interval DHD-1 oils. This feature reduces the variation in
Less than CH-4/CI-4 500 Hours performance that can occur when base stocks are
168 kW (225 hp) changed in commercial oil formulations.
More than CI-4 500 Hours DHD-1 oils are recommended for use in extended oil
168 kW (225 hp) change interval programs that optimize the life of the
Less than CG-4 250 Hours oil. These oil change interval programs are based
168 kW (225 hp) on oil analysis. DHD-1 oils are recommended for
conditions that demand a premium oil. Your Perkins
distributor has the specif c guidelines for optimizing
Maintenance intervals for engines that use
oil change intervals.
biodiesel – The oil change interval can be adversely
affected by the use of biodiesel. Use oil analysis in
API CH-4 – API CH-4 oils were developed in order to
order to monitor the condition of the engine oil. Use
meet the requirements of the new high performance
oil analysis also in order to determine the oil change
diesel engines. Also, the oil was designed to
interval that is optimum.
meet the requirements of the low emissions diesel
engines. API CH-4 oils are also acceptable for use
Note: These engine oils are not approved by
in older diesel engines and in diesel engines that
perkins and these engine oils must not be
use high sulfur diesel fuel. API CH-4 oils may be
used:CC, CD, CD-2, and CF-4.
used in Perkins engines that use API CG-4 and API
CF-4 oils. API CH-4 oils will generally exceed the
The performance of commercial diesel engine
performance of API CG-4 oils in the following criteria:
oils is based on API classif cations. These API
deposits on pistons, control of oil consumption, wear
classif cations are developed in order to provide
of piston rings, valve train wear, viscosity control,
commercial lubricants for a broad range of diesel
and corrosion.
engines that operate at various conditions.
Three new engine tests were developed for the API
Only use commercial oils that meet the following
CH-4 oil. The f rst test specif cally evaluates deposits
classif cations:
on pistons for engines with the two-piece steel piston.
This test (piston deposit) also measures the control
• API____________________________________________ CH-4 CI-4 of oil consumption. A second test is conducted
with moderate oil soot. The second test measures
In order to make the correct choice of a commercial
the following criteria: wear of piston rings, wear of
oil, refer to the following explanations:
cylinder liners, and resistance to corrosion. A third
new test measures the following characteristics with
EMA DHD-1 – The EMA has developed lubricant
high levels of soot in the oil: wear of the valve train,
recommendations as an alternative to the API oil
resistance of the oil in plugging the oil f lter, and
classif cation system. DHD-1 is a Recommended
control of sludge.
Guideline that def nes a level of oil performance for
these types of diesel engines: high speed, four stroke
In addition to the new tests, API CH-4 oils have
cycle, heavy-duty, and light duty. DHD-1 oils may
tougher limits for viscosity control in applications that
be used in Perkins engines when the following oils
generate high soot. The oils also have improved
are recommended: API CH-4 and API CG-4. DHD-1
oxidation resistance. API CH-4 oils must pass an
oils are intended to provide superior performance in
additional test (piston deposit) for engines that use
comparison to API CG-4.
aluminum pistons (single piece). Oil performance is
also established for engines that operate in areas
DHD-1 oils will meet the needs of high performance
with high sulfur diesel fuel.
Perkins diesel engines that are operating in many
applications. The tests and the test limits that are
All of these improvements allow the API CH-4 oil to
used to def ne DHD-1 are similar to the new API
achieve optimum oil change intervals. API CH-4 oils
CH-4 classif cation. Therefore, these oils will also
are recommended for use in extended oil change
meet the requirements for diesel engines that require
intervals. API CH-4 oils are recommended for
low emissions. DHD-1 oils are designed to control the
conditions that demand a premium oil. Your Perkins
harmful effects of soot with improved wear resistance
distributor has specif c guidelines for optimizing oil
and improved resistance to plugging of the oil f lter.
change intervals.
These oils will also provide superior piston deposit
control for engines with either two-piece steel pistons
or aluminum pistons.
63
62 SEBU8119-02
Maintenance Section
Ref ll Capacities

Some commercial oils that meet the API

classif cations may require reduced oil change NOTICE
intervals. To determine the oil change interval, closely Operating Direct Injection (DI) diesel engines with fuel
monitor the condition of the oil and perform a wear sulphur levels over 0.5 percent will require shortened
metal analysis. oil change intervals in order to help maintain adequate
wear protection.
NOTICE
Failure to follow these oil recommendations can cause Table 19
shortened engine service life due to deposits and/or
Percentage of Sulfur in Oil change interval
excessive wear.
the fuel
Lower than 0.5 Normal
Total Base Number (TBN) and Fuel Sulfur
0.5 to 1.0 0.75 of normal
Levels for Direct Injection (DI) Diesel
Engines Greater than 1.0 0.50 of normal

The Total Base Number (TBN) for an oil depends on

the fuel sulfur level. For direct injection engines that
use distillate fuel, the minimum TBN of the new oil
must be 10 times the fuel sulfur level. The TBN is
def ned by “ASTM D2896”. The minimum TBN of the
oil is 5 regardless of fuel sulfur level. Illustration 27
demonstrates the TBN.
Lubricant Viscosity Recommendations
for Direct Injection (DI) Diesel Engines
The correct SAE viscosity grade of oil is determined
by the minimum ambient temperature during
cold engine start-up, and the maximum ambient
temperature during engine operation.

Refer to Table 20 (minimum temperature) in order

to determine the required oil viscosity for starting a
cold engine.

Refer to Table 20 (maximum temperature) in order

to select the oil viscosity for engine operation at the
highest ambient temperature that is anticipated.

Generally, use the highest oil viscosity that is

available to meet the requirement for the temperature
at start-up.

Table 20
g00799818
Illustration 27 Engine Oil Viscosity
(Y) TBN by “ASTM D2896”
(X) Percentage of fuel sulfur by weight EMA LRG-1 Ambient Temperature
(1) TBN of new oil API CH-4
(2) Change the oil when the TBN deteriorates to 50 percent of Viscosity Grade Minimum Maximum
the original TBN.
SAE 0W20 −40 °C (−40 °F) 10 °C (50 °F)
Use the following guidelines for fuel sulfur levels that SAE 0W30 −40 °C (−40 °F) 30 °C (86 °F)
exceed 1.5 percent:
SAE 0W40 −40 °C (−40 °F) 40 °C (104 °F)
• Choose an oil with the highest TBN that meets one SAE 5W30 −30 °C (−22 °F) 30 °C (86 °F)
of these classif cations: EMA DHD-1 and API CH-4.
SAE 5W40 −30 °C (−22 °F) 40 °C (104 °F)
• Reduce the oil change interval. Base the oil SAE 10W30 −20 °C (−4 °F) 40 °C (104 °F)
change interval on the oil analysis. Ensure that the
oil analysis includes the condition of the oil and a SAE 15W40 −10 °C (14 °F) 50 °C (122 °F)
wear metal analysis.
Synthetic Base Stock Oils
Excessive piston deposits can be produced by an oil
with a high TBN. These deposits can lead to a loss Synthetic base oils are acceptable for use in
of control of the oil consumption and to the polishing these engines if these oils meet the performance
of the cylinder bore. requirements that are specif ed for the engine.

64
SEBU8119-02
Synthetic base oils generally perform better than
conventional oils in the following two areas:
• Synthetic base oils have improved f ow at low
temperatures especially in arctic conditions.
• Synthetic base oils have improved oxidation
stability especially at high operating temperatures.
Some synthetic base oils have performance
characteristics that enhance the service life of the
oil. Perkins does not recommend the automatic
extending of the oil change intervals for any type of
oil.
Re-ref ned Base Stock Oils
Re-ref ned base stock oils are acceptable for
use in Perkins engines if these oils meet the
performance requirements that are specif ed by
Perkins. Re-ref ned base stock oils can be used
exclusively in f nished oil or in a combination with new
base stock oils. The specif cation for the US military
and the specif cations of other heavy equipment
manufacturers also allow the use of re-ref ned base
stock oils that meet the same criteria.
The process that is used to make re-ref ned base
stock oil should adequately remove all wear metals
that are in the used oil and all the additives that
are in the used oil. The process that is used to
make re-ref ned base stock oil generally involves the
process of vacuum distillation and hydrotreating the
used oil. Filtering is adequate for the production of
high quality, re-ref ned base stock oil.
Lubricants for Cold Weather
When an engine is started and an engine is operated
in ambient temperatures below −20 °C (−4 °F), use
multigrade oils that are capable of f owing in low
temperatures.
These oils have lubricant viscosity grades of SAE
0W or SAE 5W.
When an engine is started and operated in ambient
temperatures below −30 °C (−22 °F), use a synthetic
base stock multigrade oil with an 0W viscosity grade
or with a 5W viscosity grade. Use an oil with a pour
point that is lower than −50 °C (−58 °F).
Perkins recommends the following lubricants for use
in cold weather conditions:
Use a commercial oil that is API:CI-4, CI-4 PLUS,
CH-4, and CG-4. The oil must have one of the
following lubricant viscosity grades: SAE 0W-20, SAE
0W-30, SAE 0W-40, SAE 5W-30, and SAE 5W-40
65
63
Maintenance Section
Ref ll Capacities
Aftermarket Oil Additives
Perkins does not recommend the use of aftermarket
additives in oil. It is not necessary to use aftermarket
additives in order to achieve the engine’s maximum
service life or rated performance. Fully formulated,
f nished oils consist of base oils and of commercial
additive packages. These additive packages are
blended into the base oils at precise percentages in
order to help provide f nished oils with performance
characteristics that meet industry standards.
There are no industry standard tests that evaluate
the performance or the compatibility of aftermarket
additives in f nished oil. Aftermarket additives may
not be compatible with the f nished oil’s additive
package, which could lower the performance of the
f nished oil. The aftermarket additive could fail to
mix with the f nished oil. This could produce sludge
in the crankcase. Perkins discourages the use of
aftermarket additives in f nished oils.
To achieve the best performance from a Perkins
engine, conform to the following guidelines:
• Select the correct oil, or a commercial oil that meets
the “EMA Recommended Guideline on Diesel
Engine Oil” or the recommended API classif cation.
• See the appropriate “Lubricant Viscosities” table in
order to f nd the correct oil viscosity grade for your
engine.
• At the specif ed interval, service the engine. Use
new oil and install a new oil f lter.
• Perform maintenance at the intervals that are
specif ed in the Operation and Maintenance
Manual, “Maintenance Interval Schedule”.
Oil analysis
Some engines may be equipped with an oil sampling
valve. If oil analysis is required the oil sampling valve
is used to obtain samples of the engine oil. The oil
analysis will complement the preventive maintenance
program.
The oil analysis is a diagnostic tool that is used to
determine oil performance and component wear
rates. Contamination can be identif ed and measured
through the use of the oil analysis. The oil analysis
includes the following tests:
• The Wear Rate Analysis monitors the wear of the
engine’s metals. The amount of wear metal and
type of wear metal that is in the oil is analyzed. The
increase in the rate of engine wear metal in the
oil is as important as the quantity of engine wear
metal in the oil.
64 SEBU8119-02
Maintenance Section
Ref ll Capacities

• Tests are conducted in order to detect

contamination of the oil by water, glycol or fuel.

• The Oil Condition Analysis determines the loss of

the oil’s lubricating properties. An infrared analysis
is used to compare the properties of new oil to the
properties of the used oil sample. This analysis
allows technicians to determine the amount of
deterioration of the oil during use. This analysis
also allows technicians to verify the performance
of the oil according to the specif cation during the
entire oil change interval.

66
66
Maintenance Section
Aftercooler Core - Clean/Test
i02322260
Aftercooler Core - Clean/Test
1. Remove the core. Refer to the OEM information
for the correct procedure.
2. Turn the aftercooler core upside-down in order to
remove debris.
Personal injury can result from air pressure.
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
3. Pressurized air is the preferred method for
removing loose debris. Direct the air in the
opposite direction of the fan’s air f ow. Hold the
nozzle approximately 6 mm (.25 inch) away from
the f ns. Slowly move the air nozzle in a direction
that is parallel with the tubes. This will remove
debris that is between the tubes.
4. Pressurized water may also be used for cleaning.
The maximum water pressure for cleaning
purposes must be less than 275 kPa (40 psi). Use
pressurized water in order to soften mud. Clean
the core from both sides.
NOTICE
Do not use a high concentration of caustic cleaner to
clean the core. A high concentration of caustic cleaner
can attack the internal metals of the core and cause
leakage. Only use the recommended concentration of
cleaner.
5. Back f ush the core with a suitable cleaner.
6. Steam clean the core in order to remove any
residue. Flush the f ns of the aftercooler core.
Remove any other trapped debris.
7. Wash the core with hot, soapy water. Rinse the
core thoroughly with clean water.
67
SEBU8119-02
Personal injury can result from air pressure.
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
8. Dry the core with compressed air. Direct the air in
the reverse direction of the normal f ow.
9. Inspect the core in order to ensure cleanliness.
Pressure test the core. If necessary, repair the
core.
10. Install the core. Refer to the OEM information for
the correct procedure.
11. After cleaning, start the engine and accelerate
the engine to high idle rpm. This will help in the
removal of debris and drying of the core. Stop the
engine. Use a light bulb behind the core in order
to inspect the core for cleanliness. Repeat the
cleaning, if necessary.
i02322295
Aftercooler Core - Inspect
Note: Adjust the frequency of cleaning according to
the effects of the operating environment.
Inspect the aftercooler for these items: damaged f ns,
corrosion, dirt, grease, insects, leaves, oil, and other
debris. Clean the aftercooler, if necessary.
For air-to-air aftercoolers, use the same methods that
are used for cleaning radiators.
Personal injury can result from air pressure.
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
SEBU8119-02 67
Maintenance Section
Alternator - Inspect

After cleaning, start the engine and accelerate the
engine to high idle rpm. This will help in the removal
of debris and drying of the core. Stop the engine.
Use a light bulb behind the core in order to inspect
the core for cleanliness. Repeat the cleaning, if
necessary.
• If the belt (1) has more than four cracks per
25.4000 mm (1 inch) the belt must be replaced.
• Check the belt for cracks, splits, glazing, grease,
and splitting.

Inspect the f ns for damage. Bent f ns may be opened

with a “comb”.

Note: If parts of the aftercooler system are repaired

or replaced, a leak test is highly recommended.

Inspect these items for good condition: Welds,

mounting brackets, air lines, connections, clamps,
and seals. Make repairs, if necessary.

i02322311

Alternator - Inspect

Perkins recommends a scheduled inspection of

the alternator. Inspect the alternator for loose
connections and correct battery charging. Check the
ammeter (if equipped) during engine operation in
order to ensure correct battery performance and/or
correct performance of the electrical system. Make
repairs, as required.

Check the alternator and the battery charger for

correct operation. If the batteries are correctly g01347573
charged, the ammeter reading should be very near Illustration 28
zero. All batteries should be kept charged. The Typical example
batteries should be kept warm because temperature
affects the cranking power. If the battery is too cold,
i02680137
the battery will not crank the engine. When the
engine is not run for long periods of time or if the Alternator and Fan Belts -
engine is run for short periods, the batteries may not
fully charge. A battery with a low charge will freeze Replace
more easily than a battery with a full charge.

i02680086 Refer to Disassembly and Assembly Manual , “

Alternator Belt - Remove and Install”.
Alternator and Fan Belts -
Inspect

NOTICE
Ensure that the engine is stopped before any servicing
or repair is performed.

To maximize the engine performance, inspect the belt

(1) for wear and for cracking. Replace the belt if the
belt is worn or damaged.

68
68 SEBU8119-02
Maintenance Section
Battery - Replace

i02322315 8. Connect the NEGATIVE “-” cable to the NEGATIVE

“-” battery terminal.
Battery - Replace
i02747977

Battery Electrolyte Level -

Batteries give off combustible gases which can
explode. A spark can cause the combustible gas-
es to ignite. This can result in severe personal in-
jury or death.
Ensure proper ventilation for batteries that are in
an enclosure. Follow the proper procedures in or-
der to help prevent electrical arcs and/or sparks
near batteries. Do not smoke when batteries are
serviced.
Check
When the engine is not run for long periods of time or
when the engine is run for short periods, the batteries
may not fully recharge. Ensure a full charge in order
to help prevent the battery from freezing. If batteries
are correctly charged, the ammeter reading should
be very near zero, when the engine is in operation.

All lead-acid batteries contain sulfuric acid which

The battery cables or the batteries should not be
removed with the battery cover in place. The bat-
tery cover should be removed before any servic-
ing is attempted.
Removing the battery cables or the batteries with
the cover in place may cause a battery explosion
resulting in personal injury.
1. Switch the engine to the OFF position. Remove
all electrical loads.
2. Turn off any battery chargers. Disconnect any
battery chargers.
3. The NEGATIVE “-” cable connects the NEGATIVE
“-” battery terminal to the NEGATIVE “-” terminal
on the starting motor. Disconnect the cable from
the NEGATIVE “-” battery terminal.
4. The POSITIVE “+” cable connects the POSITIVE
“+” battery terminal to the POSITIVE “+” terminal
on the starting motor. Disconnect the cable from
the POSITIVE “+” battery terminal.
can burn the skin and clothing. Always wear a face
shield and protective clothing when working on or
near batteries.
1. Remove the f ller caps. Maintain the electrolyte
level to the “FULL” mark on the battery.
If the addition of water is necessary, use distilled
water. If distilled water is not available use clean
water that is low in minerals. Do not use artif cially
softened water.
2. Check the condition of the electrolyte with a
suitable battery tester.
3. Install the caps.
4. Keep the batteries clean.
Clean the battery case with one of the following
cleaning solutions:
• Use a solution of 0.1 kg (0.2 lb) baking soda
and 1 L (1 qt) of clean water.

Note: Always recycle a battery. Never discard a

• Use a solution of ammonium hydroxide.
battery. Dispose of used batteries to an appropriate Thoroughly rinse the battery case with clean water.
recycling facility.

5. Remove the used battery.

6. Install the new battery.

Note: Before the cables are connected, ensure that

the engine start switch is OFF.

7. Connect the cable from the starting motor to the

POSITIVE “+” battery terminal.
69
SEBU8119-02 69
Maintenance Section
Battery or Battery Cable - Disconnect

i02323088 i02761999

Battery or Battery Cable - Belt Tensioner - Inspect

Disconnect

The battery cables or the batteries should not be

removed with the battery cover in place. The bat-
tery cover should be removed before any servic-
ing is attempted.

Removing the battery cables or the batteries with

the cover in place may cause a battery explosion
resulting in personal injury.

1. Turn the start switch to the OFF position. Turn the

ignition switch (if equipped) to the OFF position
and remove the key and all electrical loads.

2. Disconnect the negative battery terminal. Ensure

that the cable cannot contact the terminal. When
four 12 volt batteries are involved, two negative
connection must be disconnected.

3. Remove the positive connection.

4. Clean all disconnected connection and battery

terminals.
5. Use a f ne grade of sandpaper to clean the
terminals and the cable clamps. Clean the items
until the surfaces are bright or shiny. DO NOT
remove material excessively. Excessive removal
of material can cause the clamps to not f t
correctly. Coat the clamps and the terminals with
a suitable silicone lubricant or petroleum jelly.
6. Tape the cable connections in order to help
prevent accidental starting.
7. Proceed with necessary system repairs.
8. In order to connect the battery, connect the
positive connection before the negative connector.
g01382522
Illustration 29
Typical example
Remove the belt. Refer to Disassembly and
Assembly, “Alternator Belt - Remove and Install”.
Ensure that the belt tensioner is securely installed.
Visually inspect the belt tensioner (1) for damage.
Check that the roller on the tensioner rotates freely.
Some engines have a guide roller. Ensure that the
guide roller is securely installed. Visually inspect the
guide roller for damage. Ensure that the guide roller
can rotate freely.
Install the belt. Refer to Disassembly and Assembly,
“Alternator Belt - Remove and Install”.

70
70 SEBU8119-02
Maintenance Section
Cooling System Coolant (Commercial Heavy-Duty) - Change

i02238072

Cooling System Coolant

(Commercial Heavy-Duty) -
Change

NOTICE
Care must be taken to ensure that f uids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the f uid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing f uids.

Dispose of all f uids according to Local regulations and

mandates.

NOTICE g01144180
Illustration 30
Keep all parts clean from contaminants.
Typical example
Contaminants may cause rapid wear and shortened
component life. 2. Open the drain cock or remove the drain plug (1)
on the engine. Open the drain cock or remove the
drain plug on the radiator.
Clean the cooling system and f ush the cooling
system before the recommended maintenance Allow the coolant to drain.
interval if the following conditions exist:
NOTICE
• The engine overheats frequently. Dispose of used engine coolant or recycle. Various
methods have been proposed to reclaim used coolant
• Foaming of the coolant is observed. for reuse in engine cooling systems. The full distillation
procedure is the only method acceptable by Perkins to
• The oil has entered the cooling system and the reclaim the coolant.
coolant is contaminated.

• The fuel has entered the cooling system and the For information regarding the disposal and the
coolant is contaminated. recycling of used coolant, consult your Perkins dealer
or your Perkins distributor.
Note: When the cooling system is cleaned, only
clean water is needed. Flush
Drain 1. Flush the cooling system with clean water in order
to remove any debris.

2. Close the drain cock or install the drain plug in the

Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.
engine. Close the drain cock or install the drain
plug on the radiator.
NOTICE
Do not f ll the cooling system faster than 5 L
(1.3 US gal) per minute to avoid air locks.

Cooling system air locks may result in engine damage.

1. Stop the engine and allow the engine to cool.
Loosen the cooling system f ller cap slowly in
order to relieve any pressure. Remove the cooling 3. Fill the cooling system with clean water. Install the
system f ller cap. cooling system f ller cap.
71
SEBU8119-02
4. Start and run the engine at low idle until the
temperature reaches 49 to 66 °C (120 to 150 °F).
5. Stop the engine and allow the engine to cool.
Loosen the cooling system f ller cap slowly in
order to relieve any pressure. Remove the cooling
system f ller cap. Open the drain cock or remove
the drain plug on the engine. Open the drain cock
or remove the drain plug on the radiator. Allow
the water to drain. Flush the cooling system with
clean water.
Fill
1. Close the drain cock or install the drain plug on the
engine. Close the drain cock or install the drain
plug on the radiator.
NOTICE
Do not f ll the cooling system faster than 5 L
(1.3 US gal) per minute to avoid air locks.
Cooling system air locks may result in engine damage.
2. Fill the cooling system with Commercial
Heavy-Duty Coolant. Add Supplemental Coolant
Additive to the coolant. For the correct amount,
refer to the Operation and Maintenance Manual,
“Fluid Recommendations” topic (Maintenance
Section) for more information on cooling system
specif cations. Do not install the cooling system
f ller cap.
3. Start and run the engine at low idle. Increase the
engine rpm to high idle. Run the engine at high
idle for one minute in order to purge the air from
the cavities of the engine block. Decrease the
engine speed to low idle. Stop the engine.
4. Check the coolant level. Maintain the coolant level
within 13 mm (0.5 inch) below the bottom of the
pipe for f lling. Maintain the coolant level in the
expansion bottle (if equipped) at the correct level.
g00103639
Illustration 31
Filler cap
72
71
Maintenance Section
Cooling System Coolant (ELC) - Change
5. Clean the cooling system f ller cap and inspect the
gasket. If the gasket is damaged, discard the old
f ller cap and install a new f ller cap. If the gasket
is not damaged, use a suitable pressurizing pump
in order to pressure test the f ller cap. The correct
pressure is stamped on the face of the f ller cap. If
the f ller cap does not retain the correct pressure,
install a new f ller cap.
6. Start the engine. Inspect the cooling system for
leaks and for correct operating temperature.
i02238084
Cooling System Coolant (ELC)
- Change
NOTICE
Care must be taken to ensure that f uids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the f uid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing f uids.
Dispose of all f uids according to Local regulations and
mandates.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
Clean the cooling system and f ush the cooling
system before the recommended maintenance
interval if the following conditions exist:
• The engine overheats frequently.
• Foaming of the coolant is observed.
• The oil has entered the cooling system and the
coolant is contaminated.
• The fuel has entered the cooling system and the
coolant is contaminated.
Note: When the cooling system is cleaned, only
clean water is needed when the ELC is drained and
replaced.
Note: Inspect the water pump and the water
temperature regulator after the cooling system has
been drained. This is a good opportunity to replace
the water pump, the water temperature regulator and
the hoses, if necessary.
72
Maintenance Section
Cooling System Coolant (ELC) - Change
Drain
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.
1. Stop the engine and allow the engine to cool.
Loosen the cooling system f ller cap slowly in
order to relieve any pressure. Remove the cooling
system f ller cap.
g01144180
Illustration 32
Typical example
2. Open the drain cock or remove the drain plug (1)
on the engine. Open the drain cock or remove the
drain plug on the radiator.
Allow the coolant to drain.
NOTICE
Dispose of used engine coolant or recycle. Various
methods have been proposed to reclaim used coolant
for reuse in engine cooling systems. The full distillation
procedure is the only method acceptable by Perkins to
reclaim the coolant.
For information regarding the disposal and the
recycling of used coolant, consult your Perkins dealer
or your Perkins distributor.
73
SEBU8119-02
Flush
1. Flush the cooling system with clean water in order
to remove any debris.
2. Close the drain cock or install the drain plug in the
engine. Close the drain cock or install the drain
plug on the radiator.
NOTICE
Do not f ll the cooling system faster than 5 L
(1.3 US gal) per minute to avoid air locks.
Cooling system air locks may result in engine damage.
3. Fill the cooling system with clean water. Install the
cooling system f ller cap.
4. Start and run the engine at low idle until the
temperature reaches 49 to 66 °C (120 to 150 °F).
5. Stop the engine and allow the engine to cool.
Loosen the cooling system f ller cap slowly in
order to relieve any pressure. Remove the cooling
system f ller cap. Open the drain cock or remove
the drain plug on the engine. Open the drain cock
or remove the drain plug on the radiator. Allow
the water to drain. Flush the cooling system with
clean water.
Fill
1. Close the drain cock or install the drain plug on the
engine. Close the drain cock or install the drain
plug on the radiator.
NOTICE
Do not f ll the cooling system faster than 5 L
(1.3 US gal) per minute to avoid air locks.
Cooling system air locks may result in engine damage.
2. Fill the cooling system with Extended Life
Coolant (ELC). Refer to the Operation and
Maintenance Manual, “Fluid Recommendations”
topic (Maintenance Section) for more information
on cooling system specif cations. Do not install the
cooling system f ller cap.
3. Start and run the engine at low idle. Increase the
engine rpm to high idle. Run the engine at high
idle for one minute in order to purge the air from
the cavities of the engine block. Decrease the
engine speed to low idle. Stop the engine.
4. Check the coolant level. Maintain the coolant level
within 13 mm (0.5 inch) below the bottom of the
pipe for f lling. Maintain the coolant level in the
expansion bottle (if equipped) at the correct level.
SEBU8119-02
g00103639
Illustration 33
Filler cap
5. Clean the cooling system f ller cap and inspect the
gasket. If the gasket is damaged, discard the old
f ller cap and install a new f ller cap. If the gasket
is not damaged, use a suitable pressurizing pump
in order to pressure test the f ller cap. The correct
pressure is stamped on the face of the f ller cap. If
the f ller cap does not retain the correct pressure,
install a new f ller cap.
6. Start the engine. Inspect the cooling system for
leaks and for correct operating temperature.
i02335378
Cooling System Coolant Level
- Check
Engines With a Coolant Recovery
Tank
Note: The cooling system may not have been
provided by Perkins. The procedure that follows
is for typical cooling systems. Refer to the OEM
information for the correct procedures.
Check the coolant level when the engine is stopped
and cool.
1. Observe the coolant level in the coolant recovery
tank. Maintain the coolant level to “COLD FULL”
mark on the coolant recovery tank.
74
73
Maintenance Section
Cooling System Coolant Level - Check
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.
2. Loosen f ller cap slowly in order to relieve any
pressure. Remove the f ller cap.
3. Pour the correct coolant mixture into the tank.
Refer to the Operation and Maintenance Manual,
“Ref ll Capacities and Recommendations” for
information on the correct mixture and type of
coolant. Refer to the Operation and Maintenance
Manual, “Ref ll Capacities and Recommendations”
for the cooling system capacity. Do not f ll the
coolant recovery tank above “COLD FULL” mark.
g00103639
Illustration 34
4. Clean f ller cap and the receptacle. Reinstall the
f ller cap and inspect the cooling system for leaks.
Note: The coolant will expand as the coolant heats
up during normal engine operation. The additional
volume will be forced into the coolant recovery tank
during engine operation. When the engine is stopped
and cool, the coolant will return to the engine.
Engines Without a Coolant
Recovery Tank
Check the coolant level when the engine is stopped
and cool.
74 SEBU8119-02
Maintenance Section
Cooling System Supplemental Coolant Additive (SCA) - Test/Add

i02335389

Cooling System Supplemental

Coolant Additive (SCA) -
Test/Add

Cooling system coolant additive contains alkali.

To help prevent personal injury, avoid contact with
the skin and the eyes. Do not drink cooling system
Illustration 35
g00285520 coolant additive.
Cooling system f ller cap

Test for SCA Concentration

Heavy-Duty Coolant/Antifreeze and SCA
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system NOTICE
components are cool. Loosen the cooling system Do not exceed the recommended six percent supple-
pressure cap slowly in order to relieve the pres- mental coolant additive concentration.
sure.
Use a Coolant Conditioner Test Kit in order to check
the concentration of the SCA.
1. Remove the cooling system f ller cap slowly in
order to relieve pressure.
Add the SCA, If Necessary
2. Maintain the coolant level within 13 mm (0.5 inch)
of the bottom of the f ller pipe. If the engine is
NOTICE
equipped with a sight glass, maintain the coolant
Do not exceed the recommended amount of sup-
level to the correct level in the sight glass.
plemental coolant additive concentration. Excessive
supplemental coolant additive concentration can form
3. Clean the cooling system f ller cap and inspect the
deposits on the higher temperature surfaces of the
gasket. If the gasket is damaged, discard the old
cooling system, reducing the engine’s heat transfer
f ller cap and install a new f ller cap. If the gasket
characteristics. Reduced heat transfer could cause
is not damaged, use a suitable pressurizing pump
cracking of the cylinder head and other high temper-
in order to pressure test the f ller cap. The correct
ature components. Excessive supplemental coolant
pressure is stamped on the face of the f ller cap. If
additive concentration could also result in radiator
the f ller cap does not retain the correct pressure,
tube blockage, overheating, and/or accelerated water
install a new f ller cap.
pump seal wear. Never use both liquid supplemental
coolant additive and the spin-on element (if equipped)
4. Inspect the cooling system for leaks.
at the same time. The use of those additives together
could result in supplemental coolant additive concen-
tration exceeding the recommended maximum.

Pressurized System: Hot coolant can cause seri-

ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.

75
SEBU8119-02 75
Maintenance Section
Crankcase Breather (Canister) - Replace

1. Slowly loosen the cooling system f ller cap in

order to relieve the pressure. Remove the cooling
system f ller cap.

Note: Always discard drained f uids according to

local regulations.

2. If necessary, drain some coolant from the cooling

system into a suitable container in order to allow
space for the extra SCA.

3. Add the correct amount of SCA. Refer to the

Operation and Maintenance Manual, “Ref ll
Capacities and Recommendations” for more
information on SCA requirements.

4. Clean the cooling system f ller cap and inspect the

gasket. If the gasket is damaged, discard the old
f ller cap and install a new f ller cap. If the gasket
is not damaged, use a suitable pressurizing pump
in order to pressure test the f ller cap. The correct
pressure is stamped on the face of the f ller cap. If
the f ller cap does not retain the correct pressure,
install a new f ller cap.

i02788266

Crankcase Breather (Canister) Illustration 36

g01392831

- Replace Typical example

3. Lubricate O ring seal (1) on the new canister with

NOTICE
Ensure that the engine is stopped before any servicing
or repair is performed.
1. Place a container under canister (2).
2. Clean the outside of the canister. Use a suitable
tool in order to remove the canister.
clean engine lubricating oil.
4. Install the new canister. Spin on the canister until
the O ring seal contacts the sealing surface (3).
Then rotate the canister ¾ of a full turn.
5. Remove the container. Dispose of the old canister
and any split oil in a safe place.
i02151646

Driven Equipment - Check

Refer to the OEM specif cations for more information

on the following maintenance recommendations for
the driven equipment:

• Inspection
• Adjustment
• Lubrication
• Other maintenance recommendations
Perform any maintenance for the driven equipment
which is recommended by the OEM.
76
76
Maintenance Section
Engine - Clean
i01909392
Engine - Clean
Personal injury or death can result from high volt-
age.
Moisture can create paths of electrical conductiv-
ity.
Make sure that the electrical system is OFF. Lock
out the starting controls and tag the controls “DO
NOT OPERATE”.
NOTICE
Accumulated grease and oil on an engine is a f re haz-
ard. Keep the engine clean. Remove debris and f uid
spills whenever a signif cant quantity accumulates on
the engine.
NOTICE
Failure to protect some engine components from
washing may make your engine warranty invalid.
Allow the engine to cool for one hour before washing
the engine.
Periodic cleaning of the engine is recommended.
Steam cleaning the engine will remove accumulated
oil and grease. A clean engine provides the following
benef ts:
• Easy detection of f uid leaks
• Maximum heat transfer characteristics
• Ease of maintenance
Note: Caution must be used in order to prevent
electrical components from being damaged by
excessive water when the engine is cleaned.
Pressure washers and steam cleaners should not be
directed at any electrical connectors or the junction of
cables into the rear of the connectors. Avoid electrical
components such as the alternator, the starter, and
the ECM. Protect the fuel injection pump from f uids
in order to wash the engine.
77
SEBU8119-02
i02334355
Engine Air Cleaner Element
(Dual Element) - Clean/Replace
NOTICE
Never run the engine without an air cleaner element
installed. Never run the engine with a damaged air
cleaner element. Do not use air cleaner elements with
damaged pleats, gaskets or seals. Dirt entering the
engine causes premature wear and damage to engine
components. Air cleaner elements help to prevent air-
borne debris from entering the air inlet.
NOTICE
Never service the air cleaner element with the engine
running since this will allow dirt to enter the engine.
Servicing the Air Cleaner Elements
Note: The air f lter system may not have been
provided by Perkins. The procedure that follows
is for a typical air f lter system. Refer to the OEM
information for the correct procedure.
If the air cleaner element becomes plugged, the air
can split the material of the air cleaner element.
Unf ltered air will drastically accelerate internal
engine wear. Refer to the OEM information for the
correct air cleaner elements for your application.
• Check the precleaner (if equipped) and the dust
bowl daily for accumulation of dirt and debris.
Remove any dirt and debris, as needed.
• Operating in dirty conditions may require more
frequent service of the air cleaner element.
• The air cleaner element should be replaced at least
one time per year. This replacement should be
performed regardless of the number of cleanings.
Replace the dirty air cleaner elements with clean air
cleaner elements. Before installation, the air cleaner
elements should be thoroughly checked for tears
and/or holes in the f lter material. Inspect the gasket
or the seal of the air cleaner element for damage.
Maintain a supply of suitable air cleaner elements
for replacement purposes.
Dual Element Air Cleaners
The dual element air cleaner contains a primary air
cleaner element and a secondary air cleaner element.
SEBU8119-02
Engine Air Cleaner Element (Dual Element) - Clean/Replace
The primary air cleaner element can be used up
to six times if the element is properly cleaned and
properly inspected. The primary air cleaner element
should be replaced at least one time per year. This
replacement should be performed regardless of the
number of cleanings.
The secondary air cleaner element is not serviceable.
Refer to the OEM information for instructions in order
to replace the secondary air cleaner element.
When the engine is operating in environments that
are dusty or dirty, air cleaner elements may require
more frequent replacement.
Illustration 37
g00736431
(1) Cover
(2) Primary air cleaner element
(3) Secondary air cleaner element
(4) Air inlet
1. Remove the cover. Remove the primary air
cleaner element.
2. The secondary air cleaner element should be
removed and discarded for every three cleanings
of the primary air cleaner element.
Note: Refer to “Cleaning the Primary Air Cleaner
Elements”.
3. Cover the air inlet with tape in order to keep dirt
out.
4. Clean the inside of the air cleaner cover and body
with a clean, dry cloth.
5. Remove the tapefrom the air inlet. Install the
secondary air cleaner element. Install a primary
air cleaner element that is new or cleaned.
6. Install the air cleaner cover.
7. Reset the air cleaner service indicator.
78
77
Maintenance Section
Cleaning the Primary Air Cleaner
Elements
Refer to the OEM information in order to determine
the number of times that the primary f lter element can
be cleaned. When the primary air cleaner element is
cleaned, check for rips or tears in the f lter material.
The primary air cleaner element should be replaced
at least one time per year. This replacement should
be performed regardless of the number of cleanings.
NOTICE
Do not tap or strike the air cleaner element.
Do not wash the primary air cleaner element.
Use low pressure (207 kPa; 30 psi maximum) pres-
surised air or vacuum cleaning to clean the primary
air cleaner element.
Take extreme care in order to avoid damage to the air
cleaner elements.
Do not use air cleaner elements that have damaged
pleats, gaskets or seals.
Refer to the OEM information in order to determine
the number of times that the primary air cleaner
element can be cleaned. Do not clean the primary
air f lter element more than three times. The primary
air cleaner element must be replaced at least one
time per year.
Cleaning the air f lter element will not extend the life
of the air f lter element.
Visually inspect the primary air cleaner element
before cleaning. Inspect air cleaner elements for
damage to the pleats, the seals, the gaskets and
the outer cover. Discard any damaged air cleaner
element.
Two methods may be used in order to clean the
primary air cleaner element:
• pressurized air
• Vacuum cleaning
78
Maintenance Section
Engine Air Cleaner Element (Single Element) - Inspect/Replace
Pressurized Air
Personal injury can result from air pressure.
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
Pressurized air can be used to clean primary air
cleaner elements that have not been cleaned more
than three times. Use f ltered, dry air with a maximum
pressure of 207 kPa (30 psi). Pressurized air will not
remove deposits of carbon and oil.
g00281692
Illustration 38
Note: When the primary air cleaner elements are
cleaned, always begin with the clean side (inside)
in order to force dirt particles toward the dirty side
(outside).
Aim the air hose so that air f ows along the length of
the f lter. Follow the direction of the paper pleats in
order to prevent damage to the pleats. Do not aim
the air directly at the face of the paper pleats.
Note: Refer to “Inspecting the Primary Air Cleaner
Elements”.
Vacuum Cleaning
Vacuum cleaning is a good method for removing
accumulated dirt from the dirty side (outside) of a
primary air cleaner element. Vacuum cleaning is
especially useful for cleaning primary air cleaner
elements which require daily cleaning because of a
dry, dusty environment.
Cleaning from the clean side (inside) with pressurized
air is recommended prior to vacuum cleaning the
dirty side (outside) of a primary air cleaner element.
79
SEBU8119-02
Note: Refer to “Inspecting the Primary Air Cleaner
Elements”.
Inspecting the Primary Air Cleaner
Elements
g00281693
Illustration 39
Inspect the clean, dry primary air cleaner element.
Use a 60 watt blue light in a dark room or in a similar
facility. Place the blue light in the primary air cleaner
element. Rotate the primary air cleaner element.
Inspect the primary air cleaner element for tears
and/or holes. Inspect the primary air cleaner element
for light that may show through the f lter material. If it
is necessary in order to conf rm the result, compare
the primary air cleaner element to a new primary air
cleaner element that has the same part number.
Do not use a primary air cleaner element that has
any tears and/or holes in the f lter material. Do not
use a primary air cleaner element with damaged
pleats, gaskets or seals. Discard damaged primary
air cleaner elements.
i02152042
Engine Air Cleaner
Element (Single Element) -
Inspect/Replace
Refer to Operation and Maintenance Manual, “Engine
Air Cleaner Service Indicator-Inspect”.
NOTICE
Never run the engine without an air cleaner element
installed. Never run the engine with a damaged air
cleaner element. Do not use air cleaner elements with
damaged pleats, gaskets or seals. Dirt entering the
engine causes premature wear and damage to engine
components. Air cleaner elements help to prevent air-
borne debris from entering the air inlet.
SEBU8119-02
NOTICE
Never service the air cleaner element with the engine
running since this will allow dirt to enter the engine.
A wide variety of air cleaners may be installed for use
with this engine. Consult the OEM information for the
correct procedure to replace the air cleaner.
i02335405
Engine Air Cleaner Service
Indicator - Inspect
Some engines may be equipped with a different
service indicator.
Some engines are equipped with a differential gauge
for inlet air pressure. The differential gauge for inlet
air pressure displays the difference in the pressure
that is measured before the air cleaner element and
the pressure that is measured after the air cleaner
element. As the air cleaner element becomes dirty,
the pressure differential rises. If your engine is
equipped with a different type of service indicator,
follow the OEM recommendations in order to service
the air cleaner service indicator.
The service indicator may be mounted on the air
cleaner element or in a remote location.
g00103777
Illustration 40
Typical service indicator
Observe the service indicator. The air cleaner
element should be cleaned or the air cleaner element
should be replaced when one of the following
conditions occur:
• The yellow diaphragm enters the red zone.
• The red piston locks in the visible position.
80
79
Maintenance Section
Engine Air Cleaner Service Indicator - Inspect
Test the Service Indicator
Service indicators are important instruments.
• Check for ease of resetting. The service indicator
should reset in less than three pushes.
• Check the movement of the yellow core when
the engine is accelerated to the engine rated
speed. The yellow core should latch at the greatest
vacuum that is attained.
If the service indicator does not reset easily, or if the
yellow core does not latch at the greatest vacuum,
the service indicator should be replaced. If the new
service indicator will not reset, the hole for the service
indicator may be restricted.
The service indicator may need to be replaced
frequently in environments that are severely dusty.
i02343354
Engine Air Precleaner -
Check/Clean
g00287039
Illustration 41
Typical example
(1) Wing nut
(2) Cover
(3) Body
Remove wing nut (1) and cover (2). Check for an
accumulation of dirt and debris in body (3). Clean the
body, if necessary.
After cleaning the precleaner, install cover (2) and
wing nut (1).
Note: When the engine is operated in dusty
applications, more frequent cleaning is required.
80
Maintenance Section
Engine Mounts - Inspect
i02323089
Engine Mounts - Inspect
Note: The engine mounts may not have been
supplied by Perkins. Refer to the OEM information
for further information on the engine mounts and the
correct bolt torque.
Inspect the engine mounts for deterioration and for
correct bolt torque. Engine vibration can be caused
by the following conditions:
• Incorrect mounting of the engine
• Deterioration of the engine mounts
• Loose engine mounts
Any engine mount that shows deterioration should
be replaced. Refer to the OEM information for the
recommended torques.
i02335785
Engine Oil Level - Check
Hot oil and hot components can cause personal
injury. Do not allow hot oil or hot components to
contact the skin.
g01165836
Illustration 42
(Y) “Min” mark. (X) “Max” mark.
NOTICE
Perform this maintenance with the engine stopped.
Note: Ensure that the engine is either level or that
the engine is in the normal operating position in order
to obtain a true level indication.
SEBU8119-02
Note: After the engine has been switched OFF, wait
for ten minutes in order to allow the engine oil to drain
to the oil pan before checking the oil level.
1. Maintain the oil level between the “ADD” mark (Y)
and the “FULL” mark (X) on the engine oil dipstick.
Do not f ll the crankcase above the “FULL” mark
(X).
NOTICE
Operating your engine when the oil level is above the
“FULL” mark could cause your crankshaft to dip into
the oil. The air bubbles created from the crankshaft
dipping into the oil reduces the oil’s lubricating char-
acteristics and could result in the loss of power.
2. Remove the oil f ller cap and add oil, if necessary.
Clean the oil f ller cap. Install the oil f ller cap.
i01907674
Engine Oil Sample - Obtain
The condition of the engine lubricating oil may be
checked at regular intervals as part of a preventive
maintenance program. Perkins include an oil
sampling valve as an option. The oil sampling valve
(if equipped) is included in order to regularly sample
the engine lubricating oil. The oil sampling valve is
positioned on the oil f lter head or the oil sampling
valve is positioned on the cylinder block.
Perkins recommends using a sampling valve in order
to obtain oil samples. The quality and the consistency
of the samples are better when a sampling valve is
used. The location of the sampling valve allows oil
that is f owing under pressure to be obtained during
normal engine operation.
Obtain the Sample and the Analysis
Hot oil and hot components can cause personal
injury. Do not allow hot oil or hot components to
contact the skin.
In order to help obtain the most accurate analysis,
record the following information before an oil sample
is taken:
• The date of the sample
• Engine model
81
SEBU8119-02
• Engine number
• Service hours on the engine
• The number of hours that have accumulated since
the last oil change
• The amount of oil that has been added since the
last oil change
Ensure that the container for the sample is clean and
dry. Also ensure that the container for the sample is
clearly labelled.
To ensure that the sample is representative of the
oil in the crankcase, obtain a warm, well mixed oil
sample.
To avoid contamination of the oil samples, the tools
and the supplies that are used for obtaining oil
samples must be clean.
The sample can be checked for the following: the
quality of the oil, the existence of any coolant in the
oil, the existence of any ferrous metal particles in
the oil, and the existence of any nonferrous metal
particles in the oil.
i02761883
Engine Oil and Filter - Change
(CG-4 Oil)
CG-4 oil may be used on some engines. The power
of the engine must be less than 168 kW (225 hp). If
this grade of engine oil is used a 250 hour service
interval is required on the engine oil and the engine
oil f lter.
For more information refer to this Operation and
Maintenance Manual, “Fluid Recommendations”.
Use the same service procedure as the standard
500 hours service procedure in order to change the
engine oil and the engine oil f lter.
i02667766
Engine Oil and Filter - Change
Hot oil and hot components can cause personal
injury. Do not allow hot oil or hot components to
contact the skin.
82
81
Maintenance Section
Engine Oil and Filter - Change
NOTICE
Care must be taken to ensure that f uids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the f uid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing f uids.
Dispose of all f uids according to local regulations and
mandates.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
Do not drain the engine lubricating oil when the
engine is cold. As the engine lubricating oil cools,
suspended waste particles settle on the bottom of
the oil pan. The waste particles are not removed with
draining cold oil. Drain the oil pan with the engine
stopped. Drain the oil pan with the oil warm. This
draining method allows the waste particles that are
suspended in the oil to be drained properly.
Failure to follow this recommended procedure will
cause the waste particles to be recirculated through
the engine lubrication system with the new oil.
Drain the Engine Lubricating Oil
Note: Ensure that the vessel that will be used is large
enough to collect the waste oil.
After the engine has been run at the normal operating
temperature, stop the engine. Use one of the
following methods to drain the engine oil pan:
82
Maintenance Section
Engine Oil and Filter - Change
g01333817
Illustration 43
Typical example
• If the engine is equipped with a drain valve, turn the
drain valve knob counterclockwise in order to drain
the oil. After the oil has drained, turn the drain valve
knob clockwise in order to close the drain valve.
• If the engine is not equipped with a drain valve,
remove the oil drain plug (1) in order to allow the oil
to drain. If the engine is equipped with a shallow oil
pan, remove the bottom oil drain plugs from both
ends of the oil pan.
After the oil has drained, the oil drain plugs should be
cleaned and installed. If necessary, replace the O
ring seal. Tighten the drain plug to 34 N·m (25 lb ft).
Replace the Oil Filter
NOTICE
Perkins oil f lters are manufactured to Perkins speci-
f cations. Use of an oil f lter that is not recommended
by Perkins could result in severe damage to the en-
gine bearings, crankshaft, etc., as a result of the larger
waste particles from unf ltered oil entering the engine
lubricating system. Only use oil f lters recommended
by Perkins.
1. Remove the oil f lter with a suitable tool.
Note: The following actions can be carried out as
part of the preventive maintenance program.
2. Cut the oil f lter open with a suitable tool. Break
apart the pleats and inspect the oil f lter for metal
debris. An excessive amount of metal debris in
the oil f lter may indicate early wear or a pending
failure.
SEBU8119-02
Use a magnet to differentiate between the ferrous
metals and the nonferrous metals that are found in
the oil f lter element. Ferrous metals may indicate
wear on the steel and cast iron parts of the engine.
Nonferrous metals may indicate wear on the
aluminum parts, brass parts or bronze parts of the
engine. Parts that may be affected include the
following items: main bearings, rod bearings, and
turbocharger bearings.
Due to normal wear and friction, it is not
uncommon to f nd small amounts of debris in the
oil f lter.
g01333549
Illustration 44
Typical example
3. Clean sealing surface (2).
4. Apply clean engine oil to O ring seal (3) for the
new oil f lter.
NOTICE
Do not f ll the oil f lters with oil before installing them.
This oil would not be f ltered and could be contaminat-
ed. Contaminated oil can cause accelerated wear to
engine components.
5. Install the new oil f lter. Spin on the oil f lter until
the O ring contacts the sealing surface (2). Then
rotate the oil f lter ¾ of a full turn.
Note: Some oil f lters may be installed horizontally.
Refer to illustration 45. This type of oil f lter assembly
can be drained before the f lter is removed. The
torque for this drain plug (4) is 12 N·m (8 lb ft). If
necessary, install a new O ring seal (5). Start at step 1
in order to remove the oil f lter and install the oil f lter.
83
SEBU8119-02
Illustration 45
g01169166
Typical example
Fill the Oil Pan
1. Remove the oil f ller cap. Refer to this
Operation and Maintenance Manual, “Fluid
Recommendations” for more information on
suitable oils. Fill the oil pan with the correct
amount of new engine lubricating oil. Refer
to this Operation and Maintenance Manual,
“Ref ll Capacities” for more information on ref ll
capacities.
NOTICE
If equipped with an auxilliary oil f lter system or a re-
mote f lter system, follow the OEM or the f lter manu-
facture’s remonmendations. Under f lling or over f lling
the crankcase with oil can cause engine damage.
2. Start the engine and run the engine at “LOW
IDLE” for two minutes. Perform this procedure in
order to ensure that the lubrication system has
oil and that the oil f lters are f lled. Inspect the oil
f lter for oil leaks.
3. Stop the engine and allow the oil to drain back to
the oil pan for a minimum of ten minutes.
84
83
Maintenance Section
Engine Valve Lash - Inspect/Adjust
g01165836
Illustration 46
(Y) “Min” mark. (X) “Max” mark.
4. Remove the engine oil level gauge in order to
check the oil level. Maintain the oil level between
the “MIN” and “MAX” marks on the engine oil level
gauge.
i02348484
Engine Valve Lash -
Inspect/Adjust
This maintenance is recommended by Perkins as
part of a lubrication and preventive maintenance
schedule in order to help provide maximum engine
life.
NOTICE
Only qualif ed service personel should perform this
maintenance. Refer to the Service Manual or your au-
thorized Perkins dealer or your Perkins distributor for
the complete valve lash adjustment procedure.
Operation of Perkins engines with incorrect valve lash
can reduce engine eff ciency, and also reduce engine
component life.
Ensure that the engine can not be started while
this maintenance is being performed. To help pre-
vent possible injury, do not use the starting motor
to turn the f ywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before mea-
suring/adjusting valve lash clearance.
84 SEBU8119-02
Maintenance Section
Fan Clearance - Check

Ensure that the engine is stopped before measuring

the valve lash. The engine valve lash can be
inspected and adjusted when the temperature of the
engine is hot or cold.

Refer to Systems Operation/Testing and Adjusting,

“Engine Valve Lash - Inspect/Adjust” for more
information.

i02683336

Fan Clearance - Check

There are different types of cooling systems. Refer to

the OEM for information on clearance for the fan.

Ensure that the engine is stopped. Ensure that the

cooling system is full. The clearance between the
cover (1) and the fan (2) will require checking. The
gap (A) between the edge of the cover and the tip of
the fan blade must be checked in four equally spaced
positions.

g01348394
Illustration 47

85
SEBU8119-02 85
Maintenance Section
Fuel System - Prime

Adjustment of the cover will change the clearance 1. Ensure that the fuel system is in working order.
(gap) between the edge of the cover and the tip of Check that the fuel supply valve (if equipped) is in
the fan blade. Ensure that the cover is centralized to the “ON” position.
the fan.

The maximum clearance is 12.5 mm (0.4921 inch).

The minimum clearance is 6 mm (0.2362 inch).

i02668315

Fuel System - Prime

Contact with high pressure fuel may cause f uid

penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.

Refer to the Operation and Maintenance Manual ,

“General Hazard Information and High Pressure Fuel Illustration 48
g01333855
Lines” before adjustments and repairs are performed. typical example

Note: Refer to Testing and Adjusting Manual
, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.
Ensure that all adjustments and repairs are performed
by authorized personnel that have had the correct
training.
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.
2. Operate fuel priming pump (1). Count the number
of operations of the fuel priming pump. After 100
depressions of the fuel priming pump stop.
3. The engine fuel system should now be primed and
the engine should now be able to start.
4. Operate the engine starter and crank the engine.
After the engine has started, operate the engine at
low idle for a minimum of f ve minutes, immediately
after air has been removed from the fuel system.
Note: Operating the engine for this period of time will
help ensure that the fuel system is free of air.

Note: Do not loosen the high pressure fuel line

If air enters the fuel system, the air must be purged in order to purge air from the fuel system. This
from the fuel system before the engine can be procedure is not required.
started. Air can enter the fuel system when the
following events occur:

• The fuel tank is empty or the fuel tank has been

partially drained.
• The low pressure fuel lines are disconnected.
• A leak exists in the low pressure fuel system.
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.

• The fuel f lter has been replaced.

Hand Fuel Priming Pump

Use the following procedures in order to remove air
from the fuel system: 86
86
Maintenance Section
Fuel System Primary Filter/Water Separator - Drain
After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid
a f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
Electric Fuel Priming Pump
1. Ensure that the fuel system is in working order.
Check that the fuel supply valve (if equipped) is in
the “ON” position.
NOTICE
The electric fuel priming pump will operate for 90 sec-
onds. If necessary the electric fuel priming pump can
be stopped during the 90 seconds of operation, by op-
eration of the switch.
2. Turn the keyswitch to the “RUN” position. Operate
the switch for the electric priming pump. After
90 seconds of the electric fuel priming pump
operation the fuel system will be primed and the
electric fuel priming pump will turn off.
3. The engine should now be able to start.
4. Operate the engine starter and crank the engine.
After the engine has started, operate the engine at
low idle for a minimum of f ve minutes, immediately
after air has been removed from the fuel system.
Note: Operating the engine for this period of time will
help ensure that the fuel system is free of air.
Note: Do not loosen the high pressure fuel line
in order to purge air from the fuel system. This
procedure is not required.
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
87
SEBU8119-02
After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid
a f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
i02656272
Fuel System Primary
Filter/Water Separator - Drain
Fuel leaked or spilled onto hot surfaces or elec-
trical components can cause a f re. To help pre-
vent possible injury, turn the start switch off when
changing fuel f lters or water separator elements.
Clean up fuel spills immediately.
NOTICE
Ensure that the engine is stopped before any servicing
or repair is performed.
NOTICE
The water separator can be under suction during nor-
mal engine operation. Ensure that the drain valve is
tightened securely to help prevent air from entering
the fuel system.
1. Place a suitable container under the water
separator in order to catch any fuel that might spill.
Clean up any spilled fuel.
SEBU8119-02 87
Maintenance Section
Fuel System Primary Filter (Water Separator) Element - Replace

2. Open drain (1). Allow the f uid to drain into the

container.

3. Tighten drain (1) by hand pressure only. Remove

the tube and dispose of the drained f uid in a safe
place.

4. Tighten vent screw to 6 N·m (53 lb in).

i02668803

Fuel System Primary Filter

(Water Separator) Element -
Replace

Type One Filter

g01334411
Illustration 49
Typical example
2. Install a suitable tube onto drain (1). Open drain
(1). Allow the f uid to drain into the container.
3. Tighten drain (1) by hand pressure only. Remove
the tube and dispose of the drained f uid in a safe
place.
Fuel leaked or spilled onto hot surfaces or elec-
trical components can cause a f re. To help pre-
vent possible injury, turn the start switch off when
changing fuel f lters or water separator elements.
Clean up fuel spills immediately.
Note: Refer to Testing and Adjusting Manual
, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.

NOTICE
Ensure that the engine is stopped before any servicing
or repair is performed.

After the engine has stopped, you must wait for

60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
g01371846
Illustration 50 1. Turn the fuel supply valve (if equipped) to the
Typical example OFF position before performing this maintenance.
Clean the fuel f lter assembly.
Note: Not all primary f lters require vent screw (2).
This primary fuel f lter that has a vent screw may be 2. Place a suitable container under the water
installed on a fuel system that has a low fuel tank. separator in order to catch any fuel that might
spill. Clean up any spilled fuel. Clean the outside
1. Install a suitable tube onto drain (1). Loosen vent of the water separator.
screw (2).
88
88 SEBU8119-02
Maintenance Section
Fuel System Primary Filter (Water Separator) Element - Replace

g01333866 g01333552
Illustration 51 Illustration 52
Typical example Typical example

3. Install a suitable tube onto the drain (1). Open the
drain (1). Allow the f uid to drain into the container.
Remove the tube.
4. Tighten the drain (1) by hand pressure only.
5. If equipped, remove the wiring harness from the
sensor on the bottom of the bowl.
6. Hold bowl (3) and remove screw (2). Remove the
bowl from canister (4).
7. Use a suitable tool in order to remove the canister
(4). Discard old seals (5 and 6) and the canister in
a safe place.
9. Lubricate the O ring seal (7) with clean engine
oil on the new canister. Install the new canister.
Do not use a tool in order to install the canister.
Tighten the canister by hand. Spin on the canister
until the O ring seal contacts the sealing surface.
Then rotate the canister ¾ of a turn in order to
tighten the canister correctly.
10. Install new O ring seal (5) onto setscrew (2).
Install new O ring seal (6) into bowl (3).
11. Align the bowl to the canister. Ensure that the
sensor (if equipped) is in the correct position.
Install setscrew (2). Tighten the setscrew to a
torque of 5 N·m (44 lb in).

8. Clean bowl (3). 12. If equipped, install the wiring harness to the
sensor.

13. Remove the container and dispose of the f uid in

a safe place.

14. The secondary f lter must be replaced at the same

time as the primary f lter. Refer to the Operation
and Maintenance Manual , “Fuel System Filter -
Replace”.

89
SEBU8119-02 89
Maintenance Section
Fuel System Primary Filter (Water Separator) Element - Replace

Type Two Filter

Fuel leaked or spilled onto hot surfaces or elec-

trical components can cause a f re. To help pre-
vent possible injury, turn the start switch off when
changing fuel f lters or water separator elements.
Clean up fuel spills immediately.

Note: Refer to Testing and Adjusting Manual

, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.

After the engine has stopped, you must wait for

60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
g01370515
Illustration 53
NOTICE Typical example
Ensure that the engine is stopped before any servicing
or repair is performed. 3. Install a suitable tube onto the drain (1). Open the
drain (1). Allow the f uid to drain into the container.
1. Turn the fuel supply valve (if equipped) to the OFF Remove the tube.
position before performing this maintenance.
4. Tighten the drain (1) by hand pressure only.
2. Place a suitable container under the water
separator in order to catch any fuel that might 5. If equipped, remove the wiring harness from the
spill. Clean up any spilled fuel. Clean the outside sensor on the bottom of the bowl (3).
of the water separator.

90
90 SEBU8119-02
Maintenance Section
Fuel System Primary Filter (Water Separator) Element - Replace

g01370722 g01370724
Illustration 54 Illustration 55
Typical example Typical example

6. Rotate the bowl (3) counterclockwise in order to 7. Use a suitable tool in order to remove the old
remove the bowl. Remove the O ring seal (2). canister (4).
Clean the bowl.

91
SEBU8119-02 91
Maintenance Section
Fuel System Secondary Filter - Replace

i02690522

Fuel System Secondary Filter -

Replace

Type One Filter

Fuel leaked or spilled onto hot surfaces or elec-

trical components can cause a f re. To help pre-
vent possible injury, turn the start switch off when
changing fuel f lters or water separator elements.
Clean up fuel spills immediately.

Note: Refer to Testing and Adjusting Manual

, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.

NOTICE
Ensure that the engine is stopped before any servicing
g01371107 or repair is performed.
Illustration 56
Typical example
This fuel f lter can be identif ed by the six drain holes
8. Lubricate the O ring seal (5 ) with clean engine oil in the f lter. Refer to illustration 57.
on the new canister. Install the new canister (6).
Spin on the canister until the O ring seal contacts
the sealing surface. Then rotate the canister 360
degree in order to tighten the canister correctly.

9. Remove the cap (8) from the threaded end of the

new canister and remove the new O ring seal (7).
Install the new O ring seal into the bowl (3).

10. Lubricate the O ring seal (7) with clean engine oil.
Install the bowl onto the new canister. Tighten the
bowl to 15 N·m (11 lb ft).

11. If equipped, install the wiring harness to the

sensor. Open the fuel supply valve.

12. Remove the container and dispose of the f uid in

a safe place.

13. The secondary f lter must be replaced at the same

time as the primary f lter. Refer to the Operation
and Maintenance Manual , “Fuel System Filter - Illustration 57
g01375918
Replace”. Typical example

92
92
Maintenance Section
Fuel System Secondary Filter - Replace
After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
1. Ensure that the fuel supply valve (if equipped) is in
the OFF position. Place a suitable container under
the fuel f lter in order to catch any fuel that might
spill. Clean up any spilled fuel.
g01333960
Illustration 58
Typical example
2. Clean the outside of the fuel f lter. Use a suitable
tool in order to remove the canister (2) from the
engine and dispose of the canister in a safe place.
3. Ensure that dirt can not enter the new canister. Do
not f ll the canister with fuel before the canister is
installed. Lubricate the O ring seal (1) with clean
engine oil on the new canister.
4. Install the new canister. Do not use a tool in order
to install the canister. Tighten the canister by hand.
5. Spin on the canister until the O ring seal contacts
the sealing surface. The canister will require a ¾ of
a full turn in order to tighten the canister correctly.
6. Remove the container and dispose of the fuel in a
safe place. If equipped, open the fuel supply valve.
7. Prime the fuel system. Refer to the Operation and
Maintenance Manual, “Fuel System - Prime” for
more information.
93
SEBU8119-02
Type Two f lter
Fuel leaked or spilled onto hot surfaces or elec-
trical components can cause a f re. To help pre-
vent possible injury, turn the start switch off when
changing fuel f lters or water separator elements.
Clean up fuel spills immediately.
Note: Refer to Testing and Adjusting Manual
, “Cleanliness of Fuel System Components”
for detailed information on the standards of
cleanliness that must be observed during ALL
work on the fuel system.
NOTICE
Ensure that the engine is stopped before any servicing
or repair is performed.
This fuel f lter can be identif ed by the 12 drain holes
in the f lter. Refer to illustration 59.
g01375926
Illustration 59
Typical example
After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
SEBU8119-02
1. Ensure that the fuel supply valve (if equipped) is in
the OFF position. Place a suitable container under
the fuel f lter in order to catch any fuel that might
spill. Clean up any spilled fuel.
Illustration 60
g01333960
Typical example
2. Clean the outside of the fuel f lter. Use a suitable
tool in order to remove the canister (2) from the
engine and dispose of the canister in a safe place.
3. Ensure that dirt can not enter the new canister. Do
not f ll the canister with fuel before the canister is
installed. Lubricate the O ring seal (1) with clean
engine oil on the new canister.
4. Install the new canister. Do not use a tool in order
to install the canister. Tighten the canister by hand.
5. Spin on the canister until the O ring seal contacts
the sealing surface. Then rotate the canister 360
degree in order to tighten the canister correctly.
6. Remove the container and dispose of the fuel in a
safe place. If equipped, open the fuel supply valve.
7. Prime the fuel system. Refer to the Operation and
Maintenance Manual, “Fuel System - Prime” for
more information.
94
93
Maintenance Section
Fuel Tank Water and Sediment - Drain
i02335436
Fuel Tank Water and Sediment
- Drain
NOTICE
Care must be taken to ensure that f uids are contained
during performance of inspection, maintenance, test-
ing, adjusting, and repair of the product. Be prepared
to collect the f uid with suitable containers before
opening any compartment or disassembling any com-
ponent containing f uids.
Dispose of all f uids according to local regulations and
mandates.
Fuel Tank
Fuel quality is critical to the performance and to the
service life of the engine. Water in the fuel can cause
excessive wear to the fuel system.
Water can be introduced into the fuel tank when the
fuel tank is being f lled.
Condensation occurs during the heating and cooling
of fuel. The condensation occurs as the fuel passes
through the fuel system and the fuel returns to the
fuel tank. This causes water to accumulate in fuel
tanks. Draining the fuel tank regularly and obtaining
fuel from reliable sources can help to eliminate water
in the fuel.
Drain the Water and the Sediment
Fuel tanks should contain some provision for draining
water and draining sediment from the bottom of the
fuel tanks.
Open the drain valve on the bottom of the fuel tank
in order to drain the water and the sediment. Close
the drain valve.
Check the fuel daily. Allow f ve minutes after the
fuel tank has been f lled before draining water and
sediment from the fuel tank.
Fill the fuel tank after operating the engine in
order to drive out moist air. This will help prevent
condensation. Do not f ll the tank to the top. The
fuel expands as the fuel gets warm. The tank may
overf ow.
94
Maintenance Section
Hoses and Clamps - Inspect/Replace
Some fuel tanks use supply pipes that allow water
and sediment to settle below the end of the fuel
supply pipe. Some fuel tanks use supply lines that
take fuel directly from the bottom of the tank. If
the engine is equipped with this system, regular
maintenance of the fuel system f lter is important.
Fuel Storage Tanks
Drain the water and the sediment from the fuel
storage tank at the following intervals:
• Weekly
• Service intervals
• Ref ll of the tank
This will help prevent water or sediment from being
pumped from the storage tank into the engine fuel
tank.
If a bulk storage tank has been ref lled or moved
recently, allow adequate time for the sediment to
settle before f lling the engine fuel tank. Internal
baff es in the bulk storage tank will also help trap
sediment. Filtering fuel that is pumped from the
storage tank helps to ensure the quality of the fuel.
When possible, water separators should be used.
i02349879
Hoses and Clamps -
Inspect/Replace
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid
a f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
Inspect all hoses for leaks that are caused by the
following conditions:
• Cracking
• Softness
• Loose clamps
95
SEBU8119-02
Replace hoses that are cracked or soft. Tighten any
loose clamps.
Check for the following conditions:
• End f ttings that are damaged or leaking
• Outer covering that is chafed or cut
• Exposed wire that is used for reinforcement
• Outer covering that is ballooning locally
• Flexible part of the hose that is kinked or crushed
• Armoring that is embedded in the outer covering
A constant torque hose clamp can be used in place
of any standard hose clamp. Ensure that the constant
torque hose clamp is the same size as the standard
clamp.
Due to extreme temperature changes, the hose will
harden. Hardening of the hoses will cause hose
clamps to loosen. This can result in leaks. A constant
torque hose clamp will help to prevent loose hose
clamps.
Each installation application can be different. The
differences depend on the following factors:
• Type of hose
• Type of f tting material
• Anticipated expansion and contraction of the hose
• Anticipated expansion and contraction of the
f ttings
Replace the Hoses and the Clamps
Refer to the OEM information for further information
on removing and replacing fuel hoses (if equipped).
The coolant system and the hoses for the coolant
system are not usually supplied by Perkins. The
following text describes a typical method of replacing
coolant hoses. Refer to the OEM information for
further information on the coolant system and the
hoses for the coolant system.
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system f ller cap,
stop the engine and wait until the cooling system
components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pres-
sure.
SEBU8119-02
1. Stop the engine. Allow the engine to cool.
2. Loosen the cooling system f ller cap slowly in
order to relieve any pressure. Remove the cooling
system f ller cap.
Note: Drain the coolant into a suitable, clean
container. The coolant can be reused.
3. Drain the coolant from the cooling system to a
level that is below the hose that is being replaced.
4. Remove the hose clamps.
5. Disconnect the old hose.
6. Replace the old hose with a new hose.
7. Install the hose clamps with a torque wrench.
Note: For the correct coolant, see this Operation and
Maintenance Manual, “Fluid Recommendations”.
8. Ref ll the cooling system. Refer to the OEM
information for further information on ref lling the
cooling system.
9. Clean the cooling system f ller cap. Inspect the
cooling system f ller cap’s seals. Replace the
cooling system f ller cap if the seals are damaged.
Install the cooling system f ller cap.
10. Start the engine. Inspect the cooling system for
leaks.
i02335774
Radiator - Clean
The radiator is not usually supplied by Perkins. The
following text describes a typical cleaning procedure
for the radiator. Refer to the OEM information for
further information on cleaning the radiator.
Note: Adjust the frequency of cleaning according to
the effects of the operating environment.
Inspect the radiator for these items: Damaged f ns,
corrosion, dirt, grease, insects, leaves, oil, and other
debris. Clean the radiator, if necessary.
96
95
Maintenance Section
Radiator - Clean
Personal injury can result from air pressure.
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.
Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
Pressurized air is the preferred method for removing
loose debris. Direct the air in the opposite direction
to the fan’s air f ow. Hold the nozzle approximately
6 mm (0.25 inch) away from the radiator f ns. Slowly
move the air nozzle in a direction that is parallel with
the radiator tube assembly. This will remove debris
that is between the tubes.
Pressurized water may also be used for cleaning.
The maximum water pressure for cleaning purposes
must be less than 275 kPa (40 psi). Use pressurized
water in order to soften mud. Clean the core from
both sides.
Use a degreaser and steam for removal of oil and
grease. Clean both sides of the core. Wash the core
with detergent and hot water. Thoroughly rinse the
core with clean water.
If the radiator is blocked internally, refer to the OEM
Manual for information regarding f ushing the cooling
system.
After cleaning the radiator, start the engine. Allow
the engine to operate at low idle speed for three to
f ve minutes. Accelerate the engine to high idle. This
will help in the removal of debris and the drying of
the core. Slowly reduce the engine speed to low idle
and then stop the engine. Use a light bulb behind
the core in order to inspect the core for cleanliness.
Repeat the cleaning, if necessary.
Inspect the f ns for damage. Bent f ns may be opened
with a “comb”. Inspect these items for good condition:
Welds, mounting brackets, air lines, connections,
clamps, and seals. Make repairs, if necessary.
i02335775
Severe Service Application -
Check
Severe service is the application of an engine that
exceeds the current published standards for that
engine. Perkins maintains standards for the following
engine parameters:
96
Maintenance Section
Starting Motor - Inspect
• Performance such as power range, speed range,
and fuel consumption
• Fuel quality
• Operational Altitude
• Maintenance intervals
• Oil selection and maintenance
• Coolant type and maintenance
• Environmental qualities
• Installation
• The temperature of the f uid in the engine
Refer to the standards for the engine or consult your
Perkins dealer or your Perkins distributor in order to
determine if the engine is operating within the def ned
parameters.
Severe service operation can accelerate component
wear. Engines that operate under severe conditions
may need more frequent maintenance intervals in
order to ensure maximum reliability and retention of
full service life.
Due to individual applications, it is not possible
to identify all of the factors which can contribute
to severe service operation. Consult your Perkins
dealer or your Perkins distributor for the unique
maintenance that is necessary for the engine.
The operating environment, incorrect operating
procedures and incorrect maintenance procedures
can be factors which contribute to a severe service
application.
Environmental Factors
Ambient temperatures – The engine may be
exposed to extended operation in extremely
cold environments or hot environments. Valve
components can be damaged by carbon buildup if
the engine is frequently started and stopped in very
cold temperatures. Extremely hot intake air reduces
engine performance.
Quality of the air – The engine may be exposed
to extended operation in an environment that is
dirty or dusty, unless the equipment is cleaned
regularly. Mud, dirt and dust can encase components.
Maintenance can be very diff cult. The buildup can
contain corrosive chemicals.
Buildup – Compounds, elements, corrosive
chemicals and salt can damage some components.
97
SEBU8119-02
Altitude – Problems can arise when the engine is
operated at altitudes that are higher than the intended
settings for that application. Necessary adjustments
should be made.
Incorrect Operating Procedures
• Extended operation at low idle
• Frequent hot shutdowns
• Operating at excessive loads
• Operating at excessive speeds
• Operating outside the intended application
Incorrect Maintenance Procedures
• Extending the maintenance intervals
• Failure to use recommended fuel, lubricants and
coolant/antifreeze
i02177969
Starting Motor - Inspect
Perkins recommends a scheduled inspection of the
starting motor. If the starting motor fails, the engine
may not start in an emergency situation.
Check the starting motor for correct operation. Check
the electrical connections and clean the electrical
connections. Refer to the Systems Operation, Testing
and Adjusting Manual, “Electric Starting System -
Test” for more information on the checking procedure
and for specif cations or consult your Perkins dealer
or your Perkins distributor for assistance.
i02718318
Turbocharger - Inspect
A regular visual inspection of the turbocharger is
recommended. If the turbocharger fails during engine
operation, damage to the turbocharger compressor
wheel and/or to the engine may occur. Damage to the
turbocharger compressor wheel can cause additional
damage to the pistons, the valves, and the cylinder
head.
SEBU8119-02
NOTICE
Turbocharger bearing failures can cause large quanti-
ties of oil to enter the air intake and exhaust systems.
Loss of engine lubricant can result in serious engine
damage.
Minor leakage of oil into a turbocharger under extend-
ed low idle operation should not cause problems as
long as a turbocharger bearing failure has not oc-
cured.
When a turbocharger bearing failure is accompanied
by a signif cant engine performance loss (exhaust
smoke or engine rpm up at no load), do not continue
engine operation until the turbocharger is renewed.
A visual inspection of the turbocharger can minimize
unscheduled downtime. A visual inspection of the
turbocharger can also reduce the chance for potential
damage to other engine parts.
Removal and Installation
Note: The turbochargers that are supplied are
nonserviceable.
For options regarding the removal, installation, and
replacement, consult your Perkins dealer or your
Perkins distributor. Refer to the Disassembly and
Assembly Manual, “Turbocharger - Remove and
Turbocharger - Install” for further information.
Inspecting
NOTICE
The compressor housing for the turbocharger must
not be removed from the turbocharger for inspection
or removed for the cleaning of the compressor.
1. Remove the pipe from the turbocharger exhaust
outlet and remove the air intake pipe to the
turbocharger. Visually inspect the piping for the
presence of oil. Clean the interior of the pipes
in order to prevent dirt from entering during
reassembly.
2. Check for obvious heat discoloration of the
turbocharger. Check for any loose bolts or any
missing bolts. Check for damage to the oil supply
line and the oil drain line. Check for cracks in
the housing of the turbocharger. Ensure that the
compressor wheel can rotate freely.
3. Check for the presence of oil. If oil is leaking from
the back side of the compressor wheel, there is a
possibility of a failed turbocharger oil seal.
98
97
Maintenance Section
Walk-Around Inspection
The presence of oil may be the result of extended
engine operation at low idle. The presence of oil
may also be the result of a restriction of the line
for the intake air (clogged air f lters), which causes
the turbocharger to slobber.
4. Inspect the bore of the housing of the turbine
outlet for corrosion.
5. Fasten the air intake pipe and the exhaust outlet
pipe to the turbocharger housing. Ensure that all
clamps are installed correctly and that all clamps
are tightened securely.
i02323090
Walk-Around Inspection
Inspect the Engine for Leaks and
for Loose Connections
A walk-around inspection should only take a few
minutes. When the time is taken to perform these
checks, costly repairs and accidents can be avoided.
For maximum engine service life, make a thorough
inspection of the engine compartment before starting
the engine. Look for items such as oil leaks or coolant
leaks, loose bolts, worn belts, loose connections and
trash buildup. Make repairs, as needed:
• The guards must be in the correct place. Repair
damaged guards or replace missing guards.
• Wipe all caps and plugs before the engine is
serviced in order to reduce the chance of system
contamination.
NOTICE
For any type of leak (coolant, lube, or fuel) clean up the
f uid. If leaking is observed, f nd the source and correct
the leak. If leaking is suspected, check the f uid levels
more often than recommended until the leak is found
or f xed, or until the suspicion of a leak is proved to be
unwarranted.
NOTICE
Accumulated grease and/or oil on an engine is a f re
hazard. Remove the accumulated grease and oil. Re-
fer to this Operation and Maintenance Manual, “En-
gine - Clean” for more information.
• Ensure that the cooling system hoses are correctly
clamped and that the cooling system hoses are
tight. Check for leaks. Check the condition of all
pipes.
98
Maintenance Section
Water Pump - Inspect
• Inspect the water pump for coolant leaks.
Note: The water pump seal is lubricated by the
coolant in the cooling system. It is normal for a small
amount of leakage to occur as the engine cools down
and the parts contract.
Excessive coolant leakage may indicate the need to
replace the water pump. Remove the water pump.
Refer to Disassembly and Assembly , “Water Pump -
Remove and Install”. For more information, consult
your Perkins dealer or your Perkins distributor.
• Inspect the lubrication system for leaks at the front
crankshaft seal, the rear crankshaft seal, the oil
pan, the oil f lters and the rocker cover.
• Inspect the piping for the air intake system and the
elbows for cracks and for loose clamps. Ensure
that hoses and tubes are not contacting other
hoses, tubes, wiring harnesses, etc.
• Ensure that the areas around the rotating parts are
clear.
• Inspect the alternator belts and any accessory
drive belts for cracks, breaks or other damage.
• Inspect the wiring harness for damage.
Belts for multiple groove pulleys must be replaced as
matched sets. If only one belt is replaced, the belt will
carry more load than the belts that are not replaced.
The older belts are stretched. The additional load on
the new belt could cause the belt to break.
High Pressure Fuel Lines
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
After the engine has stopped, you must wait for
60 seconds in order to allow the fuel pressure to
be purged from the high pressure fuel lines before
any service or repair is performed on the engine
fuel lines. If necessary, perform minor adjustments.
Repair any leaks from the low pressure fuel system
and from the cooling, lubrication or air systems.
Replace any high pressure fuel line that has leaked.
Refer to Disassembly and assembly Manual, “Fuel
Injection Lines - Install”.
99
SEBU8119-02
If you inspect the engine in operation, always use
the proper inspection procedure in order to avoid
a f uid penetration hazard. Refer to Operation and
Maintenance Manual, “General hazard Information”.
Visually inspect the high pressure fuel lines for
damage or signs of fuel leakage. Replace any
damaged high pressure fuel lines or high pressure
fuel lines that have leaked.
Ensure that all clips on the high pressure fuel lines
are in place and that the clips are not loose.
• Inspect the rest of the fuel system for leaks. Look
for loose fuel line clamps.
• Drain the water and the sediment from the fuel
tank on a daily basis in order to ensure that only
clean fuel enters the fuel system.
• Inspect the wiring and the wiring harnesses for
loose connections and for worn wires or frayed
wires. Check for any loose tie-wraps or missing
tie-wraps.
• Inspect the ground strap for a good connection and
for good condition.
• Disconnect any battery chargers that are not
protected against the current drain of the starting
motor. Check the condition and the electrolyte level
of the batteries, unless the engine is equipped with
a maintenance free battery.
• Check the condition of the gauges. Replace any
gauges that are cracked. Replace any gauge that
can not be calibrated.
i02794207
Water Pump - Inspect
A failed water pump may cause severe engine
overheating problems that could result in the following
conditions:
• Cracks in the cylinder head
• A piston seizure
• Other potential damage to the engine
SEBU8119-02 99
Maintenance Section
Water Pump - Inspect

g01249453
Illustration 61
(1) Weep hole

Note: The water pump seal is lubricated by the

coolant in the cooling system. It is normal for a small
amount of leakage to occur as the engine cools down
and parts contract.

Visually inspect the water pump for leaks.

Note: If engine coolant enters the engine lubricating

system the lubricating oil and the engine oil f lter must
be replaced. This will remove any contamination that
is caused by the coolant and this will prevent any
irregular oil samples.

The water pump is not a serviceable item. In order to

install a new water pump, refer to the Disassembly
and Assembly Manual, “Water Pump - Remove and
Install”.

100
100 SEBU8119-02
Warranty Section
Warranty Information

Warranty Section

Warranty Information
i01903596

Emissions Warranty
Information

This engine may be certif ed to comply with exhaust

emission standards and gaseous emission standards
that are prescribed by the law at the time of
manufacture, and this engine may be covered by an
Emissions Warranty. Consult your authorized Perkins
dealer or your authorized Perkins distributor in order
to determine if your engine is emissions certif ed and
if your engine is subject to an Emissions Warranty.

101
 Troubleshooting

1104D and 1106D Industrial Engines

NH (Engine)
NJ (Engine)
PJ (Engine)

102
 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.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins 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. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
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. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

103
SENR9982-03
Troubleshooting Section
Electronic Troubleshooting
System Overview
System Operation
Illustration 1
1104D engine
(1) Electronic Unit Injector
(2) Solenoid for the Fuel Rail Pump
(3) Wastegate Regulator (if equipped)
(4) Secondary Speed/Timing Sensor
(5) Fuel Rail Pump
i03424907
(6) Primary Speed/Timing
104 Sensor
(7) Intake Manifold Pressure Sensor
(8) Fuel Rail Pressure Sensor
(9) Engine Oil Pressure Sensor
(10) Intake Manifold Air Temperature Sensor
5
Troubleshooting Section
g01777753
(11) Coolant Temperature Sensor
(12) Diagnostic Connector (if equipped)
(13) Electronic Control Module (ECM)
6 SENR9982-03
Troubleshooting Section

Illustration 2
1106D engine
(1) Electronic Unit Injector
(2) Solenoid for the Fuel Rail Pump
(3) Wastegate Regulator (if equipped)
(4) Secondary Speed/Timing Sensor
(5) Fuel Rail Pump
(6) Primary Speed/Timing Sensor
(7) Intake Manifold Pressure Sensor
(8) Fuel Rail Pressure Sensor
(9) Engine Oil Pressure Sensor
(10) Intake Manifold Air Temperature Sensor
g01777773
(11) Coolant Temperature Sensor
(12) Diagnostic Connector (if equipped)
(13) Electronic Control Module (ECM)

The engine is designed for electronic control. The
engine has an Electronic Control Module (ECM),
a fuel rail pump and electronic unit injectors. All of
these items are electronically controlled. There are
also a number of engine sensors. Turbocharged
engines can be equipped with an electronically
controlled wastegate for the turbocharger. The ECM
controls the engine operating parameters through
the software within the ECM and the inputs from the
various sensors. The software contains parameters
that control the engine operation. The parameters
include all of the operating maps and customer
selected parameters.
The electronic system consists of the ECM, the
engine sensors and inputs from the parent machine.
The ECM is the computer. The f ash f le is the
software for the computer. The f ash f le def nes the
following characteristics of the engine:
• Engine power
• Torque curves
105
• Engine speed (rpm)
• Engine Noise
SENR9982-03
• Smoke and Emissions
The ECM determines the injection timing, the amount
of fuel that is delivered to the cylinders and the intake
manifold pressure if an electronically controlled
wastegate is installed on the turbocharger. These
decisions are based on the actual conditions and the
desired conditions at any given time.
Engine Speed Governor
The governor has software that compares the desired
engine speed to the actual engine speed. The actual
engine speed is determined through the primary
speed/timing sensor and the secondary speed/timing
sensor. If the desired engine speed is greater than
the actual engine speed, the governor injects more
fuel in order to increase engine speed. If the actual
engine speed is greater than the desired engine
speed, the governor limits the amount of fuel that is
supplied to the electronic unit injectors in order to
reduce engine speed.
Timing Considerations
Fuel injection timing is determined by the ECM after
considering input from the following components:
• Engine coolant temperature sensor
• The sensor for the intake manifold air temperature
• The sensor for the intake manifold pressure
• Speed/timing sensors
• Throttle position sensor
At engine start-up, the ECM determines the top
center position of the number 1 cylinder from the
speed/timing sensors. The ECM determines when
fuel injection should occur relative to the top center
position. The ECM optimizes engine performance
by control of each of the electronic unit injectors so
that the required amount of fuel is injected at the
precise point of the engine's cycle. The electronic unit
injectors are supplied with high pressure fuel from
the fuel rail. The ECM also provides the signal to the
solenoid in the fuel rail pump. The solenoid in the fuel
rail pump controls a valve in the fuel rail pump. This
valve controls the pressure in the fuel rail. Fuel that is
not required for the engine is diverted away from the
fuel rail pump back to the fuel tank.
The ECM adjusts injection timing and fuel pressure
for the best engine performance, the best fuel
economy and the best control of exhaust emissions.
106
Fuel Injection
The f ash f le inside the ECM sets certain limits on
the amount of fuel that can be injected.
7
Troubleshooting Section
The Fuel Ratio Control Limit is a limit that is based
on intake manifold pressure and engine rpm. The
FRC Limit is used to control the air/fuel ratio in order
to control the engine's exhaust emissions. When
the ECM senses a higher intake manifold pressure,
the ECM increases the FRC Limit. A higher intake
manifold pressure indicates that there is more air in
the cylinder. When the ECM increases the FRC Limit,
the ECM allows 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 enables the engine power and
torque outputs to conform to the power and torque
curves of a specif c engine model.
These limits are in the f ash f le and these limits
cannot be changed by the operator.
Diagnostic Codes
When the ECM detects an electronic system fault,
the ECM generates a diagnostic code. Also, the ECM
logs the diagnostic code in order to indicate the time
of the occurrence of the fault. The ECM also logs the
number of occurrences of the fault. Diagnostic codes
are provided in order to indicate that the ECM has
detected an electrical fault or an electronic fault with
the engine control system. In some cases, the engine
performance can be affected when the condition that
is causing the code exists.
If the operator indicates that a performance problem
occurs, the diagnostic code may indicate the cause of
the fault. Use the electronic service tool to access the
diagnostic codes. The fault should then be corrected.
Event Codes
Event Codes are used to indicate that the ECM has
detected an abnormal engine operating condition.
The ECM will log the occurrence of the event code.
This does not indicate an electrical malfunction
or an electronic malfunction. For example, if the
temperature of the coolant in the engine is higher
than the permitted limit, then the ECM will detect the
condition. The ECM will then log an event code for
the condition.
Programmable Parameters
Certain parameters that affect the engine operation
may be changed with electronic service tools. The
parameters are stored in the ECM and some of the
parameters are protected from unauthorized changes
by passwords. These parameters are System
Conf guration Parameters.
8 SENR9982-03
Troubleshooting Section
System Conf guration Parameters are set at the
factory. System Conf guration Parameters affect the
emissions or the power ratings within the engine.
Factory passwords must be obtained and used in
order to changesome of the System Conf guration
Parameters. Examples of these parameters are FLS
and FTS.
Passwords
System Conf guration Parameters are protected by
factory passwords. Factory passwords are calculated
on a computer system that is available only to
Perkins distributors. Since factory passwords contain
alphabetic characters, only an electronic service
tool may change System Conf guration Parameters.
System Conf guration Parameters affect the power
rating or the emissions.
Refer to Troubleshooting, “Programming Parameters”
and Troubleshooting, “Factory Passwords”.
i03425620
Glossary
Active Diagnostic Code – An active diagnostic
code alerts the operator or the service technician that
an electronic system malfunction is currently present.
Refer to the term “Diagnostic Code” in this glossary.
Adaptive Trim – This is a software process that is
performed in the Electronic Control Module (ECM)
that optimizes engine performance.
Alternating Current (AC) – Alternating current is an
electric current that reverses direction at a regular
interval that is reoccurring.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the
top dead center position in the normal direction of
rotation.
Breakout Harness – A breakout harness is a
test harness that is designed to connect into the
engine harness. This connection allows a normal
circuit operation and the connection simultaneously
provides a Breakout T in order to measure the
signals.
Bypass Circuit – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A
bypass circuit is typically used as a test circuit.
107
CAN Data Link (see also J1939 CAN Data Link) –
The CAN Data Link is a serial communications
port that is used for communication with other
microprocessor based devices.
Code – Refer to “Diagnostic Code” or “Event Code”.
Communication Adapter Tool – The
communication adapter provides a communication
link between the ECM and the electronic service tool.
Component Identif er (CID) – The CID is a number
that identif es the specif c component of the electronic
control system that has experienced a diagnostic
code.
Coolant Temperature Sensor – The coolant
temperature sensor detects the engine coolant
temperature for all normal operating conditions and
for engine monitoring.
Data Link – The Data Link is a serial communication
port that is used for communication with other devices
such as the electronic service tool.
Derate – Certain engine conditions will generate
event codes. Also, engine derates may be applied.
The map for the engine derate is programmed into
the ECM software. The derate can be one or more of
3 types: reduction of rated power, reduction of rated
engine speed, and reduction of rated machine speed
for OEM products.
Desired Engine Speed – The desired engine speed
is input to the electronic governor within the ECM.
The electronic governor uses the signal from the
throttle position sensor, the engine speed/timing
sensor, and other sensors in order to determine the
desired engine speed.
Diagnostic Code – A diagnostic code is sometimes
referred to as a fault code. These codes indicate an
electronic system malfunction.
Diagnostic Lamp – A diagnostic lamp is sometimes
called the check engine light. The diagnostic lamp
is used to warn the operator of the presence of
an active diagnostic code. The lamp may not be
included in all applications.
Digital Sensor Return – The common line (ground)
from the ECM is used as ground for the digital
sensors.
Digital Sensors – Digital sensors produce a pulse
width modulated signal. Digital sensors are supplied
with power from the ECM.
Digital Sensor Supply – The power supply for the
digital sensors is provided by the ECM.
Direct Current (DC) – Direct current is the type of
current that f ows consistently in only one direction.
DT, DT Connector, or Deutsch DT – This is a type
of connector that is used on Perkins engines. The
connectors are manufactured by Deutsch.
SENR9982-03
Duty Cycle – Refer to “Pulse Width Modulation”.
Electronic Engine Control – The electronic
engine control is a complete electronic system.
The electronic engine control monitors the engine
operation under all conditions. The electronic engine
control also controls the engine operation under all
conditions.
Electronic Control Module (ECM) – The ECM
is the control computer of the engine. The ECM
provides power to the electronics. The ECM monitors
data that is input from the sensors of the engine. The
ECM acts as a governor in order to control the speed
and the power of the engine.
Electronic Service Tool – The electronic service
tool allows a computer (PC) to communicate with the
ECM.
Engine Monitoring – Engine Monitoring is the part
of the electronic engine control that monitors the
sensors. This also warns the operator of detected
problems.
Engine Oil Pressure Sensor – The engine oil
pressure sensor measures engine oil pressure. The
sensor sends a signal to the ECM that is dependent
on the engine oil pressure.
Engine Speed/Timing Sensor – An engine
speed/timing sensor is a hall effect switch that
provides a digital signal to the ECM. The ECM
interprets this signal as the crankshaft position and
the engine speed. Two sensors are used to provide
the speed and timing signals to the ECM. The primary
sensor is associated with the crankshaft and the
secondary sensor is associated with the camshaft.
Event Code – An event code may be activated
in order to indicate an abnormal engine operating
condition. These codes usually indicate a mechanical
problem instead of an electrical system problem.
Failure Mode Identif er (FMI) – This identif er
indicates the type of failure that is associated with
the component. The FMI has been adopted from the
SAE practice of J1587 diagnostics. The FMI follows
the parameter identif er (PID) in the descriptions of
the fault code. The descriptions of the FMIs are in
the following list.
0 – The data is valid but the data is above the normal
operational range.
1 – The data is valid but the data is below the normal
operational range.
108
2 – The data is erratic, intermittent, or incorrect.
3 – The voltage is above normal or the voltage is
shorted high.
9
Troubleshooting Section
4 – The voltage is below normal or the voltage is
shorted low.
5 – The current is below normal or the circuit is open.
6 – The current is above normal or the circuit is
grounded.
7 – The mechanical system is not responding
properly.
8 – There is an abnormal frequency, an abnormal
pulse width, or an abnormal time period.
9 – There has been an abnormal update.
10 – There is an abnormal rate of change.
11 – The failure mode is not identif able.
12 – The device or the component is damaged.
Flash File – This f le is software that is inside
the ECM. The f le contains all the instructions
(software) for the ECM and the f le contains the
performance maps for a specif c engine. The f le may
be reprogrammed through f ash programming.
Flash Programming – Flash programming is the
method of programming or updating an ECM with
an electronic service tool over the data link instead
of replacing components.
Fuel Injector E-Trim – Fuel injector E-trim is a
software process that allows precise control of fuel
injectors by parameters that are programmed into
the ECM for each fuel injector. With the use of the
electronic service tool, the service technician can
read status information for the E-Trim. Data for
E-Trim can also be programmed.
FRC – See “Fuel Ratio Control”.
Fuel Pump – See “Fuel Rail Pump”.
Fuel Rail – This item is sometimes referred to as
the High Pressure Fuel Rail. The fuel rail supplies
fuel to the electronic unit injectors. The fuel rail pump
and the fuel rail pressure sensor work with the ECM
in order to maintain the desired fuel pressure in the
fuel rail. This pressure is determined by calibration
of the engine in order to enable the engine to meet
emissions and performance requirements.
Fuel Rail Pressure Sensor – The fuel rail pressure
sensor sends an electronic signal to the ECM that is
dependent on the pressure of the fuel in the fuel rail.
Fuel Rail Pump – This item is sometimes referred
to as the High Pressure Fuel Rail Pump. This is a
device that supplies fuel under pressure to the fuel
rail (high pressure fuel rail).
10
Troubleshooting Section
Fuel Rail Pump Solenoid Valve – This is sometimes
referred to as the High Pressure Fuel Rail Pump
Solenoid Valve. This is a control device in the high
pressure fuel rail pump. The ECM controls the
pressure in the fuel rail by using this valve to divert
excess fuel from the pump to the fuel tank.
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the ratio of the fuel to air.
The FRC is used for purposes of emission control.
When the ECM senses a higher intake manifold
air pressure (more air into the cylinder), the FRC
increases the FRC Limit (more fuel into the cylinder).
Full Load Setting (FLS) – The FLS is the parameter
that represents the fuel system adjustment. This
adjustment is made at the factory in order to f ne tune
the fuel system. The correct value for this parameter
is stamped on the engine information ratings plate.
This parameter must be programmed.
Full Torque Setting (FTS) – The FTS is the
parameter that represents the adjustment for the
engine torque. This adjustment is made at the factory
in order to f ne tune the fuel system. This adjustment
is made in conjunction with the FLS. This parameter
must be programmed.
Glow Plug – The glow plug is an optional starting aid
for cold conditions. One glow plug is installed in each
combustion chamber in order to improve the ability of
the engine to start. The ECM uses information from
the engine sensors such as the engine temperature
to determine when the glow plug relay must provide
power to each glow plug. Each of the glow plugs
then provides a very hot surface in the combustion
chamber in order to vaporize the mixture of air and
fuel. This improves ignition during the compression
stroke of the cylinder.
Glow Plug Relay – The glow plug relay is controlled
by the ECM in order to provide high current to the
glow plugs that are used in the starting aid system.
Harness – The harness is the bundle of wiring
(loom) that connects all components of the electronic
system.
Hertz (Hz) – Hertz is the measure of electrical
frequency in cycles per second.
High Pressure Fuel Rail Pump – See “Fuel Rail
Pump”.
High Pressure Fuel Rail Pump Solenoid Valve –
See “Fuel Rail Pump Solenoid Valve”.
High Pressure Fuel Rail – See “Fuel Rail”.
SENR9982-03
Injector Codes – The injector codes or trim codes
are numeric codes or alphanumeric codes that are
etched or stamped on individual electronic unit
injectors. These codes are used to f ne tune the fuel
delivery.
Injector Trim Files – Injector trim f les are
downloaded from a disk to the ECM. The injector
trim f les compensate for variances in manufacturing
of the electronic unit injector and for the life of the
electronic unit injector. The serial number for the
electronic unit injector must be obtained in order to
retrieve the correct injector trim f le.
Intake Manifold Air Temperature Sensor – The
intake manifold air temperature sensor detects the
air temperature in the intake manifold. The ECM
monitors the air temperature and other data in the
intake manifold in order to adjust injection timing and
other performance functions.
Intake Manifold Pressure Sensor – The Intake
Manifold Pressure Sensor measures the pressure
in the intake manifold. The pressure in the intake
manifold may be different to the pressure outside
the engine (atmospheric pressure). The difference
in pressure may be caused by an increase in air
pressure by a turbocharger (if equipped).
Integrated Electronic Controls – The engine is
designed with the electronic controls as a necessary
part of the system. The engine will not operate
without the electronic controls.
J1939 CAN Data Link – This data link is a SAE
standard diagnostic communications data link that
is used to communicate between the ECM and the
electronic devices.
Logged Diagnostic Codes – Logged diagnostic
codes are codes which are stored in the memory.
These codes are meant to be an indicator of possible
causes for intermittent problems. Refer to the
term “Diagnostic Code” in this glossary for more
information.
OEM – OEM is an abbreviation for the Original
Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.
Open Circuit – An open circuit is a condition that is
caused by an open switch, or by an electrical wire
or a connection that is broken. When this condition
exists, the signal or the supply voltage can no longer
reach the intended destination.
Parameter – A parameter is a value or a limit that
109 is programmable. This helps determine specif c
characteristics or behaviors of the engine.
SENR9982-03
Password – A password is a group of numeric
characters or a group of alphanumeric characters
that is designed to restrict access to parameters. The
electronic system requires correct passwords in order
to change some parameters (Factory Passwords).
Refer to Troubleshooting, “Factory Passwords” for
more information.
Personality Module – See “Flash File”.
Power Cycling – . Power cycling refers to the action
of cycling the keyswitch from any position to the OFF
position, and to the START/RUN position.
Primary Speed/Timing Sensor – This sensor
determines the position of the crankshaft during
engine operation. If the primary speed/timing
sensor fails during engine operation, the secondary
speed/timing sensor is used to provide the signal.
Pulse Width Modulation (PWM) – A PWM signal
consists of pulses that are of variable width. These
pulses occur at f xed intervals. The ratio of “TIME
ON” versus total “TIME OFF” can be varied. This
ratio is also referred to as a duty cycle.
g00284479
Illustration 3
Rated Fuel Limit – This is a limit that is based on
the power rating of the engine and on the engine rpm.
The Rated Fuel Limit enables the engine power and
torque outputs to conform to the power and torque
curves of a specif c engine model. These limits are in
the f ash f le and these limits cannot be changed.
Reference Voltage – Reference voltage is a
regulated voltage and a steady voltage that is
supplied by the ECM to a sensor. The reference
voltage is used by the sensor to generate a signal
voltage.
Relay – A relay is an electromechanical switch. A
f ow of electricity in one circuit is used to control the
f ow of electricity in another circuit. A small current or
voltage is applied to a relay in order to switch a much
larger current or voltage.
11
Troubleshooting Section
Secondary Speed/Timing Sensor – This sensor
determines the position of the camshaft during engine
operation. If the primary speed/timing sensor fails
during engine operation, the secondary speed/timing
sensor is used to provide the signal.
Sensor – A sensor is a device that is used to
detect the current value of pressure or temperature,
or mechanical movement. The information that is
detected is converted into an electrical signal.
Short Circuit – A short circuit is a condition that has
an electrical circuit that is inadvertently connected to
an undesirable point. An example of a short circuit
is a wire which rubs against a vehicle frame and
this rubbing eventually wears off the wire insulation.
Electrical contact with the frame is made and a short
circuit results.
Signal – The signal is a voltage or a waveform that
is used in order to transmit information typically from
a sensor to the ECM.
Supply Voltage – The supply voltage is a continuous
voltage that is supplied to a component in order to
provide the electrical power that is required for the
component to operate. The power may be generated
by the ECM or the power may be battery voltage that
is supplied by the engine wiring.
System Conf guration Parameters – System
conf guration parameters are parameters that affect
emissions and/or operating characteristics of the
engine.
Tattletale – Certain parameters that affect the
operation of the engine are stored in the ECM.
These parameters can be changed by use of the
electronic service tool. The tattletale logs the number
of changes that have been made to the parameter.
The tattletale is stored in the ECM.
Throttle Position – The throttle position is the
interpretation by the ECM of the signal from the
throttle position sensor or the throttle switch.
Throttle Position Sensor – The throttle position
sensor is a sensor that is usually connected to an
accelerator pedal or a hand lever. This sensor sends
a signal to the ECM that is used to calculate desired
engine speed.
Throttle Switch – The throttle switch sends a signal
to the ECM that is used to calculate desired engine
speed.
Timing Calibration – The timing calibration is the
110 adjustment of an electrical signal. This adjustment is
made in order to correct the timing error between the
camshaft and the engine speed/timing sensors or
between the crankshaft and the engine speed/timing
sensors.
12 SENR9982-03
Troubleshooting Section

Top Center Position – The top center position
refers to the crankshaft position when the No.1 piston
position is at the highest point of travel. The engine
must be turned in the normal direction of rotation in
order to reach this point.
Two short jumper wires are 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.

Total Tattletale – The total tattletale is the total

number of changes to all the parameters that are
Optional Service Tools
stored in the ECM.
Table 2 lists the optional service tools that can be
used when the engine is serviced.
Wait To Start Lamp – This is a lamp that is included
in the cold starting aid circuit in order to indicate when Table 2
the wait to start period has expired. The glow plugs
have not deactivated at this point in time. Part Number Description
U5MK1092 Spoon Probe Kit(MULTIMETER)
Wastegate – This is a device in a turbocharged
- Suitable Digital Pressure Indicator
engine that controls the maximum boost pressure or
that is provided to the inlet manifold. or
- Engine Pressure Group
Wastegate Regulator (if equipped) – The - Suitable Battery Load Tester
wastegate regulator controls the pressure in the - Suitable Temperature Adapter
intake manifold to a value that is determined by the (MULTIMETER)
ECM. The wastegate regulator provides the interface
between the ECM and the mechanical system that 28170107 Bypass Harness As
regulates intake manifold pressure to the desired 2900A038 Harness As
value that is determined by the software.

i02517580 Perkins Electronic Service Tool

Electronic Service Tools The Perkins Electronic Service Tool can display the
following information:

• Status of all pressure sensors and temperature

Perkins electronic service tools are designed to help sensors
the service technician:
• Programmable parameter settings
• Retrieve diagnostic codes.
• Active diagnostic codes and logged diagnostic
• Diagnose electrical problems. codes

• Read parameters. • Logged events

• Program parameters. • Histograms
• Install trim f les. The Electronic Service Tool can also be used to
perform the following functions:
Required Service Tools • Diagnostic tests
Table 1
• Sensor calibrations
Required Service Tools
Part Number Description • Programming of f ash f les
CH11155 Crimp Tool (12−AWG TO 18−AWG) • Parameter programming
2900A019 Wire Removal Tool
• Copy conf guration function for ECM replacement
27610285 Removal Tool
- Suitable Digital Multimeter 111 • Data logging
• Graphs (real time)
Table 3 lists the service tools that are required in
order to use the Electronic Service Tool.
SENR9982-03 13
Troubleshooting Section

Table 3 1. Turn the keyswitch to the OFF position.

Service Tools for the Use of the Electronic
Service Tool 2. Connect cable (2) between the “COMPUTER”
end of communication adapter (3) and the RS232
Part Description serial port of PC (1).
Number
-(1) Single Use Program License Note: The Adapter Cable Assembly (4) is required to
connect to the USB port on computers that are not
- (1)
Data Subscription for All Engines equipped with a RS232 serial port.
Communication Adapter (Electronic
27610251 3. Connect cable (4) between the “DATA LINK” end
Service Tool to ECM interface)
of communication adapter (3) and the service tool
27610164 Adapter Cable As connector.
(1) Refer to Perkins Engine Company Limited.
4. Place the keyswitch in the ON position. If the
Note: For more information regarding the use of the Electronic Service Tool and the communication
Electronic Service Tool and the PC requirements adapter do not communicate with the Electronic
for the Electronic Service Tool, refer to the Control Module (ECM), refer to the diagnostic
documentation that accompanies your Perkins procedure Troubleshooting, “Electronic Service
Electronic Service Tool software. Tool Will Not Communicate With ECM”.

Connecting the Electronic Service Tool i03427022

and the Communication Adapter II
Indicator Lamps

Indicator Lamps
The functions of the indicator lamps are designed to
display the maximum amount of information on the
minimum number of lamps.

Five lamps are available as options. The “Shutdown”

lamp and the “Warning” lamp will normally be
installed in the application. Dedicated optional lamps
for other items may also be installed. The remaining
optional lamps are “Wait to start”, “Low oil pressure”
and “PTO mode on”.

The “Shutdown” lamp and the “Warning” lamp can

also be used to indicate a diagnostic code by use of
the “Flash Code” feature. The “Flash Code” feature
can be used to indicate all active diagnostic codes
and logged diagnostic codes.

Functions of the Lamps

Shutdown Lamp

Illustration 4
g01121866 Lamp check – When the keyswitch is turned to
(1) Personal Computer (PC)
ON, the lamp will illuminate for 2 seconds. The lamp
(2) Adapter Cable (Computer Serial Port) will then be extinguished unless there is an active
(3) Communication Adapter II warning.
(4) Adapter Cable Assembly
Flashing – The lamp will be f ashing when a derate
Note: Items (2), (3) and (4) are part of the 112 is active or when a derate is present because of an
Communication Adapter II kit. active diagnostic code or an active event code. An
example of an active diagnostic code is “System
Use the following procedure in order to connect Voltage High”. An example of an active event code is
the Electronic Service Tool and the Communication “Low Engine Oil Pressure”.
Adapter II.
14 SENR9982-03
Troubleshooting Section

On – The lamp will illuminate when the shutdown

level in the engine protection strategy has been
reached. The “Warning” lamp will also be illuminated.

Warning Lamp
Lamp check – When the keyswitch is turned to
ON, the lamp will illuminate for 2 seconds. The lamp
will then be extinguished unless there is an active
warning.

Flashing – The lamp will be f ashing when a

“warning” or a “warning and derate” is active. This
includes low oil pressure.

On – The lamp will illuminate when the shutdown

level has been reached. The “Shutdown” lamp will
also be illuminated.

Wait to Start Lamp

Lamp check – When the keyswitch is turned to ON,
the lamp will illuminate for 2 seconds. The lamp will
then be extinguished unless “Wait to Start” is active.

On – The lamp illuminates during a “Wait to Start”

period.

Low Oil Pressure

Lamp check – When the keyswitch is turned to
ON, the lamp will illuminate for 2 seconds. The lamp
will then be extinguished unless there is an active
warning.

On – The lamp will illuminate when a low oil pressure

event is detected. The “Warning” lamp and the
“Shutdown” lamp may also illuminate.

PTO Lamp
Lamp check – When the keyswitch is turned to ON,
the lamp will illuminate for 2 seconds. The lamp will
then be extinguished unless the PTO mode is active.

Flashing – The lamp will be f ashing when the PTO

mode is turned on but when the PTO is not engaged.

On – The lamp will illuminate when PTO mode is

engaged.

Color of Lamps
Typically, the “Shutdown” lamp is colored red and the
“Warning” lamp is colored amber. The other lamps
are optional.
113
SENR9982-03 15
Troubleshooting Section

Operation of the Indicator Lamps

Table 4
Warning Shutdown Lamp State Description of the Indication Engine State
Lamp Lamp
(Alert (Action
Lamp) Lamp)
Lamp Check When the keyswitch is switched on, the lamps The keyswitch is on but the
On On illuminate for a period of 2 seconds and the lamps engine has not yet been
will then be extinguished. cranked.
No Faults With the engine in operation, there are no active The engine is operating with
Off Off
warnings, diagnostic codes or event codes. no detected faults.
Active If the warning lamp illuminates during engine The engine is operating
Diagnostic operation, this indicates that an active diagnostic normally but there is one or
On Off code (an electrical fault) is present. more faults with the electronic
management system for the
engine.
Derate If the warning lamp illuminates and the shutdown The engine is operating but
(A derate is lamp f ashes during engine operation, this there is one or more active
caused by indicates that an active diagnostic code (an diagnostic codes that have
On Flashing
certain active electrical fault) is present. The diagnostic is initiated an engine derate.
codes.) suff ciently serious in order to cause an engine
derate.
Warning When the warning lamp f ashes during operation The engine is operating
(Warning of the engine, the lamp indicates that one or more normally. However, there is
only) of the warning values for the engine protection one or more of the monitored
Flashing Off
strategy has been exceeded. However, the value engine parameters that are
has not been exceeded to a level that will cause outside of the range that is
a derate or a shutdown. acceptable.
Derate If both the warning lamp and shutdown lamp f ash The engine is operating.
(Warning during operation of the engine, the lamps indicate However, one or more of the
and Derate) that one or more of the values for the engine monitored engine parameters
protection strategy have been exceeded beyond is outside of the acceptable
Flashing Flashing
the level that will cause an engine derate. range. The acceptable range
has been exceeded to a level
which requires a warning and
an engine derate.
Engine If both the warning lamp and the shutdown lamp The engine is either shutdown
Shutdown illuminate during engine operation, this indicates or an engine shutdown is
one of the following conditions. imminent. One or more
monitored engine parameters
1. One or more of the shutdown values for the have exceeded the limit for an
engine protection strategy has been exceeded. engine shutdown. This pattern
On On
of lamps can be caused by the
2. A serious active diagnostic code has been detection of a serious active
detected. diagnostic code.

After a short period of time, the engine will shut

down.

Flash Codes
The “Flash Code” feature is used to f ash the code
of all active diagnostic codes and logged diagnostic
codes.

114
16 SENR9982-03
Troubleshooting Section

The sequence for the f ash code is started by moving

the keyswitch to “Off” and then moving the keyswitch
to “On” twice within a period of three seconds. After
a delay of 2 seconds, the “Shutdown” lamp will f ash
once for a period of half a second. This sequence
indicates the start of the active fault codes. After
a further delay of 2 seconds, the “Warning” lamp
will f ash repeatedly in order to indicate the active
diagnostic codes. Each f ash will be on for half a
second and off for 300 milliseconds. The “Warning”
lamp will remain off for 2 seconds between each digit
of a code. If there is more than one active diagnostic
code, the “Shutdown” lamp will go off for 2 seconds.
The lamp will then illuminate for a period of half a
second. The “Warning” lamp will be extinguished
for a period of 2 seconds before starting the next
code. If there are no active diagnostic codes, the
“Warning” lamp will f ash the code “551”. Refer
to Troubleshooting Guide, “No Diagnostic Code
Detected”.

As an example, an active diagnostic code of “21” is

indicated by the “Warning” lamp coming on for 500
ms, then off for 300 ms, then on for 500 ms, then off
for 2000 ms, then on for 500 ms and then off.

g01779334
Illustration 5

After all of the active diagnostic codes have been
displayed, the “Shutdown” lamp will be extinguished
for 2 seconds. The “Shutdown” lamp will f ash twice
in order to indicate the start of the sequence that will
display the logged diagnostic codes. The process for
f ashing logged diagnostic codes is identical to the
process for f ashing active diagnostic codes.
Note: If there are no logged codes then the “551”
code will be f ashed again.
After all of the codes have been displayed, the
“Shutdown” lamp will f ash 3 times in order to
indicate that there are no further codes. Cycling the
keyswitch twice within a period of 3 seconds will
start the process again. All codes will be displayed in
ascending numerical order.
Refer to the Troubleshooting Guide, “Diagnostic
Code Cross Reference” for the f ash code that is
115 related to the diagnostic code.
SENR9982-03
i03427141
Replacing the ECM
NOTICE
Care must be taken to ensure that f uids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the f uid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing f uids.
Dispose of all f uids according to local regulations and
mandates.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
The engine is equipped with an Electronic Control
Module (ECM). The ECM contains no moving parts.
Follow the troubleshooting procedures in this manual
in order to be sure that replacing the ECM will correct
the fault. Verify that the suspect ECM is the cause
of the fault.
Note: Ensure that the ECM is receiving power
and that the ECM is properly grounded before
replacement of the ECM is attempted. Refer to the
Schematic Diagram.
A test ECM can be used in order to determine if the
ECM on the engine is faulty. Install a test ECM in
place of the suspect ECM. Install the f ash f le into
the test ECM. Program the parameters for the test
ECM. The parameters must match the parameters in
the suspect ECM. Refer to the following test steps for
details. If the test ECM resolves the fault, reconnect
the suspect ECM. Verify that the fault returns. If the
fault returns, replace the ECM.
Use the Electronic Service Tool to read the
parameters in the suspect ECM. Record the
parameters in the suspect ECM. Install the f ash f le
into the test ECM. After the ECM is installed on the
engine, the parameters must be programmed into
the test ECM.
Note: When a test ECM is not available, you may
need to remove an ECM from an engine that is not in
service. The ECM must have the same serial number
suff x. Ensure that the replacement ECM and the
f ash f le match the suspect ECM. Be sure to record
116
the parameters from the replacement ECM. Use the
“Copy Conf guration ECM Replacement” function in
the Electronic Service Tool.
17
Troubleshooting Section
NOTICE
If the f ash f le and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace
the ECM.
1. Connect the Electronic Service Tool to the
diagnostic connector.
2. Use the “Copy Conf guration ECM Replacement”
function from the Electronic Service Tool. If the
“Copy Conf guration” is successful, proceed to
Step 4. If the “Copy Conf guration” failed, proceed
to Step 3.
Note: Record any Logged Faults and Events for your
records.
3. Record the following parameters:
• Record all of the parameters on the
“Conf guration” screen.
• Record all of the parameters on the “Throttle
Conf guration” screen.
• Record all of the parameters on the “Mode
Conf guration” screen.
• Record the serial numbers of the electronic unit
injectors. The injector serial numbers are shown
on the “Injector Trim Calibration” screen.
Note: If the parameters cannot be read, the
parameters must be obtained elsewhere. Some
parameters are stamped on the engine information
plate, but most parameters must be obtained from
the PTMI data on the Perkins Secured Internet.
4. Remove power from the ECM.
5. Remove the ECM. Refer to Disassembly and
Assembly, “Electronic Control Module - Remove
and Install”.
6. Install the replacement ECM. Refer to Disassembly
and Assembly, “Electronic Control Module -
Remove and Install”.
7. Download the f ash f le.
a. Connect the Electronic Service Tool to the
diagnostic connector.
b. Select “WinFlash” from the “Utilities” menu of
the electronic service tool.
c. Select the downloaded f ash f le.
18 SENR9982-03
Troubleshooting Section

8. If necessary, use the electronic service tool to clear
the rating interlock. To clear the rating interlock,
enter the factory password when the electronic
service tool is f rst connected. Activating the “Test
ECM” mode will also clear the rating interlock.
Event Code – An event code is generated by the
detection of an abnormal engine operating condition.
For example, an event code will be generated if the
oil pressure is too low. In this case, the event code
indicates the symptom of a fault.

9. Use the electronic service tool to program the
parameters. Perform the following procedure.
a. If the “Copy Conf guration” procedure was
successful, use the “Copy Conf guration, ECM
Replacement” function to load the conf guration
f le into the ECM.
Note: During the following procedure, Factory
Passwords may be required.
Logged codes may not indicate that a repair is
needed. The fault may have been temporary. The
fault may have been resolved since the logging of
the code. If the system is powered, it is possible
to generate an active diagnostic code whenever a
component is disconnected. When the component is
reconnected, the code is no longer active. Logged
codes may be useful to help troubleshoot intermittent
faults. Logged codes can also be used to review the
performance of the engine and the electronic system.

b. If the “Copy Conf guration” procedure failed,

i03427526
conf gure the parameters individually. The
parameters should match the parameters from
step 3.
Sensors and Electrical
Connectors
Perform the “Fuel System Verif cation Test”.

10. Check for logged diagnostic codes. Factory

passwords are required to clear Logged Events. The Electronic Control Module (ECM) and the
sensors are located on the left side of the engine.
Refer to Figure 6 or 8.
i03427341

Self-Diagnostics

The Electronic Control Module (ECM) has the ability

to detect faults in the electronic system and with
engine operation. When a fault is detected, a code is
generated. An alarm may also be generated. There
are two types of codes:

• Diagnostic
• Event
Diagnostic Code – When a fault in the electronic
system is detected, the ECM generates a diagnostic
code. This indicates the specif c fault in the circuitry.

Diagnostic codes can have two different states:

• Active
• Logged
Active Code – An active diagnostic code indicates
that an active fault has been detected by the control
system. Active codes require immediate attention.
Always service active codes prior to servicing logged
codes. 117

Logged Code – Every generated code is stored

in the permanent memory of the ECM. The codes
are logged for 100 operating hours unless a code is
cleared by use of the electronic service tool.
SENR9982-03 19
Troubleshooting Section

Illustration 6
Sensor locations on the 1104D engine
(1) Fuel Rail Pressure Sensor
(2) Intake Manifold Air Temperature Sensor
(3) Electronic Control Module (ECM)
(4) Primary Speed/Timing Sensor
(5) Oil Pressure Sensor
(6) Oil Pressure Sensor (alternative location)
(7) Secondary Speed/Timing Sensor
(8) Solenoid for the Fuel Rail Pump
g01779721
(9) Intake Manifold Pressure Sensor
(10) Intake Manifold Pressure Sensor
(alternative location)
(11) Coolant Temperature Sensor

Note: If equipped, the wastegate regulator is installed

on the right side of the engine.

118
20 SENR9982-03
Troubleshooting Section

g01780734
Illustration 7
Detailed views of the sensor locations on the 1104D engine

119
SENR9982-03
Illustration 8
Sensor locations on the 1106D engine
(1) Coolant Temperature Sensor
(2) Intake Manifold Air Temperature Sensor
(3) Intake Manifold Pressure Sensor
Note: If equipped, the wastegate regulator is installed
on the right side of the engine.
(4) Fuel Rail Pressure Sensor
(5) Electronic Control Module (ECM)
(6) Oil Pressure Sensor
120
21
Troubleshooting Section
g01780873
(7) Primary Speed/Timing Sensor
(8) Secondary Speed/Timing Sensor
(9) Solenoid for the Fuel Rail Pump
22 SENR9982-03
Troubleshooting Section

g01780875
Illustration 9
Detailed views of the sensor locations on the 1106D engine

121
SENR9982-03 23
Troubleshooting Section

Table 5
Connector Function
P1 Machine Harness to ECM Connector (64 Pin Connector)
P2 Engine Harness to ECM Connector (64 Pin Connector)
P532 Fuel Rail Pump Solenoid Connector (2 Pin Connector)
P402 Secondary Speed/Timing Sensor (2 Pin Connector)
P401 Primary Speed/Timing Sensor (2 Pin Connector)
P201 Engine Oil Pressure Sensor (3 Pin Connector)
P228 Fuel Rail Pressure Sensor (3 Pin Connector)
P200 Intake Manifold Pressure Sensor (3 Pin Connector)
P103 Intake Manifold Air Temperature Sensor (2 Pin Connector)
P100 Coolant Temperature Sensor (2 Pin Connector)
J23 Diagnostic Connector (if equipped)
P691/J691 Electronic Unit Injectors for No. 1 and No. 2 Cylinders (4 Pin
Connector)
P692/J692 Electronic Unit Injectors for No. 3 and No. 4 Cylinders (4 Pin
Connector)
P693/J693 (1106D engine only) Electronic Unit Injectors for No. 5 and No. 6 Cylinders (4 Pin
Connector)
P511 Wastegate regulator (if equipped) (2 Pin Connector)

122
24
Troubleshooting Section
Illustration 10
Schematic diagram for the 1104D engine
(1) Electronic Unit Injector
(2) Solenoid for the Fuel Rail Pump
(3) Wastegate Regulator (if equipped)
(4) Secondary Speed/Timing Sensor
(5) Fuel Rail Pump
(6) Primary Speed/Timing Sensor
(7) Intake Manifold Pressure Sensor
(8) Fuel Rail Pressure Sensor
(9) Engine Oil Pressure Sensor
(10) Intake Manifold Air Temperature Sensor
123
SENR9982-03
g01777753
(11) Coolant Temperature Sensor
(12) Diagnostic Connector (if equipped)
(13) Electronic Control Module (ECM)
SENR9982-03 25
Troubleshooting Section

Illustration 11
Schematic diagram for the 1106D engine
(1) Electronic Unit Injector
(2) Solenoid for the Fuel Rail Pump
(3) Wastegate Regulator (if equipped)
(4) Secondary Speed/Timing Sensor
(5) Fuel Rail Pump
(6) Primary Speed/Timing Sensor
(7) Intake Manifold Pressure Sensor
(8) Fuel Rail Pressure Sensor
(9) Engine Oil Pressure Sensor
(10) Intake Manifold Air Temperature Sensor
g01777773
(11) Coolant Temperature Sensor
(12) Diagnostic Connector (if equipped)
(13) Electronic Control Module (ECM)

i03428966 Table 6

Engine Wiring Information Color Codes for the Harness Wire

Color Code Color Color Code Color
BK Black BU Blue

Harness Wire Identif cation BR Brown PU Purple

RD Red GY Gray
Perkins identif es all wires with eleven solid colors. 124
The circuit number is stamped on the wire at a 25 mm OR Orange WH White
(1 inch) spacing. Table 6 lists the wire colors and the YL Yellow PK Pink
color codes.
GN Green
26 SENR9982-03
Troubleshooting Section

For example, a wire identif cation of F730-OR on

the schematic would signify an orange wire with the
circuit number F730. F730-OR identif es the power
supply for the oil pressure sensor.

Note: Always replace a harness wire with the same

gauge of wire and with the same color code.

Note: In the following diagrams, “Pxxx” signif es a

plug and “Jxxx” signif es a jack.

125
SENR9982-03 27
Troubleshooting Section

Schematic Diagrams

g01780895
Illustration 12
Schematic Diagram for the 1104D Engine Harness
126
28 SENR9982-03
Troubleshooting Section

g01782875
Illustration 13
Schematic Diagram for the 1106D Engine Harness

127
SENR9982-03 29
Troubleshooting Section

g01783140
Illustration 14
Schematic Diagram for a Typical Application

Note: The functionality of most of the connections to i03434106

the J1 connector depend on the engine application.
ECM Harness Connector
Terminals

128
The Electronic Control Module (ECM) uses
connectors that have 64 terminals to interface to the
wiring harness.
30 SENR9982-03
Troubleshooting Section

Note: Do not use the removal tool to remove the

terminal position assurance components.

g01784773
Illustration 15
Layout of the Connector Pins (view from the rear)
g01784822
Illustration 17
Removal and Installation of the Removal Tool

Harness Connector Terminals 3. Insert the removal tool into the hole that is
adjacent to the terminal in order to release the
Terminal Removal locking device.
Table 7 Note: Make sure that the tool stays perpendicular to
Required Tools the face of the connector.
Part Number Part Description Qty 4. Hold the tool in position and gently pull the wire in
27610285 Removal Tool 1 order to remove the terminal from the rear of the
connector (3).

5. Remove the removal tool from the face of the

connector (3).

Note: If a terminal must be replaced, part number

28170085 must be used.

Terminal Insertion
1. Push the terminal into the rear of the connector (3)
until the terminal engages with the locking device.

2. Gently pull on the wire in order to make sure that

the terminal is retained by the locking device.

3. Install the two terminal position assurance

components (2) into the sides of the connector (3).

4. Connect the connector to the ECM. Refer to

Disassembly and Assembly, “Electronic Control
g01784793 Module - Remove and Install”.
Illustration 16
Removal of Terminal Position Assurance Components

1. Remove the connector from the ECM. Refer to

Disassembly and Assembly, “Electronic Control
Module - Remove and Install”.
129
2. Use a screwdriver that has a f at blade (1) to
remove the two terminal position assurance
components (2) from the connector (3).
SENR9982-03
Programming Parameters
i02415216
Programming Parameters
The electronic service tool can be used to view
certain parameters that can affect the operation of the
engine. The electronic service tool can also be used
to change certain parameters. The parameters are
stored in the Electronic Control Module (ECM). Some
of the parameters are protected from unauthorized
changes by passwords. Parameters that can be
changed have a tattletale number. The tattletale
number shows if a parameter has been changed.
i03434204
Test ECM Mode
“Test ECM Mode” is a feature in the software that
can be used to help troubleshoot an engine that may
have a fault in the Electronic 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. Search for the latest f ash f le 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 rectify the fault,
continue with this procedure.
2. Use the “Copy Conf guration” feature on the
electronic service tool to copy the parameters
from the suspect ECM.
Note: If the “ECM Replacement” feature cannot
be used, record the programmed values into the
“Customer Specif ed Parameters Worksheet”. Also
record the system conf guration parameters.
3. Disconnect the suspect ECM. Temporarily connect
the test ECM to the engine. Do not mount the test
ECM on the engine.
4. Flash program the test ECM with the newest
software that is available.
5. Start the “Test ECM Mode” on the electronic
service tool. Access the feature through the
“Service” menu. The electronic service tool will
display the status of the test ECM and the hours
that are remaining for the “Test ECM Mode”.
31
Troubleshooting Section
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 Conf guration” feature on the
electronic service tool 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 Specif ed Parameters Worksheet” and the
values from the System Conf guration 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 rectif es the fault.
When the “Test ECM Mode” is activated, an internal
timer sets a 24 hour clock. This clock will count 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 will exit the “Test
ECM Mode”. The parameters and the engine serial
number will be set.
If the test ECM rectif es the fault, the engine can be
released while the “Test ECM Mode” is still active.
Once an ECM has been activated in the “Test ECM
Mode”, the ECM will stay 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.
i03434261
Factory Passwords
NOTICE
Operating the engine with a f ash f le not designed for
that engine will damage the engine. Be sure the f ash
f le is correct for your engine.
Note: Factory passwords are provided only to
Perkins dealers.
130 Factory passwords are required to perform each of
the following functions:
32
Troubleshooting Section
• Program a new Electronic Control Module (ECM).
When an ECM is replaced, the system conf guration
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.
• 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 a fault
has been rectif ed. For example, the E362-1 Engine
Overspeed requires the use of factory passwords
in order to clear the code from ECM memory.
Since factory passwords contain alphabetic
characters, the electronic service tool 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,
the electronic service tool will request the factory
passwords and the electronic service tool will
display the information that is required to obtain the
passwords.
i02415238
Flash Programming
Flash Programming – A method of loading a f ash
f le into the Electronic Control Module (ECM)
The electronic service tool can be utilized to
f ash program a f ash f le into the ECM. The f ash
programming transfers the f ash f le from the PC to
the ECM.
Flash Programming a Flash File
1. Obtain the part number for the new f ash f le.
Note: If you do not have the part number for the f ash
f le, use “PTMI” on the Perkins Internet.
Note: You must have the engine serial number in
order to search for the f ash f le's part number.
2. Connect the electronic service tool to the service
131
tool connector.
3. Turn the keyswitch to the ON position. Do not start
the engine.
SENR9982-03
4. Select “WinFlash” from the “Utilities” menu on the
electronic service tool.
Note: If “WinFlash” will not communicate with the
ECM, refer to Troubleshooting, “Electronic Service
Tool Will Not Communicate with ECM”.
5. Flash program the f ash f le into the ECM.
a. Select the engine ECM under the “Detected
ECMs”.
b. Press the “Browse” button in order to select
the part number of the f ash f le that will be
programmed into the ECM.
c. When the correct f ash f le is selected, press
the “Open” button.
d. Verify that the “File Values” match the
application. If the “File Values” do not match
the application, search for the correct f ash f le.
e. When the correct f ash f le is selected, press
the “Begin Flash” button.
f. The electronic service tool will indicate when
f ash programming has been successfully
completed.
6. Start the engine and check for proper operation.
7. Access the “Conf guration” screen under the
“Service” menu in order to determine the
parameters that require programming. Look under
the “Tattletale” column. All of the parameters
should have a tattletale of 1 or more. If a parameter
has a tattletale of 0, program that parameter.
“WinFlash” Error Messages
If you receive any error messages during f ash
programming, click on the “Cancel” button in order
to stop the process. Access the information about
the “ECM Summary” under the “Information” menu.
Ensure that you are programming the correct f ash
f le for your engine.
i03434501
Injector Trim File
The electronic service tool is used to load the injector
trim f les into the Electronic Control Module (ECM).
The injector trim f les must be loaded into the ECM if
any of the following conditions occur:
• An electronic unit injector is replaced.
SENR9982-03
• The ECM is replaced.
• Diagnostic code 0268-02 is active.
• Electronic unit injectors are exchanged between
cylinders.
Exchanging Electronic Unit Injectors
Exchanging electronic unit injectors can help
determine if a fault is in the electronic unit injector
or in the cylinder. If two electronic unit injectors that
are currently installed in the engine are exchanged
between cylinders, the injector trim f les can also
be exchanged. Press the “Exchange” button at the
bottom of the “Injector Trim Calibration” screen on the
electronic service tool. Select the two electronic unit
injectors that will be exchanged and press the “OK”
button. The tattletale for the electronic unit injectors
that were exchanged will increase by one.
Note: The serial number for the electronic unit
injector and the conf rmation code number for the
electronic unit injector are located on the electronic
unit injector.
1. Record the serial number and the conf rmation
code number for each electronic unit injector.
2. Obtain the injector trim f le by one of the following
methods:
• Select “Service Software Files” on the Perkins
Internet.
• Use the compact disc that is included with a
replacement electronic unit injector.
3. Enter the serial number for the electronic unit
injector in the search f eld.
4. Download the injector trim f le to the PC. Repeat
this procedure for each electronic unit injector, as
required.
5. Connect the electronic service tool to the
diagnostic connector. Refer to Troubleshooting,
“Electronic Service Tools”.
6. Turn the keyswitch to the ON position.
7. Select the following menu options on the electronic
service tool:
• Service
• Calibrations
132
• Injector Trim Calibration
8. Select the appropriate cylinder.
9. Click on the “Change” button.
33
Troubleshooting Section
10. Select the appropriate injector trim f le from the
PC.
11. Click on the “Open” button.
12. If you are prompted by the electronic service
tool, enter the conf rmation code number for the
electronic unit injector into the f eld.
13. Click on the “OK” button.
The injector trim f le is loaded into the ECM.
14. Repeat the procedure for each cylinder, as
required.
i02680013
Mode Switch Setup
The Mode Switches can be used to change the
performance characteristics of the engine. The
electronic service tool is used to program the
characteristics. Select the “Service” drop-down
menu and then select “Engine Operating Mode
Conf guration”. A maximum of two switches can be
used. “Switch 1” is connected to J1:39 Mode Switch
1. “Switch 2” is connected to J1:46 Mode Switch 2.
The other contact on both switches is connected to
J1:35 Switch Return.
Number of Switch Inputs
This is the total number of switches that will be used.
The switches can be individual switches or a multiple
rotary switch.
Table 8
Range Default
0 to 2 0
Mode Selection Number
This parameter is a non-programmable parameter
that represents the number of possible combinations
of switch positions. This parameter is based on the
value that is programmed into the “Number of Switch
Inputs” parameter.
Mode Selection Switch Input 2 and
Mode Selection Switch Input 1
The number of these non-programmable parameters
that are visible depends on the value that is
programmed into the “Number of Switch Inputs”
parameter. “Open” signif es that the switch is in the
OFF position. “Ground” signif es that the switch is
in the ON position.
34 SENR9982-03
Troubleshooting Section

Enabled Table 13
Range Default Factory Password
If “Yes” is selected on the drop-down menu, the
ECM is programmed to use the values that are 0 to 10 percent 5.0% No
programmed into “Rating Number”, “Throttle 1 Droop
Percentage”, “Throttle 2 Droop Percentage” and
“TSC1 Droop Percentage” for the given combination TSC1 Droop Percentage
of switch positions.
This parameter represents the amount of droop that
Table 9 is applied to the “Torque Speed Control 1(TSC1)”
Values Default Factory Password input.

Yes No Yes Table 14

No
Range Default Factory Password
0 to 10 percent 5.0% No
Rating Number
This parameter is the engine rating that is used by i03434552
the Electronic Control Module (ECM) for a given
combination of switch positions. There is a maximum Throttle Setup
of four ratings in a f ash f le.

Table 10
Range Default Factory Password The engine can have a digital throttle that uses
a Pulse Width Modulated (PWM) signal, an
1 to the 1 No analog throttle or a multi-position switched throttle.
maximum The Electronic Control Module (ECM) must be
number of programmed for the type of throttle input that is being
ratings in used.
the currently
installed Flash Table 15
File
Throttle 1 Throttle 2
PWM (Digital Throttle) Analog Throttle
Rated Speed (RPM)
PWM (Digital Throttle) None
This parameter represents the engine speed that is
PWM (Digital Throttle) Multi-position Throttle
selected when the mode switch or the mode switches Switch
are in a particular position.
Analog Throttle Analog Throttle
Table 11
Analog Throttle None
Range Default Factory Password
Analog Throttle Multi-position Throttle
“Programmed 5.0% No Switch
Low Idle” to
“Programmed None Analog Throttle
High Idle” None None
None Multi-position Throttle
Throttle 1 Droop Percentage Switch
Multi-position Throttle Analog Throttle
This parameter represents the amount of droop that Switch
is applied to the “Throttle 1” input.
Multi-position Throttle None
Table 12 Switch
Range Default Factory Password
The throttle is set up using the electronic service tool.
0 to 10 percent 5.0% No From the menu, select “Services”. On the “Services”
133 screen, select “Throttle Conf guration”. Select the
type of throttle from the following list:
Throttle 2 Droop Percentage
This parameter represents the amount of droop that
• No throttle
is applied to the “Throttle 2” input.
• Analog throttle
SENR9982-03 35
Troubleshooting Section

• PWM throttle Idle Validation Minimum Off (Open)

• Multi-position switch
Threshold
This is the minimum throttle percentage that will be
detected by the ECM when the IVS is ON (Closed).

If the ECM detects a throttle percentage below this

value with the idle validation switch OFF (Open),
a fault code will be generated and the engine will
remain at idle.

Refer to Table 17 and Table 18.

g01785156
Illustration 18
Typical Range of Throttle
(1) Lower Diagnostic Limit (Default=5)
(2) Lower Position Limit (Default=10)
(3) Initial Lower Position (Default=20)
(4) Idle Validation Minimum Off Threshold (Default=21)
(5) Idle Validation Maximum On Threshold (Default=25)
(6) Lower Dead Zone % (Default=5)
(7) Upper Dead Zone % (Default=5)
(8) Initial Upper Position (Default=70)
(9) Upper Position Limit (Default=85)
(10) Upper Diagnostic Limit (Default=90)

PWM throttles require additional programming.

If a multi-position switch is selected, additional
parameters must be programmed. Refer to
Troubleshooting, “Multiposition Switch Setup”. If an
analog throttle is selected, the following parameters
must be programmed into the ECM.

Idle Validation
All analog throttles on mobile applications require an
idle validation switch. If this parameter is programmed
to “Yes”, the ECM will look for this switch input on pin
J1:45 for Idle Validation Switch 1 (IVS1) and J1:44
for Idle Validation Switch 2 (IVS2).

Table 16
Values Default
No
Yes
Yes

134
36 SENR9982-03
Troubleshooting Section

Table 17
Throttle Position Idle Validation Switch Throttle Demand Fault Status Comment
Sensor (TPS) (IVS) Output
TPS< IVS Min OFF OFF Minimum Position Raise missing idle Force throttle demand
to minimum
TPS< IVS Min OFF ON Throttle Position Clear missing idle Normal operation

Table 18
Range Default
0 to 100% 21%

Idle Validation Maximum On

(Closed) Threshold
This is the maximum throttle percentage that will be
detected by the ECM when the idle validation switch
(IVS) is OFF (Open) . When the idle validation switch
is OFF (Open) and the ECM detects a signal that is
higher than the programmed value for IVS Max ON,
the ECM will generate a fault code and the engine
will remain at idle.

Refer to Table 19 and Table 20.

Table 19
Throttle Position Idle Validation Switch Throttle Demand Fault Status Comment
Sensor (TPS) (IVS) Output
TPS> IVS Max ON OFF Throttle Position Clear unexpected Normal operation
idle
TPS< IVS Min Off ON Minimum Position Raise unexpected Force throttle demand
idle. to minimum

Table 20 Upper Diagnostic Limit

Range Default
This is the minimum throttle percentage that is
0 to 100% 25% detected by the ECM in normal operation when the
pedal is in the maximum position. A value above this
limit will generate an open circuit diagnostic code.
Lower Diagnostic Limit The range of this diagnostic detection area is from
the programmed value of the upper position limit to
This is the minimum throttle percentage that should 100 percent.
be detected by the ECM in normal operation when
the pedal is in the “off” position. A value below this Table 22
limit will generate a short circuit diagnostic code.
Range Default
The range of this diagnostic detection area is from
0 percent to the programmed value for the lower 0 to 100% 95%
position limit.

Table 21 Lower Position Limit

Range Default
This is the minimum throttle percentage that will
0 to 100% 5% be interpreted by the ECM as zero throttle. This
parameter is used with the value of initial lower
135
position limit to make an allowance for manufacturing
tolerances between different pedals.
SENR9982-03 37
Troubleshooting Section

Table 23 Table 28
Range Default Range Default
0 to 100% 10% 0 to 100% 5%

Upper Position Limit i02415246

This is the maximum throttle percentage that will be
interpreted by the ECM as full throttle. This parameter
is used with the value of the initial upper position limit
to make an allowance for manufacturing tolerances
between different pedals.
Table 24
Range Default
Multiposition Switch Setup
The multi-position throttle switch is an optional
throttle input. A maximum of four switches can be
used. Four switches will allow a maximum of 16
speeds to be selected.

0 to 100% 85% When the multi-position switch is selected as the

“Throttle Type” on the “Throttle Conf guration Screen”
of the electronic service tool, additional information
Initial Lower Position Limit is required.
This is the maximum throttle percentage that will
be interpreted by the ECM as zero throttle. This Number of Switch Inputs
parameter is used with the value of the lower
position limit to make an allowance for manufacturing This parameter is the total number of switches that
tolerances between different pedals. will be used. The switches may be individual switches
or a ganged rotary switch.
Table 25
Table 29
Range Default
Range Default
0 to 100% 20%
1 to 4 1

Initial Upper Position Limit

Physical Position
This is the minimum throttle percentage that will be
interpreted by the ECM as full throttle. This parameter This parameter is non-programmable. The parameter
is used with the value of the upper position limit to is used to signify the position of the rotary switch.
make an allowance for manufacturing tolerances
between different pedals. Input 4, Input 3, Input 2, Input 1
Table 26 The number of these non-programmable parameters
Range Default that are visible depends on the value that is
programmed into the “Number of Switch Inputs”
0 to 100% 70%
parameter. “Open” signif es that the switch is in the
OFF position. “Ground” signif es that the switch is
in the ON position.
Lower Dead Zone
This is a throttle range above the initial lower position Physical Position Enabled
limit before the engine will increase in rpm.
If “Yes” is selected from the drop-down menu, the
Table 27 Electronic Control Module (ECM) sets the engine
Range Default rpm to the value that is programmed into the “Engine
Speed” for the conf guration of the switches that is
0 to 100% 8% def ned for that Physical Position.

Upper Dead Zone 136

This is a throttle range that is below the initial upper

position limit that does not allow the engine speed
to increase.
38 SENR9982-03
Troubleshooting Section

Table 30
Value Default
No No
Yes

Logical Position
The Logical Position is the order that is required by
the user for a unique Physical Position.

Table 31
Range Default
1 to 16 1

Engine Speed (in RPM)

The “Engine Speed” is the programmed engine rpm
for a particular position of the multi-position throttle
switch.

If the ECM detects a switch combination that

has been conf gured as “No”, a fault code will be
generated. In this situation, the ECM will ignore the
multi-position switch until the keyswitch is cycled
through OFF and ON.

Table 32
Range Default
Programmed Low Idle to 0
Programmed High Idle

137
SENR9982-03 39
Troubleshooting Section

Customer Specif ed Table 35

Parameters Minimum
1900 rpm
Maximum
2900 rpm
Default
2650 rpm

i02517248
ECM Identif cation Parameter
Customer Specif ed
Parameters Equipment ID
“Equipment ID” is the identif cation of the equipment
that is assigned by the customer. The “Equipment
Customer specif ed parameters allow the engine to ID” is only for reference only by the customer. The
be conf gured to the exact needs of the application. “Equipment ID” is not required by the Electronic
Control Module (ECM).
Customer parameters may be changed repeatedly as
a customer's operation changes. Table 36
Value Default
The following information is a brief description of
the customer specif ed parameters. The following 17 digits
parameter values are included with the descriptions: The available characters
are dependent on the Not programmed
service tool that is
• Minimum being used.

• Maximum
PTO and Throttle Lock Parameters
• Default
Throttle Lock Feature Installation Status
Engine Rating Parameter
The “Throttle Lock Feature Installation Status” is
Rating Number used to turn on the throttle lock features. When
this parameter is changed to “Installed”, the “PTO
The rating number is the selected rating within a engine Speed Setting”, the “Throttle Lock Increment
power rating family. The f ash f le def nes the power Speed Ramp Rate” and the “Throttle Lock Engine
rating family. The f ash f le can contain one to four Set Speed Increment” parameters are active and the
ratings. The rating number def nes the power rating parameters can be programmed.
that is used within the power rating family.
Table 37
Table 33 Value Default
Minimum Maximum Default Not Installed
Not Installed
1 4 1 Installed

Low/High Idle Parameters PTO Engine Speed Setting

The “PTO Engine Speed Setting” is the engine speed
Low Idle Speed that is attained when the PTO switch is moved to
the ON position. If the “PTO Engine Speed Setting”
The “Low Idle Speed” is the minimum engine rpm. parameter is programmed, the feature is turned off.
If the “PTO Engine Speed Setting” parameter is set
Table 34
to a value that is between “1” and the low idle speed,
Minimum Maximum Default the parameter is set to the low idle speed value. If
700 rpm 1200 rpm 750 rpm the “PTO Engine Speed Setting” parameter is set to
a value that is higher than the high idle speed, the
parameter is set to the high idle speed value.
High Idle Speed
Table 38
138
The “High Idle Speed” is the maximum engine rpm. Minimum Maximum Default
0 rpm 3000 rpm 0 rpm
40 SENR9982-03
Troubleshooting Section

Throttle Lock Increment Speed Ramp Limp Home Desired Engine Speed
Rate
The “Limp Home Desired Engine Speed” is the
The “Throttle Lock Increment Speed Ramp Rate” maximum speed of the engine when the engine has
is the rate of engine acceleration when the PTO been derated.
switch is held in the ACCELERATE position. If this
Table 43
parameter is set to “0”, the feature is turned off.
Minimum Maximum Default
Table 39
700 rpm 1800 rpm 1200 rpm
Minimum Maximum Default
0 rpm/sec 600 rpm/sec 400 rpm/sec
J1939 Continuous Fault Handling
Throttle Lock Engine Set Speed Remote Torque Speed Control Enable
Increment Status
The “Throttle Lock Engine Set Speed Increment” The “Remote Torque Speed Control Enable Status”
controls the increase in engine speed when the parameter determines the way that faults will be
PTO switch is brief y operated to ACCELERATE or handled by the ECM when the “J1939 Torque Speed
DECELERATE. If this parameter is set to “0”, the Control (TSC1)” message is used as a speed request
feature is turned off. input to the ECM. Programming the “Remote Torque
Speed Control Enable Status” to “Enabled” will cause
Table 40 the ECM to display a fault code if a valid TSC1
Minimum Maximum Default message is not received by the engine ECM within
30 seconds of the engine starting. If the“ Remote
0 rpm 200 rpm 10 rpm
Torque Speed Control Enable Status” is programmed
to “Disabled”, the engine will display a 247-12 Data
Link malfunction immediately after a loss of a TSC1
Miscellaneous message. Program “Remote Torque Speed Control
Enable Status” to “Enabled” if the ECM will always be
Monitoring Mode Shutdowns receiving a TSC1 message.
“Monitoring Mode Shutdowns” controls the shutdown Table 44
feature that is associated with the engine monitoring
Value Default
feature. When this feature is enabled and an event
code with a “-3” suff x is detected, the engine will be Disabled
Disabled
shut down. Enabled

Table 41
Value Default
Conf gurable Inputs
Disabled Coolant Level Sensor
Disabled
Enabled
A coolant level sensor is an optional switch input.
Monitoring Mode Derates Programming the “Coolant Level Sensor” parameter
to “Enabled” notif es the ECM that a coolant level
“Monitoring Mode Derates” controls the derate that is sensor input is present on pin J1:38. If this parameter
associated with the engine monitoring feature. When is programmed to “Enabled” and the coolant level
this feature is enabled and an event code with a “-2” falls below the measured level, a “E2143-3” event
is detected, the engine will be derated. code will be displayed.

Table 42 Table 45

Value Default Value Default

Disabled Installed
Enabled Not Installed
Enabled Not Installed

139
SENR9982-03 41
Troubleshooting Section

Air Filter Restriction Switch Installation

Status
An “Air Filter Restriction Switch” is an optional
switch input. Programming the “Air Filter Restriction
Switch Installation Status” parameter to “Enabled”
notif es the ECM that an input from the air f lter
restriction switch is present on pin J1:47. When this
parameter is programmed to “Enabled” and the air
f lter restriction switch closes, an E172-1 or J107-15
event code will be displayed.

Table 46
Value Default
Installed
Not Installed
Not Installed

Fuel/Water Separator Switch Installation

Status
A fuel/water separator switch is an optional switch
input. Programming the “Fuel/Water Separator
Switch Installation Status” parameter to “Enabled”
notif es the ECM that a fuel/water separator switch
input is present on pin J1:44. When this parameter
is programmed to “Enabled” and the fuel/water
separator switch closes, an E232-1 or J97-15 event
code will be displayed.

Table 47
Value Default
Installed
Not Installed
Not Installed

User Def ned Switch Installation Status

A user def ned shutdown switch is an optional
switch input. Programming the “User Def ned Switch
Installation Status” parameter to “Enabled” notif es
the ECM that a user def ned switch input is present
on pin J1:48. If this parameter is programmed to
“Enabled” and the user def ned shutdown switch
closes, the engine will shut down.

Table 48

Value Default
Installed
Not Installed
Not Installed

140
42 SENR9982-03
Troubleshooting Section

i02527577

Customer Specif ed
Parameters Table

Table 49
Customer Specif ed Parameters
ECM Parameter Possible Values Default Value
Engine Rating Parameter
“Rating Number” 1 to 4 1
Low/High Idle Parameters
“Low Idle Speed” 700 to 1200 rpm 750 rpm
“High Idle Speed” 1900 to 2900 rpm 2650 rpm
ECM Identif cation Parameter
“Equipment ID” 17 Digits Not Programmed
Available characters are dependent on
the service tool that is used
PTO and Throttle Lock Parameters
“Throttle Lock Feature Installation Installed Not Installed
Status” Not Installed
“PTO Engine Speed Setting” 0 to 3000 rpm 0 rpm
“Throttle Lock Increment Speed Ramp 0 to 600 rpm/sec 400 rpm/sec
Rate”
“Throttle Lock Engine Set Speed 0 to 200 rpm 10 rpm
Increment”
Miscellaneous
“Monitoring Mode Shutdowns” Disabled Disabled
Enabled
“Monitoring Mode Derates” Disabled Enabled
Enabled
“Limp Home Desired Engine Speed” 700 to 1800 rpm 1200 rpm
J1939 Continuous Fault Handling
“Remote Torque Speed Control Enable Disabled Disabled
Status” Enabled
Conf gurable Inputs
“Coolant Level Sensor” Not Installed Not Installed
Installed
“Air Filter Restriction Switch Installation Not Installed Not Installed
Status” Installed
“Fuel/Water Separator Switch Not Installed Not Installed
Installation Status” Installed
“User Def ned Switch Installation Status” Not Installed Not Installed
Installed

141
SENR9982-03 43
Troubleshooting Section

i02415254

Customer Specif ed
Parameters Worksheet

Table 50
Customer Specif ed Parameters Worksheet
Engine Rating Parameter
“Rating Numbers”
Low/High Idle Parameters
“Low Idle Speed”
“High Idle Speed”
ECM Identif cations Parameters
“Equipment ID”
PTO and Throttle Lock Parameters
“Throttle Lock Feature Installation Status”
“PTO Engine Speed Setting”
“Throttle Lock Increment Speed Ramp Rate”
“Throttle Lock Engine Set Speed Increment”
Miscellaneous
“Monitoring Mode Shutdowns”
“Monitoring Mode Derates”
“Limp Home Desired Engine Speed”
J1939 Continuous Fault Handling
“Remote Torque Speed Control Enable Status”
Conf gurable Inputs
“Coolant Level Sensor”
“Air Filter Restriction Switch Installation Status”
“Fuel/Water Separator Switch Installation Status”
“User Def ned Switch Installation Status”

142
44 SENR9982-03
Troubleshooting Section

System Conf guration
Parameters
i03436280
System Conf guration
Parameters
System conf guration parameters affect the emissions
of the engine or the power of the engine. System
conf guration parameters are programmed at the
factory. Normally, system conf guration parameters
would never need to be changed through the life of
the engine. System conf guration parameters must be
reprogrammed if an Electronic Control Module (ECM)
is replaced. System conf guration parameters do not
need to be reprogrammed if the ECM software is
changed. Factory passwords are required to change
these parameters. The following information is a
description of the system conf guration parameters.
Full Load Setting
The full load setting is a number that represents
the adjustment to the fuel system that was made
at the factory in order to f ne tune the fuel system.
If the ECM is replaced, the full load setting must
be reprogrammed in order to prevent a 0268-02
diagnostic code from becoming active.
This code does not need to be programmed when
the replacement ECM is for the same engine rating.
If the ECM is for a different engine rating, then the
following components may need to be changed:
pistons, fuel injectors, and other components.
The engine information ratings plate must also be
changed in order to ref ect the new rating.
Some systems such as the cooling system or the
transmission may also require changes when the
engine is rerated. Contact the application OEM for
further information.
Engine Serial Number
When a new ECM is delivered, the engine serial
number in the ECM is not programmed. The engine
serial number should be programmed to match the
engine serial number that is stamped on the engine
information plate.
ECM Software Release Date
This parameter is def ned by the rating interlock
and this parameter is not programmable. The ECM
software 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
(DEC08). DEC is the month (December). 08 is the
year (2008).

Full Torque Setting

Full torque setting is similar to full load setting. If
the ECM is replaced, the full torque setting must
be reprogrammed in order to prevent a 0268-02
diagnostic code from becoming active.

Rating Interlock
The rating interlock is a code that prevents the use of
an incorrect power rating and/or emission rating for
a specif c engine. Each horsepower rating and each
emission certif cation has a different code to all other
horsepower ratings and emission certif cations.

When an ECM is replaced, this rating interlock code

must match the code that is stored in the ECM. If the
rating interlock code does not match the code that is
stored in the ECM, both of the following situations
will exist:

• The engine will not run.

143
• Diagnostic code 0253-02 (Personality Module
erratic, intermittent or incorrect) will be active.

Note: The f ash programming of a new rating

interlock replaces the old rating interlock.
SENR9982-03
Troubleshooting without a
Diagnostic Code
i03436321
Alternator Noise
Note: This is not an electronic system fault.
Refer to Systems Operation, Testing and Adjusting
for information on possible electrical causes of this
condition.
Probable Causes
• Alternator drive belt
• Alternator mounting bracket
• Automatic tensioner
• Alternator drive pulley
• Alternator bearings
Recommended Actions
Alternator Drive Belt
Inspect the condition of the alternator drive belt. If the
alternator drive belt is worn or damaged, check that
the drive belt and the pulley are correctly aligned. If
the alignment is incorrect, investigate the cause of
the misalignment. If the alignment is correct, replace
the drive belt. Refer to Disassembly and Assembly,
“Alternator Belt - Remove and Install”.
Alternator Mounting Bracket
Inspect the alternator mounting bracket for cracks
and wear. Repair the mounting bracket or replace
the mounting bracket in order to ensure that the
alternator drive belt and the alternator drive pulley
are in alignment.
Automatic Tensioner
Check the tension on the alternator drive belts. If
necessary, replace the automatic tensioner. Refer to
Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly, “Alternator - Install”.
144
45
Troubleshooting Section
Alternator Drive Pulley
Remove the nut for the alternator drive pulley and
then inspect the nut and the drive shaft. If no damage
is found, install the nut and tighten the nut to the
correct torque. Refer to Specif cations, “Alternator
and Regulator” for the correct torque.
Alternator Bearings
Check for excessive play of the shaft in the alternator.
Check for wear in the alternator bearings. The
alternator is a nonserviceable item. The alternator
must be replaced if the bearings are worn. Refer to
Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly , “Alternator - Install”.
i03436581
Alternator Will Not Charge
Note: This is not an electronic system fault.
Probable Causes
• Alternator drive belt
• Automatic tensioner
• Charging circuit
• Alternator
Recommended Actions
Alternator Drive Belt
Inspect the condition of the alternator drive belt. If
the alternator drive belt is worn or damaged, check
that the drive belt for the alternator and the pulley
are correctly aligned. If the alignment is incorrect,
investigate the cause of the misalignment. If the
alignment is correct, replace the drive belt. Refer
to Disassembly and Assembly, “Alternator Belt -
Remove and Install”.
Automatic Tensioner
Check the tension on the alternator drive belt. If
necessary, replace the automatic tensioner. Refer to
Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly, “Alternator - Install”.
Charging Circuit
Inspect the battery cables, wiring, and connections in
the charging circuit. Clean all connections and tighten
all connections. Replace any faulty parts.
46
Troubleshooting Section
Alternator
Verify that the alternator is operating correctly.
Refer to Systems Operation, Testing and Adjusting,
“Alternator - Test”. The alternator is not a serviceable
item. If the alternator is not operating correctly, the
alternator must be replaced. Refer to Disassembly
and Assembly, “Alternator - Remove” and
Disassembly and Assembly , “Alternator - Install”.
i02344743
Battery
Note: This is not an electronic system problem.
Probable Causes
• Charging circuit
• Battery
• Auxiliary device
Recommended Actions
Charging Circuit
If a fault in the battery charging circuit is suspected,
refer to Troubleshooting, “Alternator Will Not Charge”.
Faulty Battery
1. Check that the battery is able to maintain a charge.
Refer to Testing and Adjusting, “Battery - Test”.
2. If the battery does not maintain a charge,
replace the battery. Refer to the Operation and
Maintenance Manual, “Battery - Replace”.
Auxiliary Device
1. Check that an auxiliary device has drained the
battery by being left in the ON position.
2. Charge the battery.
3. Verify that the battery is able to maintain a charge
when all auxiliary devices are switched off.
145
SENR9982-03
i03436601
Can Not Reach Top Engine
RPM
Note: If this fault occurs only under load, refer to
Troubleshooting, “Low Power/Poor or No Response
to Throttle”.
Probable Causes
• Diagnostic codes
• ECM parameters
• Throttle signal from the throttle position sensor
• Air intake and exhaust system
• Fuel supply
• Individual malfunctioning cylinders
• Electronic unit injectors
Recommended Actions
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
ECM Parameters
1. Ensure that the fault is not being caused by an
incorrect programmed parameter.
2. Use the electronic service tool in order to ensure
that the correct mode is selected.
3. Use the electronic service tool to verify the correct
engine rating for the engine.
4. Use the electronic service tool to verify the
maximum engine speed limit.
5. Use the electronic service tool to verify the
following parameters at maximum speed: the
boost pressure, the smoke limit, the torque limit,
and the amount of fuel that is delivered.
6. Use the electronic service tool to reset the
parameters to the OEM specif cations.
7. Check that the repairs have eliminated the fault.
8. If the repairs have not eliminated the fault proceed
to “Throttle Signal for the Throttle Position Sensor”.
SENR9982-03
Throttle Signal for the Throttle Position
Sensor
1. Use the electronic service tool and observe the
signal for the throttle position sensor. Make sure
that the throttle reaches the 100% raw position
and the calibrated position.
2. If the signal is erratic, refer to Troubleshooting,
“Analog Throttle Position Sensor Circuit - Test” or
refer to Troubleshooting, “Digital Throttle Position
Sensor Circuit - Test”.
3. If the engine has a throttle switch refer to
Troubleshooting, “Throttle Switch Circuit - Test”.
4. If the fault has not been eliminated, proceed to
“Air Intake and Exhaust System”.
Air Intake and Exhaust System
1. Check the air f lter restriction indicator, if equipped.
2. Ensure that the air f lter is clean and serviceable.
3. Check the air intake and the exhaust system for
the following defects:
• Blockages
• Restrictions
• Damage to the air intake and exhaust lines and
hoses
4. Make all necessary repairs to the engine.
5. Ensure that the repairs have eliminated the fault.
6. If the fault has not been eliminated, proceed to
“Fuel Supply”.
Fuel Supply
1. Visually check the fuel tank for fuel. The fuel
gauge may be faulty.
2. Ensure that the fuel supply valve is in the full
OPEN position.
3. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
4. Visually inspect the fuel supply lines for
restrictions.
5. Check that the low pressure fuel lines are tight
and secured properly.
146
47
Troubleshooting Section
6. Remove the fuel f lters. Inspect the fuel f lters for
contamination. Install new fuel f lters. Refer to the
Operation and Maintenance Manual, “Fuel System
Filter- Replace and Fuel System Primary Filter
(Water Separator) Element - Replace”. Determine
the cause of the contamination.
7. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
8. Check for air in the low pressure fuel system. Refer
to Systems Operation, Testing and Adjusting, “Air
in Fuel - Test”.
9. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
10. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
Contact with high pressure fuel may cause f uid
penetration and burn hazards. High pressure fu-
el spray may cause a f re hazard. Failure to fol-
low these inspection, maintenance and service in-
structions may cause personal injury or death.
NOTICE
Contact with high pressure fuel may cause personal
injury or death. Wait 60 seconds after the engine has
stopped to allow fuel pressure to purge before any
service or repair is performed on the engine fuel lines.
11. If the high pressure fuel lines have a leak, the
high pressure fuel lines must be replaced. Refer to
Disassembly and Assembly, “Fuel injection lines -
Remove and Fuel injection lines - Install”.
12. If the repairs do not eliminate the fault, proceed to
“Individual Malfunctioning Cylinders”.
Individual Malfunctioning Cylinders
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated cylinder is not operating under normal
conditions. If the isolation of a particular cylinder
results in a reduction of engine speed that is less
than normal, this may indicate that the cylinder is
operating below normal performance. Investigate
the cause of the fault on any cylinder that is
not operating. Investigate the cause of the fault
on any cylinder that is operating below normal
performance.
48
Troubleshooting Section
2. If all cylinders have been checked and no
faults were detected proceed to “Electronic Unit
Injectors”.
Electronic Unit Injectors
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
that the electronic unit injector is operating below
normal performance.
2. Remove the electronic unit injector from the
suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
5. If the fault is still apparent, carefully repeat the
diagnostic process from the beginning.
i03437380
Coolant in Engine Oil
Note: This is not an electronic system problem.
Probable Causes
• Engine oil cooler
• Cylinder head gasket
• Cylinder head
• Cylinder block
Recommended Actions
Engine Oil Cooler
1. Drain the engine lubricating oil from the engine.
SENR9982-03
2. Check for leaks in the oil cooler assembly. Refer
to Systems Operation, Testing and Adjusting,
“Cooling System” for the correct procedure. If a
leak is found, install a new oil cooler. Refer to
Disassembly and Assembly, “Engine Oil Cooler
- Remove” and Disassembly and Assembly,
“Engine Oil Cooler - Install” for the correct
procedure.
Cylinder Head Gasket
1. Remove the cylinder head. Refer to Disassembly
and Assembly, “Cylinder Head - Remove” for the
correct procedure.
2. Inspect the cylinder head gasket for faults and any
signs of leakage.
3. To f t a new cylinder head gasket, refer to
Disassembly and Assembly, “Cylinder Head -
Install” for the correct procedure.
4. If there was no obvious signs of a faulty head
gasket proceed to “Cylinder Head”.
Cylinder Head
1. Check the cylinder head for f atness. Refer
to Systems Operation, Testing and Adjusting,
“Cylinder Head - Inspect” for the correct procedure.
2. Check the mating face of the cylinder head
for faults and signs of leakage. If a fault is
found, replace the cylinder head. If signs of
leakage are found, determine the cause of the
leakage. Refer to Systems Operation, Testing and
Adjusting, “Cylinder Head - Inspect” for the correct
procedure.
3. Check the internal core plugs in the cylinder head
for signs of leakage.
4. If the cylinder head is f at and if the cylinder head
does not have any faults, refer to “Cylinder Block”.
Cylinder Block
Inspect the top face of the cylinder block for faults
and signs of leakage. If a fault is found, replace
the cylinder block. If signs of leakage are found,
determine the cause of the leakage. Refer to Systems
Operation, Testing and Adjusting, “Cylinder Block -
Inspect” for the correct procedure.
Assembly after Repair
147 1. Install the cylinder head. Refer to Disassembly
and Assembly, “Cylinder Head - Install”.
SENR9982-03 49
Troubleshooting Section

2. Remove the oil f lter element. Install a new engine
oil f lter element. Fill the engine with clean engine
oil to the correct level. Refer to the Operation
and Maintenance Manual, “Engine Oil and Filter
- Change” for more information.
i03438642
2. Check that the seating surfaces of the pressure
relief valve and the radiator cap are clean and
undamaged.
3. Check operation of the pressure relief valve
and/or the radiator cap. If necessary, clean the
components and/or replace the components.

Coolant Temperature Is Too Coolant Temperature Gauge

High Compare the reading for the coolant temperature
from the electronic service tool to the reading for the
coolant temperature from a calibrated test gauge.
Note: This is not an electronic system fault.
Restriction in the Coolant System
Probable Causes 1. Visually inspect the cooling system for collapsed
hoses and/or other restrictions.
• Radiator f ns
2. Clean the radiator and f ush the radiator. Refer
• Coolant level to Systems Operation, Testing and Adjusting,
“Cooling System”.
• Radiator cap and/or pressure relief valve
Water Temperature Regulator
• Coolant temperature gauge
Check the water temperature regulator for correct
• Restriction in the coolant system operation. Refer to Systems Operation, Testing and
Adjusting, “Cooling System” for the proper procedure.
• Water temperature regulator If necessary, replace the water temperature regulator.
Refer to Disassembly and Assembly, “Water
• Engine cooling fan Temperature Regulator - Remove and Install” for
more information.
• Coolant pump
• Cylinder head gasket Engine Cooling Fan
1. Make sure that the engine cooling fan is correctly
Recommended Actions installed.

Radiator Fins 2. Make sure that the engine cooling fan is being
driven correctly by the drive belt. If necessary,
Check the radiator f ns for dirt, debris, and/or damage. tighten the drive belt or replace the drive belt.
Remove any dirt and/or debris and straighten any Refer to Disassembly and Assembly, “Alternator
bent f ns. Belt - Remove and Install”.

Coolant Level 3. Check the engine cooling fan for damage. If

1. Inspect the coolant level. If necessary, add
coolant.
2. Check the cooling system for leaks. Repair any
leaks immediately.
Radiator Cap and/or Pressure Relief
Valve
1. Pressure test the cooling system. Refer to
Systems Operation, Testing and Adjusting,
“Cooling System” for the correct procedure.
148
necessary, replace the fan. Refer to Disassembly
and Assembly, “Fan - Remove and Install”.
Coolant Pump
1. Inspect the impeller of the coolant pump for
damage and/or erosion.
2. Make sure that the drive gear is not loose on the
drive shaft of the coolant pump.
3. If necessary, replace the coolant pump. Refer
to Disassembly and Assembly, “Water Pump -
Remove” and Disassembly and Assembly, “Water
Pump - Install”.
50 SENR9982-03
Troubleshooting Section

Cylinder Head Gasket i03438660

Switch off the engine and allow the engine to cool ECM Will Not Communicate
to below normal working temperature. Remove with Other Systems or Display
the pressure cap for the coolant system. Start the
engine and inspect the coolant for the presence Modules
of bubbles. If bubbles are present in the coolant,
combustion gases may be entering the cooling
system. Check the cylinder head gasket. Refer to the
recommended action for the cylinder head gasket Probable Causes
within Troubleshooting, “Coolant in Engine Oil”.
Check the cylinder head for f atness. Refer to the • Electrical connectors
recommended action for checking f atness of the
cylinder head within Systems Operation, Testing and • Electronic Control Module (ECM)
Adjusting, “Cylinder Head - Inspect”. Fit the pressure
cap if there are no bubbles in the coolant.
Recommended Actions
i02413819 1. Connect the electronic service tool to the
diagnostic connector. If the ECM does not
ECM Will Not Accept Factory communicate with the electronic service tool, refer
Passwords to Troubleshooting, “Electronic Service Tool Will
Not Communicate with ECM”.

2. Ensure that the following items are

correctly installed and undamaged. Refer
Probable Causes to Troubleshooting, “Electrical Connectors -
Inspect”.
One of the following items may not be recorded
correctly on the electronic service tool:
• P1/J1 and P2/J2 connectors on the ECM
• Passwords • Wiring to display modules
• Serial numbers • Wiring to other control modules
• Total tattletale 3. Troubleshoot the Perkins Data Link for possible
faults. Refer to Troubleshooting, “Data Link Circuit
• Reason code - Test”.

Recommended Actions i03438721

1. Verify that the correct passwords were entered. Electronic Service Tool Will
Check every character in each password. Remove
the electrical power from the engine for 30 Not Communicate with ECM
seconds and then retry.

2. Verify that the electronic service tool is on the

“Factory Password” screen.
3. Use the electronic service tool to verify that the
following information has been entered correctly:
• Engine serial number
• Serial number for the electronic control module
• Serial number for the electronic service tool
• Total tattletale
• Reason code
Probable Causes
• Conf guration for the communications adapter
• Electrical connectors
• Communication adapter and/or cables
• Electrical power supply to the diagnostic connector
• Electronic service tool and related hardware
• Electrical power supply to the Electronic Control
149 Module (ECM)

• Perkins Data Link

SENR9982-03 51
Troubleshooting Section

Recommended Actions Electrical Power Supply to the Diagnostic

Start the engine. If the engine starts, but the ECM
will not communicate with the electronic service tool,
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”.
Connector
Verify that battery voltage is present between
terminals A and B of the diagnostic connector. If the
communication adapter is not receiving power, the
LED display on the communication adapter will not
be illuminated.

Conf guration for the Communications
Adapter
1. Access “Preferences” under the “Utilities” menu
on the electronic service tool.
2. Verify that the correct “Communications Interface
Device” is selected.
3. Verify that the correct port is selected for use by
the communication adapter.
Note: The most commonly used port is “COM 1”.
Electronic Service Tool and Related
Hardware
In order to eliminate the electronic service tool and
the related hardware as the cause of the fault,
connect the electronic service tool to a different
engine. If the same fault occurs on a different engine,
check the electronic service tool and the related
hardware in order to determine the cause of the fault.
Electrical Power Supply to the Electronic
Control Module (ECM)

4. Check for any hardware that is utilizing the Check power to the ECM. Refer to Systems
same port as the communications adapter. If any Operation, Testing and Adjusting, “Charging System
devices are conf gured to use the same port, exit - Test”.
or close the software programs for that device.
Note: If the ECM is not receiving battery voltage, the
ECM will not communicate.
Electrical Connectors
Check for correct installation of the P1/J1 and P2/J2 Perkins Data Link
ECM connectors and of the diagnostic connector.
Refer to Troubleshooting, “Electrical Connectors - Troubleshoot the Perkins Data Link for possible
Inspect”. faults. Refer to Troubleshooting, “Data Link Circuit -
Test”.
Communication Adapter and/or Cables
i03438749
1. Make sure that the f rmware and driver f les are
the most current f les that are available for the Engine Cranks but Will Not
type of communication adapter that is being used. Start
If the f rmware and driver f les do not match, the
communication adapter will not communicate with
the electronic service tool.

2. Disconnect the communication adapter and the Probable Causes

cables from the diagnostic connector. Reconnect
the communication adapter to the diagnostic • Diagnostic codes
connector.
• Visible faults
3. Verify that the correct cable is being used between
the communication adapter and the diagnostic • Air intake and exhaust system
connector. Refer to Troubleshooting, “Electronic
Service Tools”. • Primary speed/timing sensor
4. If the laptop computer is using a Windows • Low pressure fuel system
operating system, restart the laptop computer in
order to eliminate the possibility of a conf ict in • Secondary speed/timing sensor
the software.
• High pressure fuel system
150
• Glow plugs
52
Troubleshooting Section
• Valve lash
• Low compression (cylinder pressure)
Recommended Actions
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.
Diagnostic Codes
Use one of the following methods to check for active
diagnostic codes:
• The display on the control panel
• The electronic service tool
Display on the Control Panel
Note: The following procedure is only applicable
if the application is equipped with a display on the
control panel.
1. Check the display on the control panel for active
diagnostic codes.
2. Troubleshoot any active codes before continuing
with this procedure. Refer to Troubleshooting,
“Troubleshooting with a Diagnostic Code”.
3. Attempt to start the engine. If the engine will not
start, proceed to “Visible Faults”.
Electronic Service Tool
1. Connect the electronic service tool to the
diagnostic connector.
2. Check for active diagnostic codes on the electronic
service tool.
3. Troubleshoot any active codes before continuing
with this procedure. Refer to Troubleshooting,
“Troubleshooting with a Diagnostic Code”.
4. Attempt to start the engine. If the engine will not
start, proceed to “Visible Faults”.
Visible Faults
1. Visually inspect the engine for the following faults:
• Missing components
• Damaged components
151
• Damaged electrical cables or loose electrical
cables
SENR9982-03
• Oil leaks
• Fuel leaks
2. Check the following items:
• Check for smoke from the exhaust when the
engine is cranking. If smoke is seen during
cranking, there may be a mechanical fault in the
engine. Refer to “Low Compression (Cylinder
Pressure)”.
• Check for the proper level of fuel, oil and
coolant.
• Ensure that the fuel supply valve (if equipped)
is in the full OPEN position.
• If the ambient temperature is below 0 °C (32 °F),
make sure that the correct specif cation of
engine oil and oil for the machine is used.
• Check that the battery voltage is correct.
• Use the electronic service tool to check the
average cranking speed of the engine. If the
cranking speed is less than 150 rpm, investigate
the cause of the low cranking speed.
• Make sure that all fuel f lters are correctly
installed.
• Drain any water from the primary fuel f lter/water
separator.
3. Rectify any faults that are found during the visual
checks.
4. Attempt to start the engine. If the engine will not
start, proceed to “Air Intake and Exhaust System”.
Air Intake and Exhaust System
1. Check the air f lter restriction indicator, if equipped.
2. Ensure that the air f lter is clean and serviceable.
3. Check the air intake and exhaust systems for the
following defects:
• Blockages
• Restrictions
• Damage to lines or hoses
4. Repair any defects before attempting to restart
the engine.
5. Attempt to start the engine. If the engine will not
start, proceed to “Primary Speed/timing Sensor”.
SENR9982-03
Primary Speed/timing Sensor
1. Disconnect connector P401 from the primary
speed/timing sensor.
2. Attempt to start the engine.
3. If the engine starts, check for a fault in the circuit
for the primary speed/timing sensor. Refer to
Troubleshooting, “Engine Speed/Timing Sensor
Circuit - Test”.
4. If the engine does not start, inspect the timing ring
on the crankshaft for misalignment.
5. If necessary, repair the timing ring. Refer to
Disassembly and Assembly, “Crankshaft Timing
Ring - Remove and Install”.
6. Attempt to start the engine. If the engine will not
start, proceed to “Low Pressure Fuel System”.
Low Pressure Fuel System
1. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
2. Check for fuel supply lines that are restricted.
3. Check that the low pressure fuel lines are correctly
installed.
4. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
5. Check for air in the fuel system. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
6. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
7. Attempt to start the engine. If the engine will not
start, continue with this procedure.
8. Replace the primary fuel f lter and the secondary
fuel f lter. Refer to the Operation and Maintenance
Manual, “Fuel System Primary Filter (Water
Separator) Element - Replace”.
9. Attempt to start the engine. If the engine will not
start, continue with this procedure.
10. Check the f ow of fuel through the transfer pump.
If the f ow of fuel through the transfer pump is
less than 250 mL per minute at 150 rpm, replace
the transfer pump. Refer to Disassembly and
Assembly, “Fuel Transfer Pump - Remove” and
152
Disassembly and Assembly, “Fuel Transfer Pump
- Install”.
53
Troubleshooting Section
11. Attempt to start the engine. If the engine will
not start, proceed to “Secondary Speed/timing
Sensor”.
Secondary Speed/timing Sensor
1. Connect the electronic service tool to the
diagnostic connector.
2. Check that the desired fuel rail pressure is at least
25 MPa (3625 psi) when the engine is cranking.
3. If the desired fuel rail pressure is less than 25 MPa
(3625 psi), perform the following procedure:
a. Use the electronic service tool to check the
signal from the secondary speed/timing sensor
while the engine is cranking.
b. If the signal from the secondary speed/timing
sensor is 0 rpm, investigate the secondary
speed/timing sensor. Refer to Troubleshooting,
“Engine Speed/Timing Sensor Circuit - Test”.
c. If a fault is identif ed in the circuit for the
secondary speed/timing sensor, repair the fault
and then attempt to start the engine. If the
engine will not start, proceed to “High Pressure
Fuel System”.
d. If the signal from the secondary speed/timing
sensor is greater than 0 rpm and the engine
will not start, proceed to “High Pressure Fuel
System”.
High Pressure Fuel System
1. Use the electronic service tool to check the
absolute fuel rail pressure while the engine is
cranking at a minimum speed of 150 rpm.
2. If the absolute fuel rail pressure is less than
25 MPa (3625 psi), perform the following
procedure:
a. Check that the inlet pressure at the fuel rail
pump is greater than 50 kPa (7.25 psi). If the
inlet pressure is less than 50 kPa (7.25 psi),
repeat the diagnostic process from “Low
Pressure Fuel System”.
b. Check for fuel leaks in the high pressure
fuel system. Rectify any fuel leaks and then
recheck the pressure in the fuel rail. If the fuel
rail pressure is greater than 25 MPa (3625 psi),
proceed to test step 3.
c. Use the electronic service tool to perform a
solenoid test on the fuel rail pump. Refer to
Troubleshooting, “Fuel Rail Pump Solenoid -
Test”.
54
Troubleshooting Section
d. If any service has been performed as a result
of Step 2.c, attempt to start the engine. If the
engine will not start, repeat the diagnostic
process from “Diagnostic Codes”.
e. Check the pressure relief valve in the fuel
rail for leakage. If the pressure relief valve is
leaking, replace the valve and recheck the
pressure in the fuel rail.
f. If the pressure relief valve in the fuel rail is not
leaking, check for fuel in the engine oil system.
If fuel is suspected in the oil system, take an
engine oil sample for analysis, refer to the
Operation and Maintenance Manual, “Engine
Oil Sample - Obtain”. If the analysis conf rms
that there is fuel in the engine oil system,
investigate the cause.
g. If fuel is not found in the oil system, check the
electronic unit injectors for excessive fuel leak
off. Refer to Systems Operation, Testing and
Adjusting, “Injector Leakoff - Test”.
h. If the leak off is greater than 38 mL (1.3 oz)
in 30 seconds for a 6 cylinder engine or the
leak off is greater than 25 mL (0.85 oz) in 30
seconds for a 4 cylinder engine, replace the
electronic unit injectors.
Note: The fault is not in the fuel rail pump. Do not
replace the pump.
i. If the leak off is less than 38 mL (1.3 oz) in 30
seconds for a 6 cylinder engine or the leak off
is less than 25 mL (0.85 oz) in 30 seconds for
a 4 cylinder engine, proceed to Test Step 3.d.
3. If the absolute fuel rail pressure is greater
than 25 MPa (3625 psi), perform the following
procedure:
a. Use the electronic service tool to make sure
that the status of the electronic unit injectors
is not “Disabled”. If the injectors are disabled
but the injectors were not intentionally disabled
with the electronic service tool, proceed to test
step 3.d.
b. If the electronic unit injectors are not disabled,
use the electronic service tool to perform an
injector solenoid test. Refer to Troubleshooting,
“Injector Solenoid Circuit - Test”.
c. If any service has been performed as a result
of Step 3.b, attempt to start the engine. If the
engine will not start, proceed to “Glow Plugs”.
d. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
e. Consult a Perkins dealer.
SENR9982-03
Note: This consultation can greatly reduce the repair
time.
f. If the Perkins dealer recommends the use
of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
g. Attempt to start the engine. If the engine will not
start, install the original ECM and then proceed
to Test Step 3.l.
h. If the engine starts normally, stop the engine
and then attempt to start the engine again. If
the engine will not start at the second attempt,
proceed to Test Step 3.k.
i. If the engine starts normally, reconnect the
suspect ECM and then verify that the fault
returns when the suspect ECM is installed.
j. If the engine will not start with the suspect
ECM, replace the ECM. Check that the engine
starts normally. If the engine starts normally, no
further testing is required.
k. Replace the ECM again and then replace the
fuel rail pump. Verify that the fault has been
eliminated. If the engine will not start, proceed
to “Glow Plugs”.
l. Check the timing of the fuel rail pump. Refer
to Systems Operation, Testing and Adjusting,
“Fuel Injection Timing - Check”.
m. If the timing of the fuel rail pump required
adjustment and the engine will not start,
proceed to “Glow Plugs”.
n. If the timing of the fuel rail pump was correct,
replace the fuel rail pump. If the engine will not
start, proceed to “Glow Plugs”.
Glow Plugs
Note: Faulty glow plugs will only affect engine starting
when the ambient temperature is below 10 °C (50 °F).
1. Check the operation of the glow plugs. Refer to
Systems Operation, Testing and Adjusting, “Glow
Plugs - Test”.
2. If necessary, replace faulty glow plugs. Refer to
Disassembly and Assembly, “Glow Plug - Remove
and Install”.
3. Attempt to start the engine. If the engine will not
start, proceed to “Valve Lash”.
153
SENR9982-03 55
Troubleshooting Section

Valve Lash • Dirt in fuel

1. Check the valve lash. Refer to Systems Operation,
Testing and Adjusting, “Engine Valve Lash -
Inspect/Adjust”.
2. Attempt to start the engine. If the engine will not
start, proceed to “Low Compression (Cylinder
Pressure)”.
Low Compression (Cylinder Pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
• Low oil pressure
Recommended Actions
Multiple Starts or Cold Operation
Frequent starting and stopping of the engine can
cause early wear. Also, operation of the engine for
short periods of time in cold conditions can cause
early wear.
Incorrect Maintenance Intervals

2. If low compression is noted on any cylinders, If the engine is not correctly maintained, early wear
investigate the cause and rectify the cause. will occur.

Possible causes of low compression are shown Make sure that the engine is maintained at the
in the following list: correct maintenance intervals. Refer to the Operation
and Maintenance Manual, “Maintenance Interval
• Loose glow plugs Schedule”.

• Faulty piston Dirt in Engine Oil

• Faulty piston rings 1. Drain the oil from the crankcase and ref ll the
crankcase with clean engine oil. Install new engine
• Worn cylinder bores oil f lters. Refer to the Operation and Maintenance
Manual for more information.
• Worn valves
Incorrect Oil
• Faulty cylinder head gasket
1. Check that the engine is f lled with oil of the
• Damaged cylinder head correct specif cation. Refer to the Operation and
Maintenance Manual, “Ref ll Capacities and
3. Perform all necessary repairs. Recommendations”.
4. Ensure that the repairs have eliminated the fault. 2. If necessary, drain the engine oil system and
ref ll the engine oil system. Refer to Operation
i03438961
and Maintenance Manual, “Engine Oil and Filter
- Change”.
Engine Has Early Wear
Contaminated Oil
Check an oil sample for contamination with fuel. If
Note: This is not an electronic system fault. contamination is found, investigate the cause.

Probable Causes Leaks in Air Intake System

• Multiple starts or cold operation A leak in the air intake system may allow unf ltered
air into the engine. Inspect the air intake system for
• Incorrect maintenance intervals streaks which may indicate a leakage of unf ltered air.
Inspect all of the gaskets and the connections. Repair
• Dirt in engine oil any leaks. Refer to Systems Operation, Testing and
Adjusting, “Air Intake System” for more information.
• Incorrect oil
• Contaminated oil
154
• Leaks in air intake system
56
Troubleshooting Section
Dirt in Fuel
1. Remove the fuel f lters. Inspect the fuel f lters for
contamination. Install new fuel f lters. Refer to
the Operation and Maintenance Manual, “Fuel
System Filter- Replace” and Operation and
Maintenance Manual, “Fuel System Primary Filter
(Water Separator) Element - Replace”. Determine
the cause of the contamination.
2. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
Low Oil Pressure
Refer to Troubleshooting, “Low Engine Oil Pressure”
for the testing procedure. Repair any identif ed faults.
i03438984
Engine Misf res, Runs Rough
or Is Unstable
Note: If the fault is intermittent and the fault cannot
be duplicated, refer to Troubleshooting, “Intermittent
Low Power or Power Cutout”.
Note: If the fault 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.
The probable root causes are listed in order below:
Probable Causes
• Diagnostic codes
• Throttle position sensor
• Air intake and exhaust system
• Fuel supply
• Fuel rail pump
• Low compression (cylinder pressure)
• Individual malfunctioning cylinder
• Electronic unit injectors
155
SENR9982-03
Recommended Actions
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
Throttle Position Sensor
1. Use the electronic service tool and observe the
signal for the throttle position sensor. Make sure
that the throttle reaches the 100% raw position
and the calibrated position.
2. If the signal is erratic, refer to Troubleshooting,
“Analog Throttle Position Sensor Circuit - Test” or
Troubleshooting, “Digital Throttle Position Sensor
Circuit - Test”.
3. If the engine has a 10 position throttle switch refer
to Troubleshooting, “Throttle Switch Circuit - Test”.
4. If the repairs do not eliminate the fault proceed to
“Air Intake and Exhaust System”.
Air Intake and Exhaust System
1. Check the air f lter restriction indicator, if equipped.
2. Ensure that the air f lter is clean and serviceable.
3. Check the air intake and exhaust systems for the
following defects:
• Blockages
• Restrictions
• Damage to lines or hoses
4. If the repairs do not eliminate the fault proceed to
“Fuel Supply”.
Fuel Supply
1. Visually check the fuel tank for fuel. The fuel
gauge may be faulty.
2. Ensure that the fuel supply valve (if equipped) is
in the full OPEN position.
3. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
4. Check the primary f lter/water separator for water
in the fuel.
5. Check for fuel supply lines that are restricted.
6. Check that the low pressure fuel lines are tight
and secured properly.
SENR9982-03
7. Check the fuel f lters.
8. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
9. Check for air in the fuel system. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
10. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
11. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
12. If the repair does not eliminate the fault refer to
“Fuel Rail Pump”.
Fuel Rail Pump
Note: The fuel rail pump that is installed by the
factory is a nonserviceable item. If any mechanical
fault or any electrical fault occurs within the fuel rail
pump then the fuel rail pump must be replaced.
1. Use the electronic service tool to select the
correct screen display. Refer to Troubleshooting,
“Troubleshooting with a Diagnostic Code”.
2. If the fault is not eliminated, refer to “Low
Compression (Cylinder Pressure)”.
Low Compression (Cylinder Pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
2. If low compression is noted on any cylinders,
investigate the cause and rectify the cause.
Possible causes of low compression are shown
in the following list:
• Loose glow plugs
• Faulty piston
• Faulty piston rings
• Worn cylinder bores
• Worn valves
• Faulty cylinder head gasket
• Damaged cylinder head
3. Perform all necessary repairs.
57
Troubleshooting Section
4. Ensure that the repairs have eliminated the faults.
5. If the repair does not eliminate the fault refer to
“Individual Malfunctioning Cylinders”.
Individual Malfunctioning Cylinders
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated cylinder is not operating under normal
conditions. If the isolation of a particular cylinder
results in a reduction of engine speed that is less
than normal, this may indicate that the cylinder is
operating below normal performance. Investigate
the cause of the fault on any cylinder that is
not operating. Investigate the cause of the fault
on any cylinder that is operating below normal
performance.
2. Rectify any faults.
3. If all cylinders have been checked and no
problems were detected proceed to “Electronic
Unit Injectors”.
Electronic Unit Injectors
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
that the electronic unit injector is operating below
normal performance.
2. Remove the electronic unit injector from the
suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
5. If the fault is not eliminated, check for active
diagnostic fault codes.
156
58
Troubleshooting Section
i03439006
Engine Oil in Cooling System
Note: This is not an electronic system fault.
Probable Causes
• Engine oil cooler
• Cylinder head gasket
• Cylinder head
• Cylinder block
Recommended Actions
Engine Oil Cooler
1. Drain the coolant from the engine and the radiator.
Drain the lubricating oil from the engine oil cooler.
Refer to the Operation and Maintenance Manual
for more information.
2. Check for leaks in the oil cooler assembly. Refer
to Systems Operation, Testing and Adjusting,
“Cooling System” for the correct procedure. If a
leak is found, install a new oil cooler. Refer to
Disassembly and Assembly, “Engine Oil Cooler
- Remove” and Disassembly and Assembly,
“Engine Oil Cooler - Install” for the correct
procedure.
Cylinder Head Gasket
1. Remove the cylinder head. Refer to Disassembly
and Assembly, “Cylinder Head - Remove” for the
correct procedure.
2. Inspect the cylinder head gasket for faults and any
signs of leakage.
3. To f t a new cylinder head gasket, refer to
Disassembly and Assembly, “Cylinder Head -
Install” for the correct procedure.
4. If there was no obvious signs of a faulty head
gasket proceed to “Cylinder Head”.
Cylinder Head
1. Check the cylinder head for f atness. Refer
to Systems Operation, Testing and Adjusting,
“Cylinder Head - Inspect” for the correct procedure.
157
SENR9982-03
2. Check the mating face of the cylinder head
for faults and signs of leakage. If a fault is
found, replace the cylinder head. If signs of
leakage are found, determine the cause of the
leakage. Refer to Systems Operation, Testing and
Adjusting, “Cylinder Head - Inspect” for the correct
procedure.
3. If the cylinder head is f at and if the cylinder head
does not have any faults, refer to “Cylinder Block”.
Cylinder Block
Inspect the top face of the cylinder block for faults
and signs of leakage. If a fault is found, replace
the cylinder block. If signs of leakage are found,
determine the cause of the leakage. Refer to Systems
Operation, Testing and Adjusting, “Cylinder Block -
Inspect” for the correct procedure.
Assembly after Repair
1. Install the cylinder head. Refer to Disassembly
and Assembly, “Cylinder Head - Install”.
2. Replenish the engine with clean engine oil to
the correct level. Refer to the Operation and
Maintenance Manual, “Engine Oil and Filter -
Change” for more information.
3. Fill the cooling system. Refer to the Operation and
Maintenance Manual, “Cooling System Coolant
(ELC) - Change”.
i02534845
Engine Speed Does Not
Change
Note: Use this procedure only if the engine speed
does not change. This fault will not occur in a
generator set application.
Probable Causes
• Diagnostic codes
• Multi-position throttle switch
• Throttle position sensor
Recommended Repairs
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
SENR9982-03
Use the electronic service tool to check the setup of
the throttle.
Multi-position Throttle Switch
Note: When the engine is operating and the fault
occurs, the conf guration of the throttle will not
change. The conf guration of the throttle only needs
to be checked if the engine has never run.
If a fault with the multi-position throttle switch is
suspected, refer to Troubleshooting, “Throttle Switch
Circuit - Test”.
Throttle Position Sensor
Refer to Troubleshooting, “Analog Throttle Position
Sensor Circuit - Test” or Troubleshooting, “Digital
Throttle Position Sensor Circuit - Test” if any of the
following diagnostic codes are active:
• 0041-03 8 Volt DC Supply voltage above normal
• 0041-04 8 Volt DC Supply voltage below normal
• 0091-08 Throttle Position Sensor abnormal
frequency, pulse width or period
• 0774-08 Sec Throttle Position Sensor abnormal
frequency, pulse width or period
i03439009
Engine Stalls at Low RPM
Probable Causes
• Diagnostic codes
• Accessory equipment
• Power mode control (if equipped)
• Fuel supply
• Electronic unit injectors
Recommended Actions
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
158
59
Troubleshooting Section
Accessory Equipment
Check all accessory equipment for faults that may
create excessive load on the engine. Repair any
damaged components or replace any damaged
components.
If there are no faults with the accessory equipment,
refer to “Power Mode Control (If Equipped)”.
Power Mode Control (If Equipped)
1. Check the data link. Refer to Troubleshooting, “
Data Link Circuit - Test”.
2. Check the engine wiring harness for defects.
Refer to Troubleshooting, “Electricial Connectors
- Inspect”.
3. If there are no apparent faults, refer to “Fuel
Supply”.
Fuel Supply
1. Visually check the fuel tank for fuel. The fuel
gauge may be faulty.
2. Ensure that the fuel supply valve (if equipped) is
in the full OPEN position.
3. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
4. Check the primary f lter/water separator for water
in the fuel.
5. Check for fuel supply lines that are restricted.
6. Check that the low pressure fuel lines are tight
and correctly secured.
7. Check the fuel f lters.
8. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
9. Check for air in the fuel system. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
10. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
11. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
12. If necessary, repair any faults.
60 SENR9982-03
Troubleshooting Section

13. If there are no apparent faults, refer to “Electronic Recommended Actions

Unit Injectors”.
Electronic Unit Injectors
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
that the electronic unit injector is operating below
normal performance.
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 Disassembly and
Assembly, “Vibration Damper and Pulley - Remove”
and Disassembly and Assembly, “Vibration Damper
and Pulley - Install”.
Ensure that the repairs have eliminated the fault.
If the vibration is still present proceed to “Engine
Supports”.

2. Remove the electronic unit injector from the Engine Supports

suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
5. If the fault is not eliminated, check for active
diagnostic fault codes.
1. Check for any of the following conditions:
• Loose engine supports
• Loose mounting brackets or broken mounting
brackets
• Loose bolts
• Omitted bolts
2. Make all necessary repairs. Ensure that the
repairs have eliminated the fault. If the vibration
is still present proceed to “Low Compression
(Cylinder Pressure)”.

i03439063 Low Compression (Cylinder Pressure)

Engine Vibration 1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.

Note: This is not an electronic system fault.
Refer to Systems Operation, Testing and Adjusting
for information on determining the cause of this
condition.
2. If low compression is noted on any cylinders,
investigate the cause and rectify the fault.
Possible causes of low compression are shown
in the following list:

Probable Causes • Loose glow plugs

• Vibration damper • Faulty piston

• Engine supports • Faulty piston rings

• Low compression (cylinder pressure) • Worn cylinder bores

• Individual malfunctioning cylinder • Worn valves

• Electronic unit injectors • Faulty cylinder head gasket

• Damaged cylinder head
159
3. Perform all necessary repairs.
SENR9982-03
4. Ensure that the repairs have eliminated the fault.
5. If the repair does not eliminate the fault refer to
“Malfunctioning Individual Cylinder”.
Malfunctioning Individual Cylinder
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated cylinder is not operating under normal
conditions. If the isolation of a particular cylinder
results in a reduction of engine speed that is less
than normal, this may indicate that the cylinder is
operating below normal performance. Investigate
the cause of the fault on any cylinder that is
not operating. Investigate the cause of the fault
on any cylinder that is operating below normal
performance.
2. If all cylinders have been checked and no
faults were detected proceed to “Electronic Unit
Injectors”.
Electronic Unit Injectors
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
that the electronic unit injector is operating below
normal performance.
2. Remove the electronic unit injector from the
suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
i03443681
Engine Will Not Crank
Probable Causes
• Battery cables and/or batteries
61
Troubleshooting Section
• Starting motor solenoid or starting circuit
• Starting motor and/or f ywheel ring gear
• Electrical power supply
• Internal engine fault
Recommended Repairs
Battery Cables and/or Batteries
1. Inspect the main power switch, battery posts,
and battery cables for loose connections and
corrosion. If the battery cables are corroded,
remove the battery cables and clean the battery
cables. Clean the battery posts. Replace the
cables. Tighten any loose connections.
2. Inspect the batteries.
a. Charge the batteries.
b. Load test the batteries. Refer to Systems
Operation, Testing and Adjusting, “Battery -
Test”.
Starting Motor Solenoid or Starting
Circuit
1. Test the operation of the starting motor solenoid.
Refer to Systems Operation, Testing and
Adjusting, “Electric Starting System - Test”.
2. Check the wiring to the starting motor solenoid.
Starting Motor and/or Flywheel Ring Gear
1. Test the operation of the starting motor. Check the
wiring for the starting motor. Refer to Systems
Operation, Testing and Adjusting, “Electric Starting
System - Test”.
2. Inspect the pinion on the starting motor and the
f ywheel ring gear for damage.
Electrical Power Supply
Check the electrical power supply. Refer to
Troubleshooting, “Electrical Power Supply Circuit -
Test”.
Internal Engine Fault
1. Remove the glow plugs. Refer to Disassembly
and Assembly, “Glow Plugs - Remove and Install”.
160
62 SENR9982-03
Troubleshooting Section

2. Attempt to rotate the crankshaft through 360 ECM Software

degrees in both directions. If the crankshaft
rotates correctly but f uid is expelled from the hole 1. Connect the electronic service tool to the
for the glow plug, investigate the cause of the f uid diagnostic connector and check for the following
in the cylinder. conditions:

3. If the crankshaft does not rotate through 360 • Check for the correct engine serial number
degrees in both directions, perform the following
procedure: • Check for the correct arrangement number
a. Disassemble the engine. Refer to Disassembly • Check for the correct software
and Assembly.
2. Use the electronic service tool to verify any active
b. Inspect the internal components for the diagnostic codes.
following conditions:
3. If diagnostic codes are present, the Electronic
• Seizure Control Module (ECM) must be programmed with
the correct information.
• Broken components
4. If the repairs have not eliminated the fault proceed
• Bent components to “Air Intake System or Exhaust System”.

4. If the crankshaft rotates correctly and no f uid Air Intake System or Exhaust System
is expelled, install the glow plugs. Refer to
Disassembly and Assembly, “Glow Plugs - 1. Check the air f lter restriction indicator, if equipped.
Remove and Install”.
2. Ensure that the air f lter is clean and serviceable.
i03443742
3. Check the air intake and the exhaust system for
Excessive Black Smoke the following defects:

• Blockages

Probable Causes • Restrictions

• Damage to the air intake and exhaust lines and
• Diagnostic codes hoses
• ECM software 4. Make all necessary repairs to the engine.
• Air intake system or exhaust system 5. If the fault has not been eliminated, proceed to
“Valve Lash”.
• Valve lash
• Turbocharger Valve Lash

• Low compression (cylinder pressure) Ensure that the valve lash is correct. Reset the
valve lash if it is not correct. Refer to Systems
• Individual malfunctioning cylinder Operation, Testing and Adjusting, “Engine Valve Lash
- Inspect/Adjust”.
• Electronic unit injectors
If the repair does not eliminate the fault proceed to
“Turbocharger”.
Recommended Actions
Turbocharger
Diagnostic Codes
Note: The turbocharger that is installed on this
Check for active diagnostic codes on the electronic engine is a nonserviceable item. If any mechanical
service tool. Troubleshoot any active codes before fault exists, then the turbocharger must be replaced.
continuing with this procedure.
161 1. Ensure that the mounting bolts for the turbocharger
are tight.
SENR9982-03
2. Check that the oil drain for the turbocharger is not
blocked or restricted.
3. Check that the compressor housing for the
turbocharger is free of dirt, debris and damage.
4. Check that the turbine housing for the turbocharger
is free of dirt, debris and damage.
5. Check that the turbine blades rotate freely in the
turbocharger.
6. Ensure that the wastegate on the turbocharger is
adjusted correctly. Refer to Systems Operation,
Testing and Adjusting, “Wastegate - Inspect”.
If the wastegate actuator is faulty, replace the
turbocharger. Refer to Disassembly and Assembly,
“Turbocharger - Remove” and Disassembly and
Assembly, “Turbocharger - Install”.
7. If necessary, replace the turbocharger. Refer
to Disassembly and Assembly, “Turbocharger
- Remove” and Disassembly and Assembly,
“Turbocharger - Install”.
8. Check that the repairs have eliminated the faults.
9. If the repairs have not eliminated the fault proceed
to “Low Compression (Cylinder Pressure)”.
Low Compression (Cylinder Pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
2. If low compression is noted on any cylinders,
investigate the cause and rectify the cause.
Possible causes of low compression are shown
in the following list:
• Loose glow plugs
• Faulty piston
• Faulty piston rings
• Worn cylinder bores
• Worn valves
• Faulty cylinder head gasket
• Damaged cylinder head
3. Perform all necessary repairs.
4. Ensure that the repairs have eliminated the faults.
5. If the repair does not eliminate the fault refer to
162
“Individual Malfunctioning Cylinder”.
63
Troubleshooting Section
Individual Malfunctioning Cylinder
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated cylinder is not operating under normal
conditions. If the isolation of a particular cylinder
results in a reduction of engine speed that is less
than normal, this may indicate that the cylinder is
operating below normal performance. Investigate
the cause of the fault on any cylinder that is
not operating. Investigate the cause of the fault
on any cylinder that is operating below normal
performance.
2. If all cylinders have been checked and no
problems were detected proceed to “Electronic
Unit Injectors”.
Electronic Unit Injectors
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
that the electronic unit injector is operating below
normal performance.
2. Remove the electronic unit injector from the
suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
5. If the fault is not eliminated, refer to the
Troubleshooting Guide for the application.
i03443800
Excessive Engine Oil
Consumption
Probable Causes
• Misreading oil level
64
Troubleshooting Section
• Oil leaks
• Engine crankcase breather
• Oil level
• Air intake and exhaust system
• Turbocharger
• Low compression (cylinder pressure)
Recommended Actions
Misreading Oil Level
1. Accurately measure the consumption of oil and
fuel over a period of 50 engine hours.
2. If the oil consumption is greater than 0.2% of the
fuel consumption, use the following procedure
in order to investigate the cause of the high oil
consumption.
Oil Leaks
1. Check for evidence of oil leaks on the engine.
2. Rectify any oil leaks from the engine.
3. Check for evidence of oil in the coolant. Refer to
Troubleshooting, “Engine Oil in Cooling System”.
4. If no oil leaks are identif ed, refer to “Engine
Crankcase Breather”.
Engine Crankcase Breather
1. Check the engine crankcase breather for blockage
or restrictions.
2. Check for excessive oil from the outlet of the
breather.
3. Repair all defects. Verify that the repair has
eliminated the fault.
4. If no faults are found, refer to “Oil Level”.
Oil Level
1. Check the oil level in the engine.
2. If the oil level is high, check for contamination
of the oil with coolant. Refer to Troubleshooting,
“Coolant in Engine Oil”.
3. If no contamination is identif ed, remove any
excess oil.
SENR9982-03
4. If the oil level is satisfactory, refer to “Air Intake
and Exhaust System”.
Air Intake and Exhaust System
1. Check the air f lter restriction indicator, if equipped.
2. Ensure that the air f lter is clean and serviceable.
3. Check the air intake and the exhaust system for
the following defects:
• Blockages
• Restrictions
• Damage to the air intake and exhaust lines and
hoses
4. Make all necessary repairs to the engine.
5. Ensure that the repairs have eliminated the
diagnostic code.
6. If no faults are found, refer to “Turbocharger”.
Turbocharger
Note: The turbocharger that is installed on this
engine is a nonserviceable item. If any mechanical
fault exists, then the turbocharger must be replaced.
1. Check that the oil drain for the turbocharger is not
blocked or restricted.
2. Check the turbocharger for evidence of internal
oil leaks.
3. If necessary, replace the turbocharger. Refer
to Disassembly and Assembly, “Turbocharger
- Remove” and Disassembly and Assembly,
“Turbocharger - Install”.
4. Check that the repairs have eliminated the faults.
5. If the repairs have not eliminated the fault proceed
to “Low Compression (cylinder pressure)”.
Low Compression (cylinder pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
2. If low compression is noted on any cylinders,
investigate the cause and rectify the cause.
Possible causes of low compression are shown
in the following list:
163
• Loose glow plugs
SENR9982-03 65
Troubleshooting Section

• Faulty piston Misreading of Fuel Level

• Worn piston rings 1. Monitor the fuel consumption over a period of 50
engine hours. If the fuel consumption is excessive,
• Worn cylinder bores perform the following procedure.

• Worn valves Fuel Quality

• Faulty cylinder head gasket
• Damaged cylinder head
3. Perform all necessary repairs.
4. Ensure that the repairs have eliminated the faults.
5. If the fault is not eliminated, refer to the
Troubleshooting Guide for the application.
1. The quality of the fuel that is used in the engine
will affect the rate of fuel consumption. Refer to
“General Fuel Information” in the Operation and
Maintenance Manual, “Ref ll Capacities”.
2. If the fuel is not of an acceptable quality, drain
the fuel system and replace the fuel f lters. Ref ll
the fuel system with fuel of an acceptable quality.
Refer to the applicable sections in the Operation
and Maintenance Manual.

i03444021
3. If the fuel is of an acceptable quality, refer to
“Quality of Oil”.
Excessive Fuel Consumption
Quality of Oil
1. The nominal viscosity of the lubricating oil that
Probable Causes is used in the engine will affect the rate of fuel
consumption. The viscosity of lubricating oil is
• Diagnostic codes def ned by the SAE grade of the lubricating oil.
The grade of the lubricating oil must be correct
• Misreading of fuel level for the ambient conditions. Lubricating oil that is
intended for use in high ambient temperatures
• Fuel quality will have a negative effect upon the rate of fuel
consumption in cold ambient temperatures. Refer
• Quality of oil to “Engine Oil” in the Operation and Maintenance
Manual, “Ref ll Capacities”.
• Low engine temperature
2. The actual viscosity of the lubricating oil that is
• Prolonged operation at idle speed used in the engine will change throughout the
service life of the oil. Lubricating oil that is heavily
• Engine operating speed contaminated will have a negative effect upon the
rate of fuel consumption.
• Air intake and exhaust system
3. If the oil is not of an acceptable quality or if the
• Reduced pressure of intake air oil has exceeded the service life, drain the oil
system and replace the oil f lters. Ref ll the oil
• Excessive valve lash system with oil of an acceptable quality. Refer
to the applicable sections in the Operation and
• Failure of the primary speed/timing sensor Maintenance Manual.

4. If the oil is of an acceptable quality, refer to

Recommended Actions “Operation in Cold Conditions”.

Diagnostic Codes Low Engine Temperature

1. Use the electronic service tool to check for any 1. The operating temperature of the engine will affect
diagnostic codes that may be related to high fuel the rate of fuel consumption. Operation of the
consumption. engine below the correct temperature will increase
fuel consumption. Failure of the water temperature
regulator can prevent the engine from operating at
164 the correct temperature.
66
Troubleshooting Section
2. If the engine operating temperature is low, check
the operation of the water temperature regulator. If
the water temperature regulator does not operate
correctly, a new water temperature regulator must
be installed. Refer to Disassembly and Assembly,
“Water Temperature Regulator - Remove and
Install”.
Prolonged Operation at Idle Speed
Prolonged operation of the engine at idle speed
increases fuel consumption.
When the engine is operated at idle speed, the fuel
that is consumed provides no useful work. Prolonged
operation at idle speed will cause a measurable
deterioration in the overall fuel consumption of the
engine.
Operation of the engine for long periods at idle
speed will cause a deterioration of the internal
components of the engine. A deterioration of the
internal components of the engine will increase fuel
consumption.
Engine Operating Speed
The operating speed of the engine will affect the rate
of fuel consumption.
High engine speed will increase fuel consumption.
At high engine speeds, internal power losses in
the engine increase and more power is required to
drive the alternator and the fan. These power losses
increase fuel consumption.
Lugging down the engine to a low engine speed will
increase fuel consumption. At low engine speeds, the
combustion eff ciency of the engine is reduced. This
will require more fuel to be used.
Air Inlet and Exhaust System
Leakage of gas or an increased restriction in either
the air intake or the exhaust system can reduce
the f ow of combustion gas through the engine. A
change in the f ow of combustion air into the engine
adversely affects combustion eff ciency and the rate
of fuel consumption.
1. Check the air intake system for leakage or
restrictions. Refer to Systems Operation, Testing
and Adjusting, “Air Inlet and Exhaust System”.
2. Check the exhaust system for leakage or
restrictions. Refer to Systems Operation, Testing
and Adjusting, “Air Inlet and Exhaust System”.
3. Repair all defects. Verify that the repair has
eliminated the fault.
SENR9982-03
Reduced Pressure of Intake Air
1. If the pressure of the intake air at the intake
manifold is lower than normal, either the speed
of the engine will need to be higher or more fuel
must be injected in order to produce the same
power. Either of these conditions will increase the
fuel consumption.
Note: If the engine is equipped with a wastegate
regulator, low pressure in the intake manifold will
create a 526-07 diagnostic code.
2. Check the pipe from the outlet of the turbocharger
compressor to the intake manifold for leaks. If
necessary, repair any leaks.
3. Check for the correct operation of the wastegate
in the turbocharger. Refer to Systems Operation,
Testing and Adjusting, “Turbocharger Wastegate -
Test”.
4. If the turbocharger or the wastegate is suspected
as being faulty, replace the turbocharger. Refer
to Disassembly and Assembly, “Turbocharger
- Remove” and Disassembly and Assembly,
“Turbocharger - Install”.
Excessive Valve Lash
Excessive valve lash will cause a change in the
timing of the opening and closing of the inlet and
exhaust valves. Excessive valve lash can cause
a reduction of the f ow of combustion air into the
engine. Reduced f ow of combustion air will increase
the fuel consumption rate.
Refer to the Troubleshooting Guide, “Excessive Valve
Lash”.
Failure of the Primary Speed/Timing
Sensor
If the primary speed/timing sensor fails, the engine
will continue to operate using the signal from the
secondary speed/timing sensor on the fuel rail
pump. The secondary speed/timing sensor is less
precise than the primary speed/timing sensor. Timing
differences between the secondary speed/timing
sensor and the primary speed/timing sensor may
cause an increase in fuel consumption.
1. Use the electronic service tool to check for
active diagnostic codes that relate to the primary
speed/timing sensor.
2. If necessary, replace the primary speed/timing
sensor. Refer to Disassembly and Assembly,
“Speed/Timing Sensor - Remove and Install”.
165
SENR9982-03 67
Troubleshooting Section

i02528868 Valve Lash

Excessive Valve Lash Adjust the valve lash of the engine. Refer to Testing
and Adjusting, “Engine Valve Lash - Inspect/Adjust”
for the correct procedure.
Note: This is not an electronic system fault.
i03447260

Probable Causes Excessive White Smoke

• Lubrication
• Valve train components Note: Some white smoke may be present during
cold start-up conditions when the engine is operating
• Valve lash normally. If the white smoke persists, there may be a
fault.
Recommended Actions
Probable Causes
Lubrication
• Coolant temperature sensor circuit
1. Remove the valve mechanism covers. Refer to
Disassembly and Assembly, “Valve Mechanism • Low coolant temperature
Cover - Remove and Install” for the correct
procedure. • Glow plugs
2. Crank the engine and check the lubrication in the • Fuel quality
valve compartment. Ensure that there is adequate
engine oil f ow in the valve compartment. The • Valve lash
passages for the engine oil must be clean.
• Low compression (cylinder pressure)
Note: Do not run the engine without the valve
mechanism cover. • Individual malfunctioning cylinder

Valve Train Components Recommended Actions

1. Inspect the following components of the valve Coolant Temperature Sensor Circuit
train:
1. Connect the electronic service tool to the
• Rocker arms diagnostic connector.
• Valve bridges 2. Monitor the display screen on the electronic
service tool in order to verify the presence of active
• Pushrods diagnostic codes for the coolant temperature.
Refer to Troubleshooting, “Engine Temperature
• Valve lifters Sensor Open or Short Circuit - Test”.
• Camshaft 3. If the fault has not been eliminated, proceed to
“Low Coolant Temperature”.
• Valve stems
• Rocker shafts Low Coolant Temperature

2. Check the components for the following conditions: Check that the water temperature regulator is
abnormal wear, excessive wear, straightness, operating correctly. Refer to Systems Operation,
and cleanliness. If necessary, use new parts for Testing and Adjusting, “Water Temperature Regulator
replacement. - Test”.

Note: If the camshaft is replaced, new valve lifters If the water temperature regulator is operating
must also be used. correctly, refer to “Glow Plugs”.
166
68
Troubleshooting Section
Glow Plugs
1. Check for proper operation of the glow plugs.
Refer to Systems Operation, Testing and
Adjusting, “Glow Plugs - Test”.
2. If the repairs do not eliminate the fault refer to
“Fuel Quality”.
Fuel Quality
1. Check the diesel fuel for quality. Refer to Systems
Operation, Testing and Adjusting, “Fuel Quality -
Test”.
Note: Diesel fuel with a low cetane value is likely to
cause white smoke.
2. If the repair does not eliminate the fault refer to
“Valve Lash”.
Valve Lash
1. Ensure that the valve lash is correct. Refer
to Systems Operation, Testing and Adjusting,
“Engine Valve Lash - Inspect/Adjust”.
2. If the repair does not eliminate the fault proceed to
“Low Compression (cylinder pressure)”.
Low Compression (cylinder pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
2. If low compression is noted on any cylinders,
investigate the cause and rectify the cause.
Possible causes of low compression are shown
in the following list:
• Loose glow plugs
• Faulty piston
• Faulty piston rings
• Worn cylinder bores
• Worn valves
• Faulty cylinder head gasket
• Damaged cylinder head
3. Perform all necessary repairs.
4. Ensure that the repairs have eliminated the faults.
167
5. If the repair does not eliminate the fault refer to
“Individual Malfunctioning Cylinder”.
SENR9982-03
Individual Malfunctioning Cylinder
1. With the engine speed at a fast idle, use the
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
speed. If a reduction in engine speed is not noted,
the isolated cylinder is not operating under normal
conditions. If the isolation of a particular cylinder
results in a reduction of engine speed that is less
than normal, this may indicate that the cylinder is
operating below normal performance. Investigate
the cause of the fault on any cylinder that is
not operating. Investigate the cause of the fault
on any cylinder that is operating below normal
performance.
2. Rectify any faults.
i02414540
Intake Air Temperature Is Too
High
Probable Causes
• High ambient air temperature
• Intake air restriction and/or high altitude
• Intake air from a heated area
• Intake manifold air temperature sensor and/or
circuit
• Insuff cient ambient air f ow over the engine
• Reduced ambient air f ow through the air charge
cooler
• Reduced f ow of intake air through the air charge
cooler
Recommended Actions
High Ambient Air Temperature
1. Determine if the ambient air temperature is within
the design specif cations for the cooling system
and the air charge cooler.
2. When the ambient temperature exceeds the
capability of the cooling system or the air charge
cooler, operate the engine at a reduced load or
operate the engine at a reduced speed.
3. When possible, modify the cooling system and
the air charge cooler in order to make the system
suitable for local conditions.
SENR9982-03
Intake Air Restriction and/or High Altitude
Low air pressure at the air intake for the turbocharger
can be caused by a restriction in the air intake or a
high altitude. When the pressure of the intake air
is low, the turbocharger (if equipped) works harder
in order to achieve the desired intake manifold
pressure. This increases intake air temperature.
Measure the intake manifold pressure while the
engine is operating under load. For specif c data,
refer to the Perkins Technical Marketing Information
for the engine.
Intake Air Restriction
1. Check for blocked air f lters. Check for obstructions
in the air intake.
2. Replace the air f lters or remove the obstruction
from the air intake.
High Altitude
Make sure that the settings for the engine are correct
for the altitude.
Intake Air from a Heated Area
1. Ensure that the air inlet system is not receiving
air from a heated area.
2. If necessary, relocate the air supply to the intake
manifold to the outside of the engine enclosure.
3. Check for air leaks in the pipe between the air inlet
and the inlet to the turbocharger compressor.
Intake Manifold Air Temperature Sensor
and/or the Circuit
1. Allow the intake manifold air temperature sensor
to cool and remove the sensor. Check the reading
for the intake air temperature. If the sensor is
operating correctly, the reading and the ambient
temperature are approximately equal.
2. If the readings are approximately equal, reinstall
the sensor.
3. If the reading is not correct, replace the sensor
with a sensor that is known to be good. Verify that
the fault is rectif ed.
Insuff cient Ambient Air Flow over the
Engine
1. If equipped, check the condition of the cooling fan
and the drive belt.
2. If equipped, check that the cooling fan is operating
correctly.
69
Troubleshooting Section
Reduced Ambient Air Flow through the
Air Charge Cooler
1. Check that the ambient air f ow through the air
charge cooler is not obstructed.
2. Inspect the air charge cooler for contamination
and/or bent f ns or damaged f ns.
3. If necessary, clean the air charge cooler.
4. If necessary, carefully straighten any bent f ns on
the air charge cooler.
Reduced Flow of Intake Air through the
Air Charge Cooler
1. Check for contamination in the air pipe that
connects the turbocharger to the air charge cooler.
a. If dirt is found in the air pipe from the
turbocharger to the air charge cooler, check
all of the air inlet pipes upstream of the
turbocharger for leaks.
b. Clean all contaminated air inlet pipes or replace
all contaminated air inlet pipes.
c. Service the air cleaner and replace the air
cleaner element.
2. If a thick oil f lm is found in the air pipe, inspect the
turbocharger compressor housing. Examine both
the inlet to the turbocharger compressor housing
and the outlet from the turbocharger compressor
for oil.
a. If oil is found in the inlet to the turbocharger
compressor housing, the oil originates from the
engine crankcase breather.
b. If oil is found in the outlet from the turbocharger
compressor housing but oil is not found in
the inlet to the compressor housing, the oil
originates from the seals for the turbocharger
bearings.
i03447282
Intermittent Engine Shutdown
Note: Use this procedure only if the engine shuts
down completely and the engine must be restarted.
Probable Causes
168 • Diagnostic codes
• Air Intake
70 SENR9982-03
Troubleshooting Section

• Electrical connectors Fuel Supply

• Fuel supply NOTICE
Do not crank the engine continuously for more than
Recommended Actions 30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
Diagnostic Codes
1. Visually check the fuel tank for fuel. The fuel
Check for any event and active diagnostic codes on gauge may be faulty.
the electronic service tool. Troubleshoot any active
codes or recently logged diagnostic codes before 2. Ensure that the fuel supply valve (if equipped) is
continuing with this procedure. in the full OPEN position.

Air Intake 3. If the temperature is below 0 °C (32 °F), check

for solidif ed fuel (wax).
1. Check the air f lter for blockage or restriction.
4. Check the primary f lter/water separator for water
2. Check the air intake duct for blockages or in the fuel.
restrictions.
5. Check for fuel supply lines that are restricted.
Electrical Connectors
6. Check that the low pressure fuel lines are tight
1. Check for correct installation of ECM connectors and secured properly.
at the following locations:
7. Check the fuel f lters.
• P1 ECM connector
8. Check the diesel fuel for contamination. Refer to
• P2 ECM connector Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
• P532 Fuel rail pump solenoid connector
9. Check for air in the fuel system. Refer to Systems
2. Refer to Troubleshooting, “Electrical Connectors Operation, Testing and Adjusting, “Air in Fuel -
- Inspect”. Test”.

3. Inspect the battery wires from the ECM to the
battery compartment. Refer to the Schematic
Diagram. Inspect the wires and the power relay.
Check the power and ground connections to the
ECM. Refer to the schematic diagram for more
information.
4. Select the “Wiggle Test” from the diagnostic tests
on the electronic service tool.
10. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
11. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
i03447400

5. Choose the appropriate group of parameters to Intermittent Low Power or

monitor.
Power Cutout
6. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent faults.

Note: If an intermittent fault exists, the status will be Note: Use this procedure only if the engine does not
highlighted and an audible beep will be heard. shut down completely.

7. Repair any faults and ensure that the symptom Probable Causes
has been cleared. If the fault is still present, refer
to “Fuel Supply”. • Diagnostic codes
• Electrical connectors
169
• ECM connection
• Fuel supply
SENR9982-03
• Intake manifold pressure
Recommended Actions
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.
Diagnostic Codes
Check for active diagnostic codes and event codes
on the electronic service tool. Troubleshoot any
active codes before continuing with this procedure.
Electrical Connectors
1. Inspect the electrical connectors. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
2. Repair any faulty electrical connectors or
replaceany faulty electrical connectors.
3. Ensure that all the connector seals are in place
and that the connectors have been correctly
installed.
4. Ensure that the repairs have eliminated the fault.
If the fault has not been eliminated proceed to
“ECM Connection”.
ECM Connection
1. If a fault is suspected with the ECM power and
ground connections refer to Troubleshooting,
“Electrical Power Supply Circuit - Test”.
2. Verify that the ECM connections for the power and
ground connections at the fuel pump are correctly
connected.
3. Repair any faults and ensure that the faults have
been eliminated.
4. If the repairs do not eliminate the faults, proceed
to “Fuel Supply”.
Fuel Supply
1. Visually check the fuel tank for fuel. The fuel
gauge may be faulty.
2. Ensure that the fuel supply valve (if equipped) is
in the full OPEN position.
3. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
170
4. Check the primary f lter/water separator for water
in the fuel.
71
Troubleshooting Section
5. Check for fuel supply lines that are restricted.
6. Check that the low pressure fuel lines are tight
and secured properly.
7. Check the fuel f lters.
8. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
9. Check for air in the fuel system. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
10. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
11. Check the fuel pressure. Start the engine and
then use the electronic service tool to check
that the pressure in the fuel rail is more than
18000 kPa (2610 psi).
12. If the repair does not eliminate the fault refer to
“Intake Manifold Pressure”.
Intake Manifold Pressure
1. Use the electronic service tool to verify the intake
manifold pressure.
2. Turn the start switch to the ON position.
3. The intake manifold pressure should read
0 ± 0.5 kPa (0 ± 0.07 psi). If the intake manifold
pressure is not within the limits, perform the
following steps.
4. Check the air f lter restriction indicator, if equipped.
5. Ensure that the air f lter is clean and serviceable.
6. Check the air intake and the exhaust system for
the following defects:
• Blockages
• Restrictions
• Damage to the air intake and exhaust lines and
hoses
72 SENR9982-03
Troubleshooting Section

i03447422 Engine Oil Pressure Gauge

Low Engine Oil Pressure 1. Check the actual engine oil pressure with a
calibrated test gauge. Compare the oil pressure
reading from the electronic service tool to the
pressure on the test gauge.
NOTICE
Do not operate the engine with low oil pressure. 2. If no difference is noted between the indicated oil
Engine damage will result. If measured oil pressure is pressures, proceed to “Engine Oil Filter”.
low, discontinue engine operation until the problem is
corrected. Engine Oil Filter
1. Remove the engine oil f lter. Refer to the Operation
Probable Causes and Maintenance Manual, “Engine Oil and Filter
- Change”.
• Engine oil level
2. Inspect the engine oil f lter for evidence of
• Oil specif cation blockage.
• Engine oil pressure gauge 3. Install a new engine oil f lter. Refer to the
Operation and Maintenance Manual, “Engine Oil
• Engine oil f lter and Filter - Change”.
• Engine oil cooler 4. If the fault is still apparent, proceed to “Engine Oil
Cooler”.
• Piston cooling jets
• Engine oil suction tube Engine Oil Cooler

• Engine oil pump 1. If oil f ow or coolant f ow through the oil cooler

is suspected of being low, replace the oil cooler.
• Bearing clearance Refer to Disassembly and Assembly, “Engine
Oil Cooler - Remove” and Disassembly and
Assembly, “Engine Oil Cooler - Install”.
Recommended Actions
2. If the fault is still apparent, proceed to “Piston
Engine Oil Level Cooling Jets”.

1. Inspect the engine oil level. If necessary, add oil.
2. If the fault is still apparent, proceed to “Oil
Specif cation”.
Oil Specif cation
1. Make sure that engine oil of the correct
specif cation is used. Refer to the Operation
and Maintenance Manual, “Ref ll Capacities and
Recommendations”.
2. If necessary, drain the oil system and ref ll the oil
system with engine oil of the correct specif cation.
Refer to Operation and Maintenance Manual,
“Engine Oil and Filter - Change”.
3. If the fault is still apparent, proceed to “Engine Oil
Pressure Gauge”.
Piston Cooling Jets
1. Inspect the piston cooling jets for damage.
Replace any piston cooling jet that appears to be
cracked, broken or missing. Refer to Disassembly
and Assembly, “Piston Cooling Jets - Remove
and Install”.
2. If no damage is found, proceed to “Engine Oil
Suction Tube”.
Engine Oil Suction Tube
1. Check the inlet screen on the oil suction tube
and remove any material that may be restricting
oil f ow.
2. Check the joints of the oil suction tube for cracks
or a damaged joint that may allow air leakage into
the supply to the oil pump.

3. If no faults are found, proceed to “Engine Oil

171 Pump”.
SENR9982-03 73
Troubleshooting Section

Engine Oil Pump Recommended Actions

1. Inspect the components of the engine oil pump for
excessive wear. Repair the oil pump or replace
the oil pump, if necessary. Refer to Disassembly
and Assembly, “Engine Oil Pump - Remove”,
Disassembly and Assembly, “Engine Oil Pump -
Install” and Disassembly and Assembly, “Engine
Oil Relief Valve - Remove and Install”.
2. If no faults are found, proceed to “Bearing
Clearance”.
Bearing Clearance
Inspect the engine components for excessive bearing
clearance or damaged bearings. If necessary,
replace the bearings and/or the components. Inspect
the following components for excessive bearing
clearance:
• Crankshaft main bearings
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.
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
ECM Parameters
1. Use the electronic service tool to make sure that
the FLS and FTS parameters have been correctly
entered.
2. Use the electronic service tool to ensure that the
correct mode was selected.

• Connecting rod bearings 3. Use the electronic service tool to verify that the
correct engine rating has been provided.
• Camshaft front bearing
4. Use the electronic service tool to verify the
• Idler gear bearing maximum engine speed limit.

5. Ensure that the repairs have eliminated the fault.

i03447482

Low Power/Poor or No 6. If the repairs have not eliminated the fault proceed
to “Electrical Connectors”.
Response to Throttle
Electrical Connectors
1. Turn the keyswitch to the ON position.
Probable Causes
2. Use the electronic service tool to verify that
• Diagnostic codes the intake manifold pressure is 0 ± 0.5 kPa
(00 ± 0.070 psi). Check the 5 V sensor supply
• ECM parameters for the intake manifold pressure. Refer to
Troubleshooting, “5 Volt Engine Pressure Sensor
• Electrical connectors Supply Circuit - Test”.

• Air intake and exhaust system 3. Use the electronic service tool to verify the throttle
position status.
• Valve lash
4. Run the engine until the speed is equal to the
• Turbocharger maximum no-load speed.

• Fuel supply 5. Use the electronic service tool to make sure that
the throttle is set to reach the maximum no-load
• Low compression (cylinder pressure) speed.

• Individual malfunctioning cylinder 6. If the maximum no-load speed can not be

obtained, refer to Troubleshooting, “Throttle
• Electronic unit injectors Switch Circuit - Test” and Troubleshooting, “Mode
Selection Circuit - Test”.
172
74
Troubleshooting Section
7. If the engine speed is erratic refer to
Troubleshooting, “Analog Throttle Position Sensor
Circuit - Test” or Troubleshooting, “Digital Throttle
Position Sensor Circuit - Test”.
8. If the fault has not been eliminated, proceed to
“Air Intake and Exhaust System”.
Air Intake and Exhaust System
1. Check the air f lter restriction indicator, if equipped.
2. Ensure that the air f lter is clean and serviceable.
3. Check the air intake and the exhaust system for
the following defects:
• Blockages
• Restrictions
• Damage to the air intake and exhaust lines and
hoses
4. Make all necessary repairs to the engine.
5. If the fault has not been eliminated, proceed to
“Valve Lash”.
Valve Lash
1. Check the valve lash and reset the valve lash, if
necessary. Refer to Systems Operation, Testing
and Adjusting, “Engine Valve lash - Inspect and
Adjust”.
2. If the repair does not eliminate the fault proceed
to “Turbocharger”.
Turbocharger
Note: The turbocharger that is installed on this
engine is a nonserviceable item. If any mechanical
fault exists, then the turbocharger must be replaced.
1. Ensure that the mounting bolts for the turbocharger
are tight.
2. Check that the oil drain for the turbocharger is not
blocked or restricted.
3. Check that the compressor housing for the
turbocharger is free of dirt and debris.
4. Check that the turbine housing for the turbocharger
is free of dirt and debris.
5. Check that the turbine blades rotate freely in the
turbocharger.
173
SENR9982-03
6. Ensure that the wastegate on the turbocharger is
adjusted correctly. Refer to Systems Operation,
Testing and Adjusting, “Wastegate - Inspect”. If the
wastegate actuator or the turbocharger is faulty,
replace the turbocharger. Refer to Disassembly
and Assembly, “Turbocharger - Remove” and
Disassembly and Assembly, “Turbocharger -
Install”.
7. Check that the repairs have eliminated the faults.
8. If the fault has not been eliminated, proceed to
“Fuel Supply”.
Fuel Supply
1. Visually check the fuel tank for fuel. The fuel
gauge may be faulty.
2. Ensure that the fuel supply valve (if equipped) is
in the full OPEN position.
3. If the temperature is below 0 °C (32 °F), check
for solidif ed fuel (wax).
4. Check the primary f lter/water separator for water
in the fuel.
5. Check for fuel supply lines that are restricted.
6. Check that the low pressure fuel lines are tight
and secured properly.
7. Check the fuel f lters.
8. Check the diesel fuel for contamination. Refer to
Systems Operation, Testing and Adjusting, “Fuel
Quality - Test”.
9. Check for air in the fuel system. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel -
Test”.
10. Ensure that the fuel system has been primed.
Refer to Systems Operation, Testing and
Adjusting, “Fuel System - Prime”.
11. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
12. If the repair does not eliminate the fault refer to
“Low Compression (Cylinder Pressure)”.
Low Compression (Cylinder Pressure)
1. Perform a compression test. Refer to Systems
Operation, Testing and Adjusting, “Compression
- Test ”.
2. If low compression is noted on any cylinders,
investigate the cause and rectify any faults.
SENR9982-03
Possible causes of low compression are shown
in the following list:
• Loose glow plugs
• Faulty piston
• Faulty piston rings
• Worn cylinder bores
• Worn valves
• Faulty cylinder head gasket
• Damaged cylinder head
3. Perform all necessary repairs.
4. Ensure that the repairs have eliminated the faults.
5. If the repair does not eliminate the fault refer to
“Individual Malfunctioning Cylinders”.
Individual Malfunctioning Cylinders
1. Use the electronic service tool to perform the
“Cylinder Cut-out Test”. Note if there is any
reduction in engine speed. If a reduction in engine
speed is not noted, the isolated cylinder is not
operating under normal conditions. If the isolation
of a particular cylinder results in a reduction of
engine speed that is less than normal, this may
indicate that the cylinder is operating below normal
performance. Investigate the cause of the fault on
any cylinder that is not operating. Investigate the
cause of the fault on any cylinder that is operating
below normal performance.
2. If all cylinders have been checked and no
faults were detected proceed to “Electronic Unit
Injectors”.
Electronic Unit Injectors
1. Use the electronic service tool to perform the
“Cylinder Cut-out Test”. Note if there is any
reduction in engine speed. If a reduction in engine
speed is not noted, the isolated electronic unit
injector is not operating under normal conditions.
If the isolation of a particular cylinder results in a
reduction of engine speed that is less than normal,
this may indicate that the electronic unit injector is
operating below normal performance.
2. Remove the electronic unit injector from the
suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
3. Install a new electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injector - Install”.
75
Troubleshooting Section
4. Repeat the test in 1. If the fault is still apparent,
remove the replacement electronic unit injector
and install the original electronic unit injector.
Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and
Assembly, “Electronic Unit Injector - Install”.
5. If the fault is not eliminated, repeat this test
procedure from Step 1.
i02529009
Mechanical Noise (Knock) in
Engine
Probable Causes
• Accessory equipment
• Valve train components
• Pistons
• Connecting rod and main bearings
Recommended Actions
Accessory Equipment
1. Isolate the source of the noise. Remove the
suspect engine accessory. Inspect the suspect
engine accessory. Repair the engine accessory
and/or replace the engine accessory if any defects
are found.
2. If the mechanical noise is still apparent, refer to
“Valve Train Components”.
Valve Train Components
1. Remove the valve mechanism cover. Check
the following items for damage: camshaft, valve
springs, lifters, pushrods, and bridges. Thoroughly
clean the valve train components. If the camshaft
is being replaced, also replace the valve lifters.
Ensure that all of the valves move freely. Replace
any damaged parts.
2. If the mechanical noise is still apparent, refer to
“Pistons”.
Pistons
1. Inspect the pistons for damage and wear. Replace
any damaged parts.
174
2. If the mechanical noise is still apparent, refer to
“Connecting Rod and Main Bearings”.
76 SENR9982-03
Troubleshooting Section

Connecting Rod and Main Bearings 2. If the fault has not been eliminated, proceed to
“Electronic Unit Injectors”.
Inspect the connecting rod and main bearings.
Also, inspect the bearing surfaces (journals) on the Electronic Unit Injectors
crankshaft. Replace any damaged parts.
1. With the engine speed at a fast idle, use the
i03447820
electronic service tool to isolate one cylinder at
a time. Note if there is any reduction in engine
Noise Coming from Cylinder speed. If a reduction in engine speed is not noted,
the isolated electronic unit injector is not operating
under normal conditions. If the isolation of a
particular cylinder results in a reduction of engine
speed that is less than normal, this may indicate
Probable Causes that the electronic unit injector is operating below
normal performance.
• Fuel quality
2. Remove the electronic unit injector from the
• Valve lash suspect cylinder. Refer to Disassembly and
Assembly, “Electronic Unit Injector - Remove”.
• Pistons
3. Install a new electronic unit injector. Refer to
• Electronic unit injectors Disassembly and Assembly, “Electronic Unit
Injector - Install”.
Recommended Actions
4. Repeat the test in 1. If the noise is still apparent,
Fuel Quality remove the replacement electronic unit injector
and install the original electronic unit injector.
1. Check the fuel quality. Refer to Systems Refer to Disassembly and Assembly, “Electronic
Operation, Testing and Adjusting, “Fuel Quality - Unit Injector - Remove” and Disassembly and
Test”. Assembly, “Electronic Unit Injector - Install”.

2. If unsatisfactory fuel is found, perform the following

procedure.

a. Drain the fuel system.

b. Replace the fuel f lters. Refer to the Operation

and Maintenance Manual, “Fuel System
Primary Filter (Water Separator) Element -
Replace” and Operation and Maintenance
Manual, “Fuel System Filter - Replace”.

c. Fill the fuel system with fuel that meets the

standard in Operation and Maintenance
Manual, “Fluid Recommendations”.

d. Prime the fuel system. Refer to Operation and

Maintenance Manual, “Fuel System - Prime”.

3. If the fault is not eliminated, proceed to “Pistons”.

Pistons
1. Inspect the pistons for damage and wear. Replace
any damaged parts.

2. If the noise is still apparent, proceed to “Valve

Lash”.

Valve Lash 175

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

SENR9982-03 77
Troubleshooting Section

Troubleshooting with a
Diagnostic Code
i03447840

Diagnostic Code Cross

Reference

Table 51
3rd Party
Device Flash
CDL Code Description
J1939 Code
Code
N/A No Diagnostic Code Detected N/A 551
0001-02 Cylinder #1 Injector erratic, intermittent, or incorrect 651-2 111
0001-05 Cylinder #1 Injector current below normal 651-5 111
0001-06 Cylinder #1 Injector current above normal 651-6 111
0001-07 Cylinder #1 Injector not responding properly 651-7 111
0002-02 Cylinder #2 Injector erratic, intermittent, or incorrect 652-2 112
0002-05 Cylinder #2 Injector current below normal 652-5 112
0002-06 Cylinder #2 Injector current above normal 652-6 112
0002-07 Cylinder #2 Injector not responding properly 652-27 112
0003-02 Cylinder #3 Injector erratic, intermittent, or incorrect 653-2 113
0003-05 Cylinder #3 Injector current below normal 653-5 113
0003-06 Cylinder #3 Injector current above normal 653-6 113
0003-07 Cylinder #3 Injector not responding properly 653-7 113
0004-02 Cylinder #4 Injector erratic, intermittent, or incorrect 654-2 114
0004-05 Cylinder #4 Injector current below normal 654-5 114
0004-06 Cylinder #4 Injector current above normal 654-6 114
0004-07 Cylinder #4 Injector not responding properly 654-7 114
0005-02 Cylinder #5 Injector erratic, intermittent, or incorrect (1106D engine only) 655-2 115
0005-05 Cylinder #5 Injector current below normal (1106D engine only) 655-5 115
0005-06 Cylinder #5 Injector current above normal (1106D engine only) 655-6 115
0005-07 Cylinder #5 Injector not responding properly (1106D engine only) 655-7 115
0006-02 Cylinder #6 Injector erratic, intermittent, or incorrect (1106D engine only) 656-2 116
0006-05 Cylinder #6 Injector current below normal (1106D engine only) 656-5 116
0006-06 Cylinder #6 Injector current above normal (1106D engine only) 656-6 116
0006-07 Cylinder #6 Injector not responding properly (1106D engine only) 656-7 116
0041-03 8 Volt DC Supply voltage above normal 678-03 517
0041-04 8 Volt DC Supply voltage below normal 678-04 517
0091-02 Throttle Position Sensor erratic, intermittent, or incorrect 91-02 154
0091-03 Throttle Position Sensor voltage above normal
176 91-03 154
(continued)
78 SENR9982-03
Troubleshooting Section

(Table 51, contd)

3rd Party
Device Flash
CDL Code Description
J1939 Code
Code
0091-04 Throttle Position Sensor voltage below normal 91-04 154
0091-08 Throttle Position Sensor abnormal frequency, pulse width, or period 91-08 154
0100-03 Engine Oil Pressure Sensor voltage above normal 100-03 157
0100-04 Engine Oil Pressure Sensor voltage below normal 100-04 157
0100-10 Engine Oil Pressure Sensor abnormal rate of change 100-10 157
0110-03 Engine Coolant Temperature Sensor voltage above normal 110-03 168
0110-04 Engine Coolant Temperature Sensor voltage below normal 110-04 168
0168-00 Electrical System Voltage high 168-00 422
0168-01 Electrical System Voltage low 168-01 422
0168-02 Electrical System Voltage erratic, intermittent, or incorrect 168-02 422
0172-03 Intake Manifold Air Temperature Sensor voltage above normal 105-03 133
0172-04 Intake Manifold Air Temperature Sensor voltage below normal 105-04 133
0190-08 Engine Speed Sensor abnormal frequency, pulse width, or period 190-08 141
0247-09 SAE J1939 Data Link abnormal update rate - 514
0247-12 SAE J1939 Data Link failure - 514
0253-02 Personality Module erratic, intermittent, or incorrect 631-02 415
0261-11 Engine Timing Offset fault 637-11 143
0262-03 5 Volt Sensor DC Power Supply voltage above normal 1079-03 516
0262-04 5 Volt Sensor DC Power Supply voltage below normal 1079-04 516
0268-02 Programmed Parameter Fault erratic, intermittent, or incorrect 630-02 527
0342-08 Secondary Engine Speed Sensor abnormal frequency, pulse width, or period 723-08 142
0526-05 Turbo Wastegate Drive current below normal 1188-05 177
0526-06 Turbo Wastegate Drive current above normal 1188-06 177
0526-07 Turbo Wastegate Drive not responding properly 1188-07 177
0774-02 Secondary Throttle Position Sensor erratic, intermittent, or incorrect 29-02 155
0774-03 Secondary Throttle Position Sensor voltage above normal 29-03 155
0774-04 Secondary Throttle Position Sensor voltage below normal 29-04 155
0774-08 Secondary Throttle Position Sensor abnormal frequency, pulse width, or period 29-08 155
1743-02 Engine Operation Mode Selector Switch erratic, intermittent, or incorrect 2882-02 144
1779-05 Fuel Rail #1 Pressure Valve Solenoid current below normal 1347-05 162
1779-06 Fuel Rail #1 Pressure Valve Solenoid current above normal 1347-06 162
1785-03 Intake Manifold Pressure Sensor voltage above normal 102-03 197
1785-04 Intake Manifold Pressure Sensor voltage below normal 102-04 197
1785-10 Intake Manifold Pressure Sensor abnormal rate of change 102-10 197
1797-03 Fuel Rail Pressure Sensor voltage above normal 157-03 159
1797-04 Fuel Rail Pressure Sensor voltage below normal 157-04 159
1834-02 Ignition Key Switch loss of signal 177 158-02 439
(continued)
SENR9982-03 79
Troubleshooting Section

(Table 51, contd)

3rd Party
Device Flash
CDL Code Description
J1939 Code
Code
2246-06 Glow Plug Start Aid Relay current above normal 676-06 199
Event Codes
E172-1 High Air Filter Restriction - Warning 107-15 151
E194-1 High Exhaust Temperature - Warning 173-15 185
E232-1 High Fuel/Water Separator Water Level - Warning 97-15 -
E360-1 Low Oil Pressure - Warning 100-17 157
E360-2 Low Oil Pressure - Derate 100-18 157
E360-3 Low Oil Pressure - Shutdown 100-01 157
E361-1 High Engine Coolant Temperature - Warning 110-15 168
E361-2 High Engine Coolant Temperature - Derate 110-16 168
E361-3 High Engine Coolant Temperature - Shutdown 110-00 168
E362-1 Engine Overspeed - Warning 190-15 141
E396-1 High Fuel Rail Pressure - Warning 157-00 159
E398-1 Low Fuel Rail Pressure - Warning 157-01 159
E539-1 High Intake Manifold Air Temperature - Warning 105-15 133
E539-2 High Intake Manifold Air Temperature - Derate 105-16 133
E2143-3 Low Engine Coolant Level - Shutdown 111-01 169

i03449822 i02655551

No Diagnostic Codes Detected CID 0001 FMI 02

Conditions Which Generate This Code: Conditions Which Generate This Code:

A f ash code 0551 indicates that there are no The Electronic Control Module (ECM) detects the
detected faults in the system. following condition:

System Response: • Data from the electronic unit injector for the No. 1
cylinder is out of limits.
This code will not appear on the electronic service
tool. The indicator lamps will f ash the diagnostic • Diagnostic code 0168-01 is not active.
code. For more information on f ash codes, refer to
Troubleshooting, “Indicator Lamps”. • Diagnostic codes 0001-05 and 0001-06 are not
active.
Possible Performance Effect:
• No 0041 diagnostic codes are active.
None
• No 0262 diagnostic codes are active.
There are no faults that require troubleshooting.
• Diagnostic code 0190-08 is not active.
Results:
• No 0110 diagnostic codes are active.
• OK – STOP.
178
80 SENR9982-03
Troubleshooting Section

System Response: An electrical fault can prevent the electronic unit

injector from operating. An open circuit in the wiring
If equipped, the warning light will come on. An active that is unique to the electronic unit injector will
diagnostic code will be generated. The ECM will log prevent that individual electronic unit injector from
the diagnostic code. operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
Possible Performance Effect: two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
The engine will be derated while this diagnostic code open circuit in common wiring within the ECM can
is active. prevent the three electronic unit injectors that share
that common wiring from operating.
Troubleshooting:
The ECM will continue to attempt to operate the
Perform the following diagnostic procedure: “Injector electronic unit injector after the diagnostic code has
Data Incorrect - Test” been logged but an open circuit will prevent the
operation of the electronic unit injector.
Results:
Perform the following diagnostic procedure: “Injector
• OK – STOP. Solenoid Circuit - Test”

Results:
i02655572

CID 0001 FMI 05 • OK – STOP.

i02655579

Conditions Which Generate This Code: CID 0001 FMI 06

This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 1 cylinder. Conditions Which Generate This Code:

The Electronic Control Module (ECM) detects the
following condition:
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 1 cylinder.
The Electronic Control Module (ECM) detects the
following conditions:
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
• Battery voltage above 9 Volts DC for 2 seconds
System Response:

Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.

179
SENR9982-03 81
Troubleshooting Section

An electrical fault can prevent the electronic unit Results:

injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector • OK – STOP.
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
i02655552
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
CID 0002 FMI 02
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating. Conditions Which Generate This Code:
The ECM will continue to attempt to operate the The Electronic Control Module (ECM) detects the
electronic unit injector after the diagnostic code following condition:
has been logged but a short circuit will prevent the
operation of the electronic unit injector.
• Data from the electronic unit injector for the No. 2
cylinder is out of limits.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
• Diagnostic code 0168-01 is not active.
Results:
• Diagnostic codes 0001-05 and 0001-06 are not
active.
• OK – STOP.
• No 0041 diagnostic codes are active.
i03449840
• No 0262 diagnostic codes are active.
CID 0001 FMI 07
• Diagnostic code 0190-08 is not active.
• No 0110 diagnostic codes are active.
Conditions Which Generate This Code:
System Response:
The electronic unit injector is no longer capable of
delivering the correct amount of fuel. If equipped, the warning light will come on. An active
diagnostic code will be generated. The ECM will log
System Response: the diagnostic code.

If equipped, the warning light will come on. The Possible Performance Effect:
Electronic Control Module (ECM) will log the
diagnostic code. The engine will be derated while this diagnostic code
is active.
Possible Performance Effect:
Troubleshooting:
The engine will be derated.
Perform the following diagnostic procedure: “Injector
Troubleshooting: Data Incorrect - Test”

Use the electronic service tool to perform the Results:

Verif cation Test for the fuel system. If the diagnostic
code is still active, do the following procedure. • OK – STOP.
Replace the suspect electronic unit injector. Refer
i02655573
to Disassembly and Assembly, “Electronic Unit
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”.
CID 0002 FMI 05
Use the electronic service tool to perform the
verif cation test for the fuel system. Conditions Which Generate This Code:
Perform the following diagnostic procedure: “None” 180 This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 2 cylinder.
82
Troubleshooting Section
The Electronic Control Module (ECM) detects the
following condition:
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. An open circuit in the wiring
that is unique to the electronic unit injector will
prevent that individual electronic unit injector from
operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
open circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code has
been logged but an open circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02655580
CID 0002 FMI 06
Conditions Which Generate This Code:
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 2 cylinder.
181
The Electronic Control Module (ECM) detects the
following conditions:
SENR9982-03
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
• Battery voltage above 9 Volts DC for 2 seconds
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code
has been logged but a short circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i03449880
CID 0002 FMI 07
Conditions Which Generate This Code:
The electronic unit injector is no longer capable of
delivering the correct amount of fuel.
System Response:
If equipped, the warning light will come on. The
Electronic Control Module (ECM) will log the
diagnostic code.
SENR9982-03
Possible Performance Effect:
The engine will be derated.
Troubleshooting:
Use the electronic service tool to perform the
Verif cation Test for the Fuel System. If the diagnostic
code is still active, do the following procedure.
Replace the suspect electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”.
Use the electronic service tool to perform the
Verif cation Test for the Fuel System.
Perform the following diagnostic procedure: “None”
Results:
• OK – STOP.
i02655554
CID 0003 FMI 02
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following condition:
• Data from the electronic unit injector for the No. 3
cylinder is out of limits.
• Diagnostic code 0168-01 is not active.
• Diagnostic codes 0001-05 and 0001-06 are not
active.
• No 0041 diagnostic codes are active.
• No 0262 diagnostic codes are active.
• Diagnostic code 0190-08 is not active.
• No 0110 diagnostic codes are active.
System Response:
If equipped, the warning light will come on. An active
diagnostic code will be generated. The ECM will log
the diagnostic code.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
83
Troubleshooting Section
Troubleshooting:
Perform the following diagnostic procedure: “Injector
Data Incorrect - Test”
Results:
• OK – STOP.
i02655574
CID 0003 FMI 05
Conditions Which Generate This Code:
This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 3 cylinder.
The Electronic Control Module (ECM) detects the
following condition:
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. An open circuit in the wiring
that is unique to the electronic unit injector will
prevent that individual electronic unit injector from
operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
open circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
182
84
Troubleshooting Section
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code has
been logged but an open circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02655581
CID 0003 FMI 06
Conditions Which Generate This Code:
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 3 cylinder.
The Electronic Control Module (ECM) detects the
following conditions:
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
• Battery voltage above 9 Volts DC for 2 seconds
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
183
SENR9982-03
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code
has been logged but a short circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i03449882
CID 0003 FMI 07
Conditions Which Generate This Code:
The electronic unit injector is no longer capable of
delivering the correct amount of fuel.
System Response:
If equipped, the warning light will come on. The
Electronic Control Module (ECM) will log the
diagnostic code.
Possible Performance Effect:
The engine will be derated.
Troubleshooting:
Use the electronic service tool to perform the
Verif cation Test for the Fuel System. If the diagnostic
code is still active, do the following procedure.
Replace the suspect electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”.
Use the electronic service tool to perform the
Verif cation Test for the Fuel System.
Perform the following diagnostic procedure: “None”
Results:
• OK – STOP.
SENR9982-03
i02655555
CID 0004 FMI 02
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following condition:
• Data from the electronic unit injector for the No. 4
cylinder is out of limits.
• Diagnostic code 0168-01 is not active.
• Diagnostic codes 0001-05 and 0001-06 are not
active.
• No 0041 diagnostic codes are active.
• No 0262 diagnostic codes are active.
• Diagnostic code 0190-08 is not active.
• No 0110 diagnostic codes are active.
System Response:
If equipped, the warning light will come on. An active
diagnostic code will be generated. The ECM will log
the diagnostic code.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
Troubleshooting:
Perform the following diagnostic procedure: “Injector
Data Incorrect - Test”
Results:
• OK – STOP.
i02655575
CID 0004 FMI 05
Conditions Which Generate This Code:
This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 4 cylinder.
The Electronic Control Module (ECM) detects the
following condition:
85
Troubleshooting Section
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. An open circuit in the wiring
that is unique to the electronic unit injector will
prevent that individual electronic unit injector from
operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
open circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code has
been logged but an open circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02655582
CID 0004 FMI 06
Conditions Which Generate This Code:
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 4 cylinder.
The Electronic Control Module (ECM) detects the
following conditions:
184
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
86
Troubleshooting Section
• Battery voltage above 9 Volts DC for 2 seconds
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code
has been logged but a short circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i03449922
CID 0004 FMI 07
Conditions Which Generate This Code:
The electronic unit injector is no longer capable of
delivering the correct amount of fuel.
System Response:
If equipped, the warning light will come on. The
Electronic Control Module (ECM) will log the
diagnostic code.
Possible Performance Effect:
185
The engine will be derated.
SENR9982-03
Troubleshooting:
Use the electronic service tool to perform the
Verif cation Test for the Fuel System. If the diagnostic
code is still active, do the following procedure.
Replace the suspect electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”.
Use the electronic service tool to perform the
Verif cation Test for the Fuel System.
Perform the following diagnostic procedure: “None”
Results:
• OK – STOP.
i02655556
CID 0005 FMI 02
Conditions Which Generate This Code:
This diagnostic code is applicable to six cylinder
engines only.
The Electronic Control Module (ECM) detects the
following condition:
• Data from the electronic unit injector for the No. 5
cylinder is out of limits.
• Diagnostic code 0168-01 is not active.
• Diagnostic codes 0001-05 and 0001-06 are not
active.
• No 0041 diagnostic codes are active.
• No 0262 diagnostic codes are active.
• Diagnostic code 0190-08 is not active.
• No 0110 diagnostic codes are active.
System Response:
If equipped, the warning light will come on. An active
diagnostic code will be generated. The ECM will log
the diagnostic code.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
SENR9982-03
Troubleshooting:
Perform the following diagnostic procedure: “Injector
Data Incorrect - Test”
Results:
• OK – STOP.
i02655577
CID 0005 FMI 05
Conditions Which Generate This Code:
This diagnostic code is applicable to six cylinder
engines only.
This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 5 cylinder.
The Electronic Control Module (ECM) detects the
following condition:
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. An open circuit in the wiring
that is unique to the electronic unit injector will
prevent that individual electronic unit injector from
operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
open circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
186
87
Troubleshooting Section
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code has
been logged but an open circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02655584
CID 0005 FMI 06
Conditions Which Generate This Code:
This diagnostic code is applicable to six cylinder
engines only.
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 5 cylinder.
The Electronic Control Module (ECM) detects the
following conditions:
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
• Battery voltage above 9 Volts DC for 2 seconds
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
88 SENR9982-03
Troubleshooting Section

The ECM will continue to attempt to operate the i02655557

electronic unit injector after the diagnostic code
has been logged but a short circuit will prevent the CID 0006 FMI 02
operation of the electronic unit injector.

Perform the following diagnostic procedure: “Injector

Solenoid Circuit - Test” Conditions Which Generate This Code:

Results: This diagnostic code is applicable to six cylinder

engines only.
• OK – STOP.
The Electronic Control Module (ECM) detects the
following condition:
i03449942

CID 0005 FMI 07 • Data from the electronic unit injector for the No. 6
cylinder is out of limits.

• Diagnostic code 0168-01 is not active.

Conditions Which Generate This Code:
• Diagnostic codes 0001-05 and 0001-06 are not
active.
This diagnostic code is applicable to six cylinder
engines only.
• No 0041 diagnostic codes are active.
The electronic unit injector is no longer capable of
delivering the correct amount of fuel.
• No 0262 diagnostic codes are active.

System Response:
• Diagnostic code 0190-08 is not active.

If equipped, the warning light will come on. The

• No 0110 diagnostic codes are active.
Electronic Control Module (ECM) will log the System Response:
diagnostic code.
If equipped, the warning light will come on. An active
Possible Performance Effect: diagnostic code will be generated. The ECM will log
the diagnostic code.
The engine will be derated.
Possible Performance Effect:
Troubleshooting:
The engine will be derated while this diagnostic code
Use the electronic service tool to perform the is active.
Verif cation Test on the fuel system. If the diagnostic
code is still active, do the following procedure. Troubleshooting:
Replace the suspect electronic unit injector. Refer Perform the following diagnostic procedure: “Injector
to Disassembly and Assembly, “Electronic Unit Data Incorrect - Test”
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”. Results:
Use the electronic service tool to perform the
Verif cation Test on the fuel system.
• OK – STOP.

Perform the following diagnostic procedure: “None” i02655578

Results: CID 0006 FMI 05

• OK – STOP.
Conditions Which Generate This Code:

This diagnostic code is applicable to six cylinder

engines only.
187
SENR9982-03
This diagnostic code is designed to indicate an open
circuit (low current) in either the solenoid or the wiring
for the electronic unit injector for No. 6 cylinder.
The Electronic Control Module (ECM) detects the
following condition:
• A low current condition (open circuit) for each of
f ve consecutive attempts to operate
• Battery voltage is higher than 9 Volts DC for 2
seconds.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. An open circuit in the wiring
that is unique to the electronic unit injector will
prevent that individual electronic unit injector from
operating. On four cylinder engines, an open circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, an
open circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code has
been logged but an open circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02655585
CID 0006 FMI 06
Conditions Which Generate This Code:
188
This diagnostic code is applicable to six cylinder
engines only.
89
Troubleshooting Section
This diagnostic code is designed to indicate a short
circuit (high current) in either the solenoid or the
wiring for the electronic unit injector for No. 6 cylinder.
The Electronic Control Module (ECM) detects the
following conditions:
• A high current condition (short circuit) for each of
f ve consecutive attempts to operate
• Battery voltage above 9 Volts DC for 2 seconds
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
The engine will have low power and/or rough running.
Troubleshooting:
When an injector cutout test is performed, a faulty
electronic unit injector will indicate a low reading in
comparison with the other electronic unit injectors.
An electrical fault can prevent the electronic unit
injector from operating. A short circuit in the wiring or
the ECM that is unique to one electronic unit injector
will prevent that individual electronic unit injector from
operating. On four cylinder engines, a short circuit
in common wiring within the ECM can prevent the
two electronic unit injectors that share that common
wiring from operating. On six cylinder engines, a
short circuit in common wiring within the ECM can
prevent the three electronic unit injectors that share
that common wiring from operating.
The ECM will continue to attempt to operate the
electronic unit injector after the diagnostic code
has been logged but a short circuit will prevent the
operation of the electronic unit injector.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i03449944
CID 0006 FMI 07
Conditions Which Generate This Code:
This diagnostic code is applicable to six cylinder
engines only.
90
Troubleshooting Section
The electronic unit injector is no longer capable of
delivering the correct amount of fuel.
System Response:
If equipped, the warning light will come on. The
Electronic Control Module (ECM) will log the
diagnostic code.
Possible Performance Effect:
The engine will be derated.
Troubleshooting:
Use the electronic service tool to perform the
Verif cation Test on the fuel system. If the diagnostic
code is still active, do the following procedure.
Replace the suspect electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit
Injector - Remove” and Disassembly and Assembly,
“Electronic Unit Injector - Install”.
Use the electronic service tool to perform the
Verif cation Test on the fuel system.
Perform the following diagnostic procedure: “None”
Results:
• OK – STOP.
i03449960
CID 0041 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• The 8 volt supply is more than 8.8 Volts DC for
more than one second.
• The ECM has been powered for more than three
seconds.
System Response:
The ECM will log the diagnostic code and the check
engine lamp will illuminate while this diagnostic code
is active.
Possible Performance Effect:
The engine may be limited to low idle.
189
Note: If the engine is equipped with a digital throttle,
the 8 volt supply provides power to the digital throttle
position sensor.
SENR9982-03
Note: The 8 volt supply provides power to the two
speed/timing sensors.
Troubleshooting:
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
i03449980
CID 0041 FMI 04
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• The 8 volt supply is less than 7.2 Volts DC for more
than one second.
• The ECM has been powered for more than three
seconds.
• Diagnostic code 0168-01 is not active.
System Response:
The ECM will log the diagnostic code and 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 Volts DC.
Possible Performance Effect:
The engine may be limited to low idle.
Note: If the engine is equipped with a digital throttle,
the 8 volt supply provides power to the digital throttle
position sensor.
Note: The 8 volt supply provides power to the two
speed/timing sensors.
Troubleshooting:
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
SENR9982-03
i03450000
CID 0091 FMI 02
Conditions Which Generate This Code:
The Electronic Control Module (ECM) has
detected an invalid combination of positions for the
multi-position switches.
If the engine is equipped with an analog throttle
position sensor then the signal from the idle validation
switch is invalid.
System Response:
If equipped, the warning light will come on. The ECM
will log the diagnostic code.
Possible Performance Effect:
If a second throttle is installed, the engine will use the
second throttle until the fault is repaired.
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
Proceed to “Test Step 1” if the engine is equipped
with a throttle switch.
Proceed to “Test Step 2” if the engine is equipped
with an analog throttle position sensor.
Test Step 1.
Perform the following diagnostic procedure: “Throttle
Switch Circuit - Test”
91
Troubleshooting Section
Results:
• OK – STOP.
Test Step 2.
Perform the following diagnostic procedure: “Analog
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
i03450160
CID 0091 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• ECM has been powered for at least 3 seconds.
• A signal voltage for the throttle position is above the
diagnostic upper limit that is set for the application.
• The power supply for the throttle sensor is within
the expected range.
System Response:
If equipped, the warning light will come on. The ECM
logs the diagnostic code if the engine is running.
Possible Performance Effect:
If a second throttle is installed, the engine will use the
second throttle until the fault is repaired.
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
190 ECM until the fault is repaired.
92
Troubleshooting Section
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
Monitor the conf guration screen on the electronic
service tool in order to determine the type of throttle
position sensor that is used on the engine.
If the engine is equipped with an analog throttle
position sensor, proceed to “Test Step 1”.
If the engine is equipped with a digital throttle position
sensor, proceed to “Test Step 2”.
Test Step 1.
Perform the following diagnostic procedure: “Analog
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
Test Step 2.
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
i03450189
CID 0091 FMI 04
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects all of
the following conditions:
• The ECM has been powered for at least 3 seconds.
• A signal voltage for the throttle position is below the
diagnostic lower limit that is set for the application.
• The power supply for the throttle sensor is within
the expected range.
System Response:
If equipped, the warning light will come on. The ECM
logs the diagnostic code if the engine is running.
Possible Performance Effect:
191
If a second throttle is installed, the engine will use the
second throttle until the fault is repaired.
SENR9982-03
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
Monitor the conf guration screen on the electronic
service tool in order to determine the type of throttle
position sensor that is used on the engine.
If the engine is equipped with an analog throttle
position sensor, proceed to “Test Step 1”.
If the engine is equipped with a digital throttle position
sensor, proceed to “Test Step 2”.
Test Step 1.
Perform the following diagnostic procedure: “Analog
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
Test Step 2.
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
SENR9982-03
i03450383
CID 0091 FMI 08
Conditions Which Generate This Code:
The Electronic 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.
• Diagnostic code 0091-03 is not active.
• Diagnostic code 0091-04 is not active.
• Diagnostic codes for the 8 Volt sensor supplies are
not active.
System Response:
Limp home mode is activated.
The ECM sets the “Throttle Position” to “0%”.
If equipped, the warning light will be on. The
diagnostic code will be logged if the engine is
running. The diagnostic code will not be logged if the
engine is cranking.
Possible Performance Effect:
If a second throttle is installed, the engine will use the
second throttle until the fault is repaired.
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
192
93
Troubleshooting Section
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
This diagnostic code indicates that the frequency of a
digital throttle signal is out of the normal range.
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
i02655609
CID 0100 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• The signal voltage from the engine oil pressure
sensor is greater than 4.95 Volts DC for more than
eight seconds.
• The ECM has been powered for at least two
seconds.
• The engine is not running or the engine coolant
temperature is greater than 38 °C (100 °F).
System Response:
The ECM will log the diagnostic code. If equipped,
the warning lamp will come on. The ECM will set data
for engine oil pressure to the default value.
Note: The engine oil pressure that is displayed on
the electronic service tool is the default value for
engine oil pressure. The default engine oil pressure
is 600 kPa (87 psi). The electronic service tool
will display “Voltage Above Normal” on the status
screens.
Possible Performance Effect:
None
Troubleshooting:
This diagnostic code can be caused by an open
circuit or a short to another power source.
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
94 SENR9982-03
Troubleshooting Section

Results: • No 0262 diagnostic codes are active for the 5 Volt

supply.
• OK – STOP.
• The engine speed is greater than 600 rpm.
i02655615
• The engine oil pressure signal is within the limits of
CID 0100 FMI 04 410 kPa (59 psi) to 520 kPa (75 psi) with a pressure
variation of less than 1.68 kPa (0.25 psi)for more
than 30 seconds.

Conditions Which Generate This Code: • The engine oil pressure signal remains constant
for 30 seconds.
The Electronic Control Module (ECM) detects the
following conditions: System Response:

If equipped, the warning lamp will be on. The ECM

• The signal voltage from the engine oil pressure will log the diagnostic code.
sensor is less than 0.1 Volts DC for more than
eight seconds.
The ECM will f ag the engine oil pressure as invalid
data. The data for engine oil pressure is set to a
• The ECM has been powered for at least two default value of 500 kPa (72 psi). The electronic
seconds.
service tool will display “Conditions Not Met” on the
status screen.
• The engine is running.
System Response: Possible Performance Effect:

The ECM will log the diagnostic code. If equipped, None

the warning lamp will come on. The ECM will set
data for engine oil pressure to the default value. The
electronic service tool will display “Voltage Below
Normal” on the status screens.
Possible Performance Effect:
None
Troubleshooting:
This diagnostic code will detect the loss of the 5 Volt
supply to the sensor.
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”

Troubleshooting: Results:

This code can be caused by a short to ground or a • OK – STOP.

shorted sensor.
i03451680
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test” CID 0110 FMI 03
Results:

• OK – STOP. Conditions Which Generate This Code:

The Electronic Control Module (ECM) detects the

i03451661
following conditions:
CID 0100 FMI 10
• The signal voltage from the engine coolant
temperature sensor is greater than 4.95 Volts DC
for more than eight seconds.
Conditions Which Generate This Code:
• The ECM has been powered for at least two
The Electronic Control Module (ECM) detects the seconds.
following conditions:

• No other codes for the oil pressure sensor are 193

active.
SENR9982-03 95
Troubleshooting Section

System Response: Possible Performance Effect:

If equipped, the warning light will be on. An active • Poor stability

diagnostic code will be generated after eight seconds.
The diagnostic code will be logged if the engine has • Poor cold running
been operating for more than seven minutes.
• White smoke
The ECM will default to 90 °C (194 °F) for engine
coolant temperature. “Voltage Above Normal” will Troubleshooting:
be displayed next to the status for “Engine Coolant
Temperature” on the electronic service tool. The diagnostic code will detect an excessively low
voltage from the engine coolant temperature sensor.
Possible Performance Effect:
Perform the following diagnostic procedure: “Engine
• Poor stability Temperature Sensor Open or Short Circuit - Test”

• Poor cold running Results:

• White smoke • OK – STOP.

Troubleshooting:
i03451720

The diagnostic code will detect an excessively high

voltage from the engine coolant temperature sensor.
CID 0168 FMI 00
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test” Conditions Which Generate This Code:
Results: The ECM detects the following conditions:
• OK – STOP. • For 24 Volt DC systems, the battery voltage to
the ECM exceeds 32 Volts DC for more than 0.5
i03451700 seconds.

CID 0110 FMI 04 • For 12 Volt DC systems, the battery voltage to

the ECM exceeds 16 Volts DC for more than 0.5
seconds.

Conditions Which Generate This Code: • The keyswitch is in the ON mode.

The Electronic Control Module (ECM) detects the • The engine is not cranking.
following conditions:
• The engine is running for more than 30 seconds.
• The signal voltage from the engine coolant
temperature sensor is less than 0.2 Volts DC for System Response:
more than eight seconds.
The ECM will log the diagnostic code. If equipped,
• The ECM has been powered for at least two the warning lamp may come on.
seconds.
Possible Performance Effect:
• Diagnostic code 0168-01 is not active.
None
System Response:
Troubleshooting:
The ECM will default to 90 °C (194 °F) for engine
coolant temperature. “Voltage Below Normal” will This diagnostic code will detect excessively high
be displayed next to the status for “Engine Coolant voltage in the battery circuit to the Electronic Control
Temperature” on the electronic service tool. Module (ECM) while the engine is running.

If equipped, the warning light will come on. An active 194

Perform the following diagnostic procedure: “Ignition
diagnostic code will be generated after eight seconds. Keyswitch Circuit and Battery Supply Circuit - Test”
The diagnostic code will be logged if the engine has
been operating for more than seven minutes.
96
Troubleshooting Section
Results:
• OK – STOP.
i03451721
CID 0168 FMI 01
Conditions Which Generate This Code:
The ECM detects the following conditions:
• The keyswitch is in the ON position.
• The engine is not cranking.
• The engine is running for more than three seconds.
• For 24 Volt DC systems, the battery voltage to
the ECM is below 18 Volts DC for more than 0.5
seconds.
• For 12 Volt DC systems, the battery voltage to
the ECM is below 9 Volts DC for more than 0.5
seconds.
System Response:
If equipped, the warning lamp may come on. The
ECM will normally log the diagnostic code. If battery
voltage disappears without returning, the ECM will
not log this diagnostic code and the engine will shut
down.
The engine will derate 100 percent.
Possible Performance Effect:
The engine may experience changes in the engine
rpm, and intermittent engine shutdowns or complete
engine shutdowns.
Troubleshooting:
This diagnostic code will detect low voltage in the
battery circuit for the Electronic Control Module
(ECM) while the engine is running.
Perform the following diagnostic procedure: “Ignition
Keyswitch Circuit and Battery Supply Circuit - Test”
Results:
• OK – STOP.
195
SENR9982-03
i03451741
CID 0168 FMI 02
Conditions Which Generate This Code:
The ECM detects the following conditions:
• Three voltage readings that are below 6 Volts DC
in a period of seven seconds will be detected by
the ECM. The voltage must subsequently increase
to more than 9 Volts DC.
• The keyswitch is in the ON position.
• The engine is running.
• The engine is not cranking.
System Response:
The diagnostic code will normally be logged. If the
battery voltage disappears without returning, the
ECM will not log this diagnostic code and the engine
will shut down. This will be dependent on the length
of time of the occurrence of the fault.
The check engine lamp and the warning lamp may
come on.
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.
Troubleshooting:
This diagnostic code detects intermittent voltage in
the battery circuit for the Electronic Control Module
(ECM) while the engine is running.
Perform the following diagnostic procedure: “Ignition
Keyswitch Circuit and Battery Supply Circuit - Test”
Results:
• OK – STOP.
i03451780
CID 0172 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
SENR9982-03 97
Troubleshooting Section

• The signal voltage from the intake manifold air • The ECM has been powered for at least two
temperature sensor is greater than 4.95 Volts DC seconds.
for more than eight seconds.
• Diagnostic code 0168-01 is not active.
• Engine coolant temperature is above −10 °C
(15.0 °F). System Response:

• The ECM has been powered for at least two If equipped, the warning light will come on. The ECM
seconds. will log the diagnostic code.

• Diagnostic code 0168-01 is not active. The ECM will use the default value of 70 °C (158 °F)
for the intake manifold air temperature. “Voltage
System Response: Low” will be displayed next to the status for “Intake
Manifold Air Temperature” on the electronic service
If equipped, the warning light will come on. The ECM tool.
will log the diagnostic code.
Possible Performance Effect:
The ECM will use the default value of 70 °C (158 °F)
for the intake manifold air temperature. “Voltage • Poor stability
High” will be displayed next to the status for “Intake
Manifold Air Temperature” on the electronic service • Poor cold running
tool.
• White smoke
Possible Performance Effect:
• Black smoke
• Poor stability
• Poor acceleration under load
• Poor cold running
Troubleshooting:
• White smoke
This fault can be caused by a sensor that is shorted
• Black smoke to ground or a sensor that is internally shorted.

• Poor acceleration under load Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
Troubleshooting:
Results:
This fault can be caused by an open circuit or a short
to a power source. • OK – STOP.
Perform the following diagnostic procedure: “Engine
i03451783
Temperature Sensor Open or Short Circuit - Test”

Results:
CID 0190 FMI 08
• OK – STOP.
Conditions Which Generate This Code:
i03451782
The Electronic Control Module (ECM) detects the
CID 0172 FMI 04 following conditions:

• The ECM detected an intermittent loss of signal

or a complete loss of signal from the primary
Conditions Which Generate This Code: speed/timing sensor for 2 seconds.

The Electronic Control Module (ECM) detects the • The engine has been running for more than three
following conditions: seconds.

• The signal voltage from the intake manifold air System Response:
temperature sensor is less than 0.2 Volts DC for 196
more than eight seconds. If equipped, the warning light will come on and the
diagnostic code will be logged.
98 SENR9982-03
Troubleshooting Section

The ECM will use the signal from the secondary i03451800
speed/timing sensor.
CID 0247 FMI 12
Possible Performance Effect:

The engine will be derated. If the signal from the

secondary speed/timing sensor is also lost, the Conditions Which Generate This Code:
engine will shut down.
The Electronic Control Module (ECM) detects the
Troubleshooting: following conditions:

This diagnostic code will detect a loss of signal from
the primary speed/timing sensor.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i03451785
CID 0247 FMI 09
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following condition:
• Another controller has incorrectly stopped
transmitting a J1939 speed request (TSC1)
or another controller has incorrectly started
transmitting a J1939 speed request.
System Response:
If equipped, the warning lamp will come on. The
diagnostic code will be logged.
Some system functions may not operate correctly.
Troubleshooting:
This diagnostic code detects an abnormal signal from
the J1939 data link.
Perform the following diagnostic procedure: “CAN
Data Link Circuit - Test”
• There is an unexpected loss of a continuous
J1939 Torque Speed Controller (TSC1) signal on
the J1939 data link.
• The expected continuous TSC1 signal has never
been received on the J1939 data link.
System Response:
If equipped, the warning lamp will come on and the
diagnostic code will be logged.
Engine speed functions that are controlled through
TSC1 will be disabled until the fault is rectif ed and
the keyswitch is cycled through the OFF position and
the ON position.
If there is no secondary throttle, the engine speed will
be reduced to a low idle. If the engine is equipped
with a secondary throttle, the engine speed will
change to the speed that is demanded by the
secondary throttle.
Troubleshooting:
This diagnostic code will detect a loss of signal from
the J1939 data link.
Check the conf guration of the ECM. If the ECM for
the engine has been incorrectly conf gured to expect
a continuous TSC1 signal, remove “Continuous” for
the TSC1 signal on the main “J1939” screen on the
electronic service tool.
Use the OEM information to determine the machine
ECM that provides the continuous speed signal.
Refer to the troubleshooting procedures from the
OEM to diagnose the faulty speed signal.
Results:

Results:
• OK – STOP.

• OK – STOP.

197
SENR9982-03 99
Troubleshooting Section

i02527037 System Response:

CID 0253 FMI 02 If equipped, the warning light will come on. This code
will not be logged.

Possible Performance Effect:

Conditions Which Generate This Code:
The pressure in the fuel rail may be unstable and the
The Electronic Control Module (ECM) detects engine may not run smoothly.
incorrect engine software.
Troubleshooting:
System Response:
Check the timing of the fuel rail pump. Refer to
If equipped, the warning light will come on. Disassembly and Assembly, “Fuel Injection Pump
- Install”.
This diagnostic code is not logged.
Results:
Factory passwords are required to clear this
diagnostic code. • OK – STOP.
Possible Performance Effect:
i03451885
The engine will not start.
CID 0262 FMI 03
Troubleshooting:

The f ash f le in the ECM is from the wrong engine

family. Conditions Which Generate This Code:

Use the electronic service tool to install the correct
f ash f le into the ECM. Refer to the Troubleshooting
Guide, “Flash Programming”.
Perform the following diagnostic procedure: “None”
The Electronic Control Module (ECM) detects the
following conditions:
• The 5 Volt supply is greater than 5.16 Volts DC for
more than one second.

Results: • The ECM has been powered for at least three

seconds.
• OK – STOP.
• Diagnostic code 0168-01 is not active.
i03451880 System Response:
CID 0261 FMI 11 The ECM sets all of the pressure sensors and
temperature sensors to the default values.

Possible Performance Effect:

Conditions Which Generate This Code:
The engine will be derated.
The Electronic Control Module (ECM) detects the
following conditions: Troubleshooting:

• The outputs from the primary speed/timing sensor This diagnostic code will detect an excessively high
and the secondary speed/timing sensor differ by voltage in the 5 Volt supply circuit.
more than 8 crankshaft degrees.
Perform the following diagnostic procedure: “5 Volt
• The engine has been running for more than f ve Sensor Supply Circuit - Test”
seconds.
Results:
• Diagnostic code 0190-08 is not active.
• OK – STOP.
• No 0041 diagnostic codes are active.
198
100 SENR9982-03
Troubleshooting Section

i03451888 • All of the injector trim f les are not loaded into the
ECM. Engine performance and emissions are
CID 0262 FMI 04 affected.

System Response:
Conditions Which Generate This Code: If equipped, the warning light will come on. The fault
is not logged.
The Engine Control Module (ECM) detects the
following conditions: The electronic service tool will display a list of the
condition(s) on the “Active Diagnostics” screen that
• The 5 Volt supply is less than 4.84 Volts DC for must be resolved.
more than one second.
Possible Performance Effect:
• The ECM has been powered for at least three
seconds. The ECM may limit the engine to low idle and/or the
ECM may derate the power. Engine performance and
• Diagnostic code 0168-01 is not active. emissions are affected.
System Response: Troubleshooting:
The ECM sets all of the pressure sensors and Use the electronic service tool to correct parameters
temperature sensors to the default values. that have not been programmed or parameters that
have been incorrectly programmed.
Possible Performance Effect:
Perform the following diagnostic procedure: “Flash
The engine will be derated. Programming”
Troubleshooting: Results:
This diagnostic code will detect an excessively low • OK – STOP.
voltage in the 5 Volt supply circuit.

Perform the following diagnostic procedure: “5 Volt i03452010

Sensor Supply Circuit - Test”
CID 0342 FMI 08
Results:

• OK – STOP. Conditions Which Generate This Code:

i03451930 The Electronic Control Module (ECM) detects the

CID 0268 FMI 02
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects one or
more of the following conditions:
following conditions:
• The signal from the secondary speed/timing sensor
is lost and/or intermittent.
• The signal from the secondary speed/timing sensor
was lost for at least 2 seconds while the signal
from the primary speed/timing sensor remained
valid and the engine was running.

• One or more of the following conf guration • Diagnostic code 0168-01 is not active.
parameters are not programmed. The effect on the
ECM depends on the parameter. • The engine has been running for more than 3
seconds.
• FLS or FTS
• No 0041 diagnostic codes are active.
• Trim codes for the injectors
System Response:
• Engine serial number
199
If equipped, the warning lamp will come on and the
diagnostic code will be logged.
SENR9982-03
Possible Performance Effect:
If the signal from the secondary speed/timing sensor
is lost and the engine is stopped, the engine will not
restart. The performance will not be affected unless
both speed signals are lost. The loss of the signals
from both speed/timing sensors will cause the ECM
to shut down the engine.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i03452020
CID 0526 FMI 05
Conditions Which Generate This Code:
This diagnostic code will only appear if an
electronically controlled wastegate is installed.
The Electronic Control Module (ECM) detects the
following conditions:
• A low current condition in the output from the ECM
to the solenoid for the wastegate regulator
• No 0168 diagnostic codes are active.
System Response:
If equipped, the warning lamp will come on once the
diagnostic code has been active for 30 seconds.
The diagnostic code will be logged. After the derate
has been activated, the electronic service tool will
indicate “Turbo Protection Derate Active”.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
Troubleshooting:
This diagnostic code will detect a fault in the circuit
for the solenoid in the wastegate regulator that is
most likely to be an open circuit.
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test”
Results:
• OK – STOP.
101
Troubleshooting Section
i03452040
CID 0526 FMI 06
Conditions Which Generate This Code:
This diagnostic code will only appear if an
electronically controlled wastegate is installed.
The Electronic Control Module (ECM) detects the
following conditions:
• A high current condition in the output from the ECM
to the solenoid in the wastegate regulator
• No 0168 diagnostic codes are active.
System Response:
If equipped, the warning lamp will come on once the
diagnostic code has been active for 30 seconds.
The diagnostic code will be logged. After the derate
has been activated, the electronic service tool will
indicate “Turbo Protection Derate Active”.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
Troubleshooting:
This diagnostic code will detect a fault in the circuit
for the solenoid in the wastegate regulator. This
problem is most likely to be caused by a high side
short to ground or a low side short to power.
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test”
Results:
• OK – STOP.
i03452044
CID 0526 FMI 07
Conditions Which Generate This Code:
This diagnostic code will only appear if an
electronically controlled wastegate is installed.
This diagnostic code indicates that the intake
manifold pressure is not being controlled correctly.
200 The Electronic Control Module (ECM) will detect the
following conditions:
102
Troubleshooting Section
• The ECM has been powered for more than 4
seconds.
• Diagnostic code 0168-01 is not active.
• No 1785 diagnostic codes are active.
• Diagnostic codes 0526-05 and 0526-06 are not
active.
• No 0262 diagnostic codes are active.
System Response:
If equipped, the warning lamp will come on and the
diagnostic code will be logged.
Possible Performance Effect:
• The engine may not reach top RPM.
• The engine produces excessive black smoke.
• The engine has low power.
Troubleshooting:
This diagnostic code will detect a mechanical
problem in the intake air system. The electronic part
of the control system will be operating correctly.
Perform the following diagnostic procedure: “Systems
Operation, Testing and Adjusting, “Turbocharger -
Inspect””
Results:
• OK – STOP.
i03452060
CID 0774 FMI 02
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a
position for the secondary throttle switch that has not
been def ned.
System Response:
If equipped, the warning lamp will come on. The
diagnostic code will be logged.
Possible Performance Effect:
The engine will use the primary throttle until the fault
is repaired.
If the primary throttle has a fault, the following
conditions will occur:
SENR9982-03
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Perform the following diagnostic procedure: “Throttle
Switch Circuit - Test”
Results:
• OK – STOP.
i03452300
CID 0774 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects one of
the following conditions:
• The ECM has been powered for 3 seconds.
• Diagnostic code 0168-01 is not active.
• No 0262 diagnostic codes are active.
• The setting for the upper diagnostic limit has been
exceeded for 1 second.
System Response:
If equipped, the warning lamp will come on. The
diagnostic code will be logged.
Possible Performance Effect:
The engine will use the primary throttle until the fault
is repaired.
If the primary throttle has a fault, the following
conditions will occur:
201
• The engine will default to the limp home speed.
SENR9982-03
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
Monitor the conf guration screen on the electronic
service tool in order to determine the type of throttle
position sensor that is used on the engine.
If the engine is equipped with an analog secondary
throttle, proceed to “Test Step 1”.
If the engine is equipped with a digital secondary
throttle, proceed to “Test Step 2”.
Test Step 1.
Perform the following diagnostic procedure: “Analog
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
Test Step 2.
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
i03452340
CID 0774 FMI 04
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects one of
the following conditions:
• The ECM has been powered for 3 seconds.
• Diagnostic code 0168-01 is not active.
103
Troubleshooting Section
• No 0262 diagnostic codes are active.
• The setting for the lower diagnostic limit has been
exceeded for 1 second.
System Response:
If equipped, the warning lamp will come on. The
diagnostic code will be logged.
Possible Performance Effect:
The engine will use the primary throttle until the fault
is repaired.
If the primary throttle has a fault, the following
conditions will occur:
• The engine will default to the limp home speed.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home
speed.
• If the engine speed is lower than the limp home
speed, the engine speed will remain at the current
speed.
• The engine will remain at this speed while the
diagnostic code remains active.
• All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
Troubleshooting:
Monitor the conf guration screen on the electronic
service tool in order to determine the type of throttle
position sensor that is used on the engine.
If the engine is equipped with an analog secondary
throttle, proceed to “Test Step 1”.
If the engine is equipped with a digital secondary
throttle, proceed to “Test Step 2”.
Test Step 1.
Perform the following diagnostic procedure: “Analog
Throttle Position Sensor Circuit - Test”
Results:
• OK – STOP.
202
104 SENR9982-03
Troubleshooting Section

Test Step 2. • The engine will remain at this speed while the
diagnostic code remains active.
Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test” • All inputs from the faulty throttle are ignored by the
ECM until the fault is repaired.
Results:
• All inputs from the repaired throttle will be ignored
• OK – STOP. by the ECM until the keyswitch has been turned to
the OFF position and then back to the ON position.
i03454000
Troubleshooting:
CID 0774 FMI 08 Monitor the conf guration screen on the electronic
service tool in order to determine the type of throttle
position sensor that is used for the secondary throttle
Conditions Which Generate This Code: on the engine.

The Electronic Control Module (ECM) detects one of If the engine is equipped with an analog throttle
the following conditions: position sensor, proceed to “Test Step 1”.

If the engine is equipped with a digital throttle position

• The ECM has been powered for 3 seconds. sensor, proceed to “Test Step 2”.
• Diagnostic code 0168-01 is not active.
Test Step 1.
• No 0262 codes are active for the analog sensors.
Perform the following diagnostic procedure: “Analog
• No 0041 codes are active for the digital (PWM) Throttle Position Sensor Circuit - Test”
sensors.
Results:
• Diagnostic codes 0774-03 and 0774-04 are not
active. • OK – STOP.
• The frequency of the signal from the digital (PWM) Test Step 2.
sensor for the secondary throttle is less than 150
Hz for more than 1 second. Perform the following diagnostic procedure: “Digital
Throttle Position Sensor Circuit - Test”
• The frequency of the signal from the digital (PWM)
sensor for the secondary throttle is greater than Results:
1050 Hz for more than 1 second.
• OK – STOP.
System Response:

If equipped, the warning lamp will come on. The i02527056

diagnostic code will be logged.
CID 1743 FMI 02
Possible Performance Effect:

The engine will use the primary throttle until the fault
is repaired. Conditions Which Generate This Code:

The Electronic Control Module (ECM) detects a

If the primary throttle has a fault, the following
conditions will occur: combination of switch positions for the mode switches
that has not been def ned.
• The engine will default to the limp home speed. System Response:
• If the engine speed is higher than the limp home The ECM will return the engine to the last good mode
speed, the engine will decelerate to the limp home
speed. selection or setting.

• If the engine speed is lower than the limp home 203

speed, the engine speed will remain at the current
speed.
SENR9982-03
Possible Performance Effect:
The engine will start and the engine will default to the
previous mode selection. The engine may operate at
reduced speed or reduced power. This will depend
on the mode that is selected.
Perform the following diagnostic procedure: “Mode
Selection Circuit - Test”
Results:
• OK – STOP.
i02527057
CID 1779 FMI 05
Conditions Which Generate This Code:
This diagnostic code indicates that the Electronic
Control Module (ECM) has detected an open circuit
or low current condition in the solenoid for the fuel rail.
System Response:
If equipped, the warning light will come on and the
ECM will log the diagnostic code.
Possible Performance Effect:
An electrical fault may prevent the provision of
pressure to the fuel rail. This may result in the loss
of fuel injection. If the solenoid for the fuel rail pump
fails, it is likely that fuel will not be pumped into the
fuel rail. The engine will stop or the engine will not
start.
Perform the following diagnostic procedure: “Fuel
Rail Pump Solenoid - Test”
Results:
• OK – STOP.
i02527058
CID 1779 FMI 06
Conditions Which Generate This Code:
This diagnostic code indicates that the Electronic
Control Module (ECM) has detected a short circuit or
high current condition in the solenoid for the fuel rail.
204
105
Troubleshooting Section
System Response:
If equipped, the warning light will come on and the
ECM will log the diagnostic code.
Possible Performance Effect:
An electrical fault may prevent the provision of
pressure to the fuel rail. This may result in the loss
of fuel injection. If the solenoid for the fuel rail pump
fails, it is likely that fuel will not be pumped into the
fuel rail. The engine will stop or the engine will not
start.
Perform the following diagnostic procedure: “Fuel
Rail Pump Solenoid - Test”
Results:
• OK – STOP.
i03454040
CID 1785 FMI 03
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• The ECM has been powered for two seconds.
• The signal voltage from the intake manifold
pressure sensor is above 4.95 Volts DC for at least
two seconds.
• This diagnostic code can be caused by an open
circuit or a short to another power source.
System Response:
If equipped, the warning light will be on. The
diagnostic code will be logged.
The data for the intake manifold pressure will be set
to a maximum valid pressure for two seconds. The
ECM will then f ag the intake manifold pressure as
being invalid. A default value is then used for the
intake manifold pressure.
Possible Performance Effect:
For engines with an electronically controlled
wastegate, the current for the wastegate solenoid
will be set to a default value while this code is active.
This will cause the engine to have poor acceleration
but the default setting will prevent any overpressure
in the intake manifold which could be caused by an
overspeed of the turbocharger.
106
Troubleshooting Section
Troubleshooting:
This diagnostic code will detect excessively high
voltage from the intake manifold pressure sensor.
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i03454341
CID 1785 FMI 04
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
• The signal voltage from the intake manifold
pressure sensor is less then 0.2 Volts DC for at
least two seconds.
• The ECM has been powered for two seconds.
• This code can be caused by a short to ground or
a shorted sensor.
• The keyswitch is in the “ON” position so that the
ECM is energized.
System Response:
If equipped, the warning light will come on. The
diagnostic code will be logged.
The data for the intake manifold pressure will be set
to a maximum valid pressure for two seconds. The
ECM will then f ag the intake manifold pressure as
being invalid. A default value is then used for the
intake manifold pressure.
Possible Performance Effect:
For engines with an electronically controlled
wastegate, the current for the wastegate solenoid
will be set to a default value while this code is active.
This will cause the engine to have poor acceleration
but the default setting will prevent any overpressure
in the intake manifold which could be caused by an
overspeed of the turbocharger.
Troubleshooting:
This diagnostic code will detect excessively low
voltage from the intake manifold pressure sensor.
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
SENR9982-03
Results:
• OK – STOP.
i03454360
CID 1785 FMI 10
Conditions Which Generate This Code:
This diagnostic code is designed to detect the loss of
the 5 Volt supply at the sensor connector.
The Electronic Control Module (ECM) detects the
following conditions:
• The engine speed is more than 1000 rpm.
• The intake manifold pressure is within the
acceptable range.
• No 0262 codes for the 5 Volt supply are active.
• Diagnostic code 0168-01 is not active.
System Response:
If equipped, the warning light will come on. The
diagnostic code will be logged.
The ECM will f ag the intake manifold pressure as
being invalid. A default value is used for the intake
manifold pressure.
Note: Any open circuits or short circuits in the signal
wire for the oil pressure may reset this diagnostic.
Possible Performance Effect:
For engines with an electronically controlled
wastegate, the current for the wastegate solenoid
will be set to a default value while this code is active.
This will cause the engine to have poor acceleration
but the default setting will prevent any overpressure
in the intake manifold which could be caused by an
overspeed of the turbocharger.
The engine will be derated.
Troubleshooting:
This diagnostic code will detect the loss of the 5 Volt
supply to the sensor.
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
205
Results:
• OK – STOP.
SENR9982-03 107
Troubleshooting Section

i03454381 The electronic service tool will display “70000 kPa”

next to “Desired Fuel Rail Pressure” and “Actual Fuel
CID 1797 FMI 03 Rail Pressure” on the status screens.

Possible Performance Effect:

Conditions Which Generate This Code: The engine will be derated.
The Electronic Control Module (ECM) detects the Troubleshooting:
following condition:
This diagnostic code detects an excessively low
• The signal voltage for the pressure sensor in the voltage from the fuel rail pressure sensor.
fuel rail is more than 4.8 Volts DC for 0.6 seconds.
Perform the following diagnostic procedure: “Engine
System Response: Pressure Sensor Open or Short Circuit - Test”
If equipped, the warning lamp will come on. The Results:
diagnostic code will be logged.
• OK – STOP.
The electronic service tool will display “70000 kPa”
next to “Desired Fuel Rail Pressure” and “Actual Fuel
Rail Pressure” on the status screens. i03454432

Possible Performance Effect: CID 1834 FMI 02

The engine will be derated.

Troubleshooting: Conditions Which Generate This Code:

This diagnostic code detects an excessively high The Electronic Control Module (ECM) detects the
voltage from the fuel rail pressure sensor. following condition:

Perform the following diagnostic procedure: “Engine The signal from the keyswitch was erratic because
Pressure Sensor Open or Short Circuit - Test” the power from the keyswitch was cycled at least
three times within the last second.
Results:
Note: This code can be generated by rapidly
cycling the keyswitch. Some control modules on
• OK – STOP. the application may require this action in order to
prompt f ash codes. If this occurs, clear the logged
i03454400 diagnostic codes in order to prevent future confusion
or an incorrect diagnosis.
CID 1797 FMI 04
System Response:

If equipped, the warning lamp will come on. The

Conditions Which Generate This Code: diagnostic code will be logged. The ECM will stop
energizing the injector solenoids.
The Electronic Control Module (ECM) detects the
following conditions: Possible Performance Effect:

• No 0262 codes for the 5 Volt supply are active. The engine will shut down.

• Diagnostic code 0168-01 is not active. Troubleshooting:

• The signal voltage for the pressure sensor in the Perform the following diagnostic procedure: “Ignition
fuel rail is less than 0.2 Volts DC for 0.6 seconds. Keyswitch Circuit and Battery Supply Circuit - Test”
System Response: Results:
If equipped, the warning lamp will come on. The • OK – STOP.
diagnostic code will be logged. 206
108 SENR9982-03
Troubleshooting Section

i03454605

CID 2246 FMI 06

Conditions Which Generate This Code:

The Electronic Control Module (ECM) has detected a

high current condition (short circuit) after attempting
to activate the glow plug starting aid.

The ECM detects the following conditions:

• The engine is not cranking.

• The ECM has been powered for at least 1 second.
• There is a high current condition (short circuit) for
more than 2 seconds.

System Response:

If equipped, the warning light will come on. The

diagnostic code will be logged. An ECM that was
previously blank will require a total of 2 hours of
operation before the diagnostic code will be logged.

Possible Performance Effect:

The ECM is unable to activate the relay for the glow

plug starting aid. The glow plugs will not operate or
the glow plugs will operate all the time.

The engine may be diff cult to start in cold

temperatures and the exhaust may emit white smoke.

Troubleshooting:

This diagnostic code detects an excessively high

current in the circuit for the starting aid relay.

Perform the following diagnostic procedure: “Starting

Aid (Glow Plug) Relay Circuit - Test”

Results:

• OK – STOP.

207
SENR9982-03 109
Troubleshooting Section

Troubleshooting with an The event code may represent a fault in the electronic
system. This event code normally indicates high air
Event Code f lter restriction. Refer to Systems Operation, Testing
and Adjusting Manual, “Air Inlet and Exhaust System
- Inspect”.
i02411237

Event Codes Results:

• OK – STOP.

The ECM can log events. Events refer to engine i03455721

operating conditions such as low oil pressure or high
coolant temperature. Logged events usually indicate
a mechanical problem instead of an electronic
system problem.
Note: If a diagnostic code has already been logged
then any associated event code to that fault will not
be logged as well.
i03455720
E172 High Air Filter Restriction
Conditions Which Generate This Code:
This event code will only be generated if the switch for
the air f lter restriction is installed and the customer
programmable feature is enabled.
The Electronic Control Module (ECM) detects a
problem with the air f ow. If the air f ow has been
restricted for more than thirty seconds, the ECM will
generate this code.
Note: This code is generated only when the engine is
running. This event code will become inactive when
the restriction decreases for more than 5 seconds.
System Response:
E194 High Exhaust
Temperature
Conditions Which Generate This Code:
The Electronic Control Module (ECM) monitors the
following parameters in order to estimate the exhaust
temperature:
• Intake manifold air temperature
• Barometric pressure
• Engine speed
High intake manifold air temperature, high altitude
operation, and high engine loads can cause the
exhaust temperature to increase to a level that may
damage the components of the exhaust system.
When this occurs, the ECM derates the engine
in order to reduce the exhaust temperature. This
protects the components of the exhaust system from
damage.
System Response:
If equipped, the warning lamp may come on and the
event code will be logged.

If equipped, the warning lamp will come on. Possible Performance Effect:

The event code will be logged. Engine power is reduced.

Possible Performance Effect: Test Step 1. Determine the Operating

Conditions
E172-1
Determine if the engine was under heavy load or the
A blocked f lter may cause the engine to experience engine is operating at a high altitude.
symptoms such as low power.
Expected Result:
Troubleshooting:
The event occurred because of abnormal engine
This event code detects a restriction in the air intake operation.
system.

208
110 SENR9982-03
Troubleshooting Section

Results: System Response:

• OK – The event occurred because of abnormal If equipped, the warning lamp will come on and the
engine operation. Clear the logged event and event code will be logged.
return the engine to service at a reduced load.
STOP. Possible Performance Effect:

• Not OK – The event indicates an engine fault. If E232-1

the engine is equipped with an air-to-air aftercooler,
proceed to Test Step 2. None

Test Step 2. Check the Air-to-Air Troubleshooting:

Aftercooler (ATAAC) (if equipped)
Refer to Systems Operation, Testing and Adjusting
The intake manifold air temperature can increase manual, “Fuel System - Inspect”.
if the ATAAC is obstructed. Check the f ns of the
ATAAC for obstructions. Results:

Expected Result: • OK – STOP.

The f ns of the ATAAC are obstructed.
i03455820

Results: E360 Low Engine Oil Pressure

• OK – The f ns of the ATAAC are obstructed.
Repair: Clean the f ns of the ATAAC. Clear the Conditions Which Generate This Code:
event. Refer to the OEM manual for the ATAAC.
Return the engine to service. The ECM detects low engine oil pressure under the
following conditions:
STOP.
360-1
• Not OK – The f ns of the ATAAC are clear of
obstructions.
• The engine has been running for at least ten
seconds.
STOP.
• There are no active diagnostic codes for the oil
i03455801 pressure sensor or for the atmospheric pressure
sensor.
E232 High Fuel/Water
Separator Water Level • Engine oil pressure is in the “LEVEL 1” area in
Illustration 19 for eight seconds.

360-2
Conditions Which Generate This Code:
• The engine has been running for at least ten
seconds.
This event code will only be generated if the switch
on the water separator f lter is installed and correctly
wired to the ECM. The feature must be enabled
• There are no active diagnostic codes for the oil
pressure sensor or for the atmospheric pressure
in the customer programmable parameters on the sensor.
electronic service tool.

The Electronic Control Module (ECM) detects a high • Engine oil pressure is in the “LEVEL 2” area in
Illustration 20 for eight seconds.
water level in the fuel f lter if a water level sensor
is installed in the fuel f lter. If the water rises above 360-3
a set level for more than thirty seconds, the ECM
will generate this event code. The code will become
inactive when the switch has been immersed in fuel
• The engine has been running for at least ten
seconds.
for 5 seconds.
209
Note: The code is generated only when the engine
• There are no active diagnostic codes for the oil
pressure sensor or for the atmospheric pressure
is running. sensor.
SENR9982-03 111
Troubleshooting Section

• Engine oil pressure is in the “LEVEL 3” area in

Illustration 21 for four seconds.

g01269384
Illustration 21
Level 3 engine oil pressure versus engine speed
g01269377
Illustration 19
Level 1 engine oil pressure versus engine speed System Response:

360-1

The warning lamp will f ash while the warning is

active.

The Electronic Control Module (ECM) will generate a

46 f ash code that will be displayed via the diagnostic
lamp.

The ECM will generate a E360-1 event code.

The ECM will generate a SPN 100-FMI 17 event

code on the J1939 data link. The event code may be
displayed on a receiving device on the J1939 data
link.

The warning will be cancelled if the oil pressure rises

21 kPa (3 psi) above the set point for 20 seconds.

360-2
g01269382
Illustration 20
The warning lamp will f ash while the event code is
Level 2 engine oil pressure versus engine speed active.

The ECM will generate a 46 f ash code that will be

displayed via the diagnostic lamp.

The ECM will generate a E360-2 event code.

The electronic service tool will display “Engine

Derate” in the f rst “Engine Status” box on any status
screen.

210 The ECM will generate a SPN 100-FMI 18 event

code on the J1939 data link. The event code may be
displayed on a receiving device on the J1939 data
link.
112 SENR9982-03
Troubleshooting Section

The derate will be cancelled if the oil pressure rises • The engine has been running for more than 185
21 kPa (3 psi) above the set point for 20 seconds. seconds.

360-3 • The trip point for the event code for the temperature
of the engine coolant is reached.
The warning lamp will f ash while the event code is
active. • Diagnostic code 0110-03 Engine Coolant
Temperature voltage above normal is not active.
The ECM will generate a 46 f ash code that will be
displayed via the diagnostic lamp. • Diagnostic code 0110-04 Engine Coolant
Temperature voltage below normal is not active.
The ECM will generate a E360-3 event code.
• Diagnostic code 0168-01 Electrical System voltage
The ECM will generate a SPN 100-FMI 01 event low is not active.
code on the J1939 data link. The event code may be
displayed on a receiving device on the J1939 data
link.

Possible Performance Effect:

360-1

Engine operation is not affected.

360-2

The ECM will derate power by 17.0 percent per

second up to a maximum of 100 percent while the
derate is active.

Note: The derate of the engine will only occur if the

“Enable Derate” customer programmable parameter
has been enabled.

360-3

The engine will shut down.

Note: The shutdown of the engine will only occur

if the “Enable Shutdown” customer programmable
parameter has been enabled.

Troubleshooting:

Refer to Troubleshooting, “Low Engine Oil Pressure”.

Results:

• OK – STOP.

i03455840

E361 High Engine Coolant

Temperature

Conditions Which Generate This Code:

The Electronic Control Module (ECM) detects a 211

high engine coolant temperature under the following
conditions:
SENR9982-03 113
Troubleshooting Section

Table 52
Trip Points for the Engine Coolant Temperature
E361-1 E361-2 E361-3
Trip Point 113 °C (233 °F) 114 °C (237 °F) 118 °C (244 °F)
Delay to Activation 10 seconds 10 seconds 2 seconds
Reset Time 4 seconds 20 seconds 20 seconds

System Response: System Response:

If equipped, the warning lamp will come on and the If equipped, the warning lamp will come on and the
event code will be logged. event code will be logged.

Possible Performance Effect: The ECM will reset the event when the engine speed
is lower than 2800 RPM for 0.6 seconds.
E361-1
Possible Performance Effect:
None
E362-1
E361-2
The fuel injection will be disabled until the event has
The ECM will derate the power at one percent per been reset.
second.
Troubleshooting:
Note: The derate of the engine will only occur if the
“Enable Derate” customer programmable parameter This event indicates excessive engine speed. This
has been enabled. event does not represent a fault in the Engine Control
Module (ECM).
E361-3
This event does not represent a fault in the Electronic
The ECM will shut down the engine after two seconds Speed/Timing Sensor.
when the trip point for the engine coolant temperature
has been reached. No troubleshooting is required.

Note: The shutdown of the engine will only occur Results:

if the “Enable Shutdown” customer programmable
parameter has been enabled. • OK – STOP.
Troubleshooting:
i03455900

Refer to Troubleshooting, “Coolant Temperature Is

Too High”.
E396 High Fuel Rail Pressure
Results:
Conditions Which Generate This Code:
• OK – STOP.
The Electronic Control Module (ECM) detects
i03455880 excessive fuel rail pressure under the following
conditions:
E362 Engine Overspeed
• The ECM detects fuel rail pressure that is more
than the pressure that is required for the operating
conditions.
Conditions Which Generate This Code:
• Diagnostic code 0262-03 5 Volt Sensor DC Power
The engine speed is above 3000 RPM for more than Supply voltage above normal is not active.
0.6 seconds.
212
• Diagnostic code 0262-04 5 Volt Sensor DC Power
Note: This event code represents an event. This Supply voltage below normal is not active.
does not represent an electronic system fault.
114
Troubleshooting Section
• Diagnostic code 1797-03 Fuel Rail Pressure
Sensor voltage above normal is not active.
• Diagnostic code 1797-04 Fuel Rail Pressure
Sensor voltage below normal is not active.
• No diagnostic codes are active for the fuel rail
pump.
• No diagnostic codes are active for the fuel injectors.
System Response:
If equipped, the warning lamp will come on and the
event code will be logged.
Possible Performance Effect:
The engine will be derated until the keyswitch is
turned to OFF and then turned to ON.
Troubleshooting:
The event code does not represent a fault in the
electronic system. This event indicates high fuel
pressure. Refer to Systems Operation, Testing and
Adjusting Manual, “Fuel System - inspect”.
A failed relief valve, the fuel pump or an electronic
unit injector may cause the event code to appear.
Results:
• OK – STOP.
i03455920
E398 Low Fuel Rail Pressure
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects low
fuel rail pressure under the following conditions:
• The ECM determines that the expected fuel
rail pressure is lower than the pressure that is
requested by the electronic control system.
• Diagnostic code 0262-03 5 Volt Sensor DC Power
Supply voltage above normal is not active.
• Diagnostic code 0262-04 5 Volt Sensor DC Power
Supply voltage below normal is not active.
• Diagnostic code 1797-03 Fuel Rail Pressure
Sensor voltage above normal is not active.
• Diagnostic code 1797-04 Fuel Rail Pressure
Sensor voltage below normal is not active.
SENR9982-03
• No diagnostic codes are active for the fuel rail
pump.
• No diagnostic codes are active for the fuel injectors.
System Response:
If equipped, the warning lamp will come on and the
event code will be logged.
Possible Performance Effect:
The engine will be derated until the keyswitch is
turned to OFF and then turned to ON.
Troubleshooting:
Low fuel pressure may be caused by the following
problems:
• A fault in the fuel return system
• A fault in the fuel pressure control
• A leak in the high pressure fuel system
• A failed relief valve, the fuel pump or an electronic
unit injector
The event code does not represent a fault in the
electronic system. Refer to Systems Operation,
Testing and Adjusting, “Fuel System - Inspect”.
Results:
• OK – STOP.
i03455980
E539 High Intake Manifold Air
Temperature
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a high
air temperature in the intake manifold under the
following conditions:
• The engine has been running for more than 3
minutes.
• The temperature of the coolant is more than 99 °C
(210 °F) and the intake manifold pressure is more
than 30 kPa (4.35 psi).
• The trip level for the intake manifold air temperature
is reached.
213
• Diagnostic code 0172-03 Intake Manifold Air
Temperature voltage above normal is not active.
SENR9982-03 115
Troubleshooting Section

• Diagnostic code 0172-04 Intake Manifold Air

Temperature voltage below normal is not active.

Table 53
Intake Manifold Air Temperature Trip Level Table
E539-1 E539-2

Turbocharged Engines (T) 139 °C (282 °F) 142 °C (287 °F)

Turbocharged Aftercooled 82 °C (179 °F) 86 °C (186 °F)
Engines (TA)
Delay to Activation 8 seconds 8 seconds
Reset Time 4 seconds 4 seconds

System Response: System Response:

If equipped, the warning lamp will come on and the If equipped, the shutdown lamp and the warning
event code will be logged. lamp will come on.

Possible Performance Effect: The event code will be logged.

E539-1 Possible Performance Effect:

None E2143-3

E539-2 The engine will shut down.

The ECM will derate the power at one percent per Note: Engine shutdown will occur only if the “Enable
second. Shutdown” programmable parameter has been
enabled.
The derate of the engine will only occur if the “Enable
Derate” customer programmable parameter has Troubleshooting:
been enabled.
The event code may represent a fault in the electronic
Troubleshooting: system. This event normally indicates low engine
coolant. Refer to Systems Operation, Testing and
Refer to Troubleshooting, “Intake Air Temperature Adjusting Manual, “Cooling System - Inspect”.
Is Too High”.
Results:
Results:
• OK – STOP.
• OK – STOP.

i03455982

E2143 Low Engine Coolant

Level

Conditions Which Generate This Code:

Note: This event code will only be generated if a

coolant level sensor is installed and the customer
programmable feature has been enabled.

The ECM detects a low coolant level in the engine for 214
more than thirty seconds.
116 SENR9982-03
Troubleshooting Section

Diagnostic Functional • A suspect ECM

Tests
i03456266

5 Volt Sensor Supply Circuit -

Test

System Operation Description:

Use this procedure to troubleshoot the system when

one of the following diagnostic codes is active or
easily repeated:

• 0262-03 5 Volt Sensor DC Power Supply voltage

above normal

• 0262-04 5 Volt Sensor DC Power Supply voltage

below normal

Also, use this procedure to troubleshoot the system

when you have been directed here by another
troubleshooting procedure.

The following background information is related

to this procedure:

The Engine Control Module (ECM) supplies regulated

+5 Volts DC to the following sensors:

• Fuel Rail Pressure Sensor through connector P228

• Intake Manifold Pressure Sensor through
connector P200

• Engine Oil Pressure Sensor through connector

P201

• Analog Throttle Demand Sensors (if equipped)

through P1 OEM connector

The supply for the +5 Volt engine pressure sensor is

routed from the ECM through the P2 connector to
terminal 1 of each pressure sensor connector. The
supply voltage is 5.0 ± 0.16 Volts DC. The +5 Volt
supply to the Analog Throttle Demand Sensor is
routed from the ECM through the P1 connector to
the sensor pins “A”.

The +5 Volt diagnostic code is probably caused by a

short circuit to ground or a short circuit to another
voltage source in the harness.

A diagnostic code can be caused by the following

conditions:

• A short circuit in the harness 215

• A suspect sensor
SENR9982-03 117
Troubleshooting Section

Table 54
P2 Pin Connections
Sensor Pin Function Fuel Rail Pressure Intake Manifold Oil Pressure Sensor
Sensor Pressure Sensor
1 Volts (5 Volts) 48 46 47
2 Ground 40 38 39
3 Signal 51 55 56

Table 55
P1 OEM Connector
Sensor Pin Function Analog Throttle Sensor 1 Analog Throttle
Sensor 2
A 5 Volt Sensor Supply 41 42
B Ground 33 34
C Signal 54 55

g01800518
Illustration 22
Typical example of the schematic for the sensors

216
118 SENR9982-03
Troubleshooting Section

g01173224
Illustration 23
Typical example of the fuel rail pressure sensor
(1) Voltage supply (Vs)
(2) Ground (GND)
(3) Signal (SIG)

g01173225
Illustration 24
Typical example of the intake manifold pressure sensor
(1) Voltage Supply (Vs)
(2) Ground (GND)
(3) Signal (SIG)

g01173226
Illustration 25
Typical example of the oil pressure sensor
(1) Voltage Supply (Vs)
(2) Ground (GND)
(3) Signal (SIG)
217
SENR9982-03 119
Troubleshooting Section

Illustration 26
Typical example of the P2 pressure sensor pin locations
(38) Ground (GND) Intake Manifold Pressure
Sensor
(39) Ground (GND) Oil Pressure Sensor
(40) Ground (GND) Fuel Rail Pressure
Sensor
(46) Voltage supply (5 Volts) Intake Manifold
Pressure Sensor
g01800553
(47) Voltage supply (5 Volts) Oil Pressure (56) Signal (SIG) Oil Pressure Sensor
Sensor
(48) Voltage supply (5 Volts) Fuel Rail
Pressure Sensor
(51) Signal (SIG) Fuel Rail Pressure Sensor
(55) Signal (SIG) Intake Manifold Pressure
Sensor

g01800573
Illustration 27
Typical example of the P1 pin locations for the analog throttle demand sensor
(33) Throttle 1 ground (GND) (41) Throttle 1 voltage supply (5 Volts) (54) Throttle 1 position
(34) Throttle 2 ground (GND) (42) Throttle 2 voltage supply (5 Volts) (55) Throttle 2 position

218
120 SENR9982-03
Troubleshooting Section

g01800596
Illustration 28
Typical example of the schematic for the P1 OEM connections for the analog throttle demand sensors

Test Step 1. Check for Connector Damage Expected Result:

A. Turn the keyswitch to the OFF position. The connectors and the harness should be free of
the following faults: damage, abrasion, corrosion,
B. Check the connectors and the harness for the and incorrect attachment.
following faults:
Results:
• Damage
• OK – Proceed to Test Step 2.
• Abrasion
• Not OK
• Corrosion
Repair: Repair the connectors or the harness
• Incorrect attachment and/or replace the connectors or the harness.

C. Refer to Troubleshooting, “Electrical Connectors Use the electronic service tool in order to clear all
- Inspect”. logged diagnostic codes and then verify that the
repair eliminates the fault.
D. Perform a 45 N (10 lb) pull test on each of the
wires in the harness that are associated with STOP.
the throttle demand sensor. Check the wire
connectors at the following positions: Test Step 2. Check for Active Diagnostic
Codes
• ECM
A. Connect the electronic service tool to the
• Pressure sensors diagnostic connector.

• Throttle pedal B. Turn the keyswitch to the ON position.

The wire connectors are shown in table 54 and
table 55.
E. Check the screws for the ECM connectors for the
correct torque of 5.0 N·m (44 lb in).
219
C. Use the electronic service tool in order to monitor
the diagnostic codes. Check and record any active
diagnostic codes.
Note: Wait at least 15 seconds in order for the
diagnostic codes to become active.
SENR9982-03
Expected Result:
One of the following diagnostic codes is active:
• 0262-03 5 Volt Sensor DC Power Supply voltage
above normal
• 0262-04 5 Volt Sensor DC Power Supply voltage
below normal
Results:
• OK – Diagnostic code 0262-04 is active. Proceed
to Test Step 3.
• OK – Diagnostic code 0262-03 is active. Proceed
to Test Step 6.
• Not OK – Diagnostic codes 0262-04 and 0262-03
are not active. Proceed to Test Step 4.
Test Step 3. Disconnect the Sensors
A. Turn the keyswitch to the ON position.
B. Use the electronic service tool in order to monitor
the diagnostic codes.
C. Disconnect the pressure sensors one at a time. If
the analog throttle demand sensors are installed,
then disconnect the throttle sensors one at a time.
Wait for 30 seconds after each of the sensors is
disconnected.
Note: Diagnostic code 0262-04 will become inactive
when the sensor that caused the 5 Volt diagnostic
code is disconnected.
D. Ensure that all the pressure sensors and the
throttle demand sensors (if equipped) are
disconnected.
Expected Result:
The 5 Volt diagnostic code is not active when all of
the sensors are disconnected.
Results:
• OK – The 5 Volt diagnostic code is not active when
all of the sensors are disconnected.
Repair: Reconnect all of the sensors except the
suspect sensor.
Proceed to Test Step 4.
• Not OK – Diagnostic code 0262-04 is still active.
Repair: Leave all of the sensors disconnected.
220
Proceed to Test Step 5.
121
Troubleshooting Section
Test Step 4. Install a New Sensor
A. Remove the connector from the suspect sensor
and connect the connector to a replacement
sensor. Do not install the replacement sensor to
the engine.
B. Use the electronic service tool in order to monitor
the diagnostic codes.
Expected Result:
Diagnostic codes 0262-03 and 0262-04 are not
active.
Results:
• OK – The 5 Volt diagnostic code is not active.
Repair: Use the electronic service tool in order
to clear all logged diagnostic codes. Remove the
suspect sensor and then install the replacement
sensor. Connect the connector to the sensor.
Verify that the repair eliminates the fault.
STOP.
• Not OK – The 5 Volt diagnostic code is still active.
Repair: Do not use the new sensor.
Proceed to Test Step 5.
Test Step 5. Disconnect the ECM
Connector and Check for Active
Diagnostic Codes
A. Turn the keyswitch to the OFF position.
B. Connect the electronic service tool to the
diagnostic connector.
C. Check the ECM connectors for corrosion and
moisture.
D. Disconnect the P2 ECM connector from the ECM.
E. If a P1:41 is installed, then temporarily disconnect
the pin. If a P1:42 is installed, then temporarily
disconnect the pin.
F. Reconnect the P1 connector to the ECM.
G. Turn the keyswitch to the ON position.
H. Check for active diagnostic codes on the electronic
service tool.
Note: A “voltage high” diagnostic code (open circuit)
should be active for all of the following sensors:
• Engine pressure sensors
122
Troubleshooting Section
• Engine temperature sensors
• Analog throttle demand sensors (if equipped)
Expected Result:
Diagnostic code 0262-04 is not active. A “voltage
high” diagnostic code (open circuit) is active for all of
the engine pressure sensors, temperature sensors
and throttle demand sensors (if equipped).
Results:
• OK – Diagnostic code 0262-04 is not active.
Repair: Replace all wires to the original
conf guration.
Proceed to Test Step 6.
• Not OK – The 5 Volt diagnostic code is still active.
Repair: Perform the following repair:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 6. Measure the +5 Volt Supply
to the Sensor
A. Turn the keyswitch to the ON position.
Note: All the pressure sensors and the analog
throttle demand sensors (if equipped) should be
disconnected.
221
SENR9982-03
B. Measure the voltage between terminal 1 (Pressure
sensor +5 Volts) and the engine ground for each
of the pressure sensors.
C. Measure the voltage between terminal A (analog
throttle demand sensors +5 Volts) and the engine
ground for each of the analog throttle demand
sensors.
Expected Result:
The voltage is 5.0 ± 0.16 Volts DC.
Results:
• OK – The +5 Volt supply is within the expected
range. Proceed to Test Step 7.
• Not OK – The voltage is greater than 5.16 Volts
DC.
Repair: Check the +5 Volt supply wire for a short
to a higher voltage source.
Repair the +5 Volt supply wire and/or replace the
+5 Volt supply wire.
Verify that the repair eliminates the fault.
STOP.
• Not OK – The voltage is less than 4.84 Volts DC.
Repair: Check the +5 Volt supply wire for a short
to ground.
Repair the +5 Volt supply wire and/or replace the
+5 Volt supply wire.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 7. Perform the “Wiggle Test”
on the Electronic Service Tool
A. Select the “Wiggle Test” from the diagnostic tests
on the electronic service tool.
B. Choose the appropriate group of parameters to
monitor.
C. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent faults.
If an intermittent fault exists, the status will be
highlighted and an audible beep will be heard.
SENR9982-03 123
Troubleshooting Section

Expected Result: The sensor receives +5 Volt DC power from the

ECM. The sensor will produce a raw signal voltage
No intermittent faults were indicated during the that will alter between low idle and high idle. The
“Wiggle Test”. voltage is changed into a throttle position within the
range 0% to 100% by the ECM.
Results:
The sensor senses the speed requirement from the
• OK – No intermittent faults were found. The throttle position. A second sensor may override this
harness and connectors appear to be OK. If you speed requirement from the f rst sensor. This override
were sent from another procedure, return to the will be subject to an input from either the SAE J1939
procedure and continue testing. If this test has (CAN), or from the PTO controls.
resolved the fault, return the engine to service.
STOP. Use the electronic service tool in order to check the
input status.
• Not OK – At least one intermittent fault was
indicated. Table 56
P1 Pin Connections
Repair: Repair the harness or the connector.
Function Throttle 1 Throttle 2
Use the electronic service tool in order to clear all +5 Volt Supply 41 42
logged diagnostic codes and then verify that the
repair eliminates the fault. Sensor Ground 33 34
Throttle Position 54 55
STOP. Input
Idle Validation 45 44
i03456601

Analog Throttle Position

Sensor Circuit - Test

System Operation Description:

Use this procedure if another procedure has directed

you here. Use this procedure if any of the following
diagnostic codes are active:

• 0091-03 Throttle Position Sensor voltage above

normal

• 0091-04 Throttle Position Sensor voltage below

normal

• 0774-03 Secondary Throttle Position Sensor

voltage above normal

• 0774-04 Secondary Throttle Position Sensor

voltage below normal

The diagnostic codes above relate to an analog

sensor. Use this procedure only if the analog sensor
is a variable resistance potentiometer sensor.

The sensor is most likely to be mounted on the

throttle pedal. The sensor is attached directly to the
throttle assembly. The sensor provides an output
voltage to the Electronic Control Module (ECM). The
sensor output voltage will vary with the position of
the throttle. Foot operated or hand operated throttle 222
assemblies are available.
124 SENR9982-03
Troubleshooting Section

g01800755
Illustration 29
Schematic of the analog throttle demand sensors

g01800768
Illustration 30
Typical view of the pin locations on the P1 connector
(33) Sensor Ground (GND) (41) Sensor supply (5 Volt DC) (54) Analog throttle input 1
(34) Sensor Ground (GND) (42) Sensor supply (5 Volt DC) (55) Analog throttle input 2

Test Step 1. Check for Connector Damage
A. Turn the keyswitch to the OFF position.
B. Check the connectors and the harness for the
following faults: damage, abrasion, corrosion, and
incorrect attachment.
C. Refer to Troubleshooting, “Electrical Connectors
- Inspect”.
223
D. Perform a 45 N (10 lb) pull test on each of the
wires in the harness that are associated with
the throttle demand sensor. Check the wire
connectors at the ECM and at the throttle pedal.
The wire connectors are shown in table 56.
E. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
SENR9982-03
Expected Result:
The connectors and the harness should be free of
the following faults: damage, abrasion, corrosion,
and incorrect attachment.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 2. Check for active Diagnostic
Codes.
A. Turn the keyswitch to the ON position.
B. Use the electronic service tool to check for
diagnostic codes.
Expected Result:
RESULT 1 The electronic service tool displays the
following active diagnostic codes or recently logged
diagnostic codes:
• 91-3 Throttle Position Sensor voltage above normal
• 91-4 Throttle Position Sensor voltage below normal
• 774-3 Secondary Throttle Position Sensor voltage
above normal
• 774-4 Secondary Throttle Position Sensor voltage
below normal
RESULT 2 The electronic service tool displays no
active diagnostic codes:
Results:
• Result 1 – Proceed to Test Step 3.
• Result 2 – Proceed to Test Step 5.
Test Step 3. Check the Throttle Position
with the Electronic Service Tool
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position. Do not start
the engine.
125
Troubleshooting Section
C. Observe the throttle position reading on the
electronic service tool.
D. Slowly depress the throttle and release the throttle.
Expected Result:
The output should increase when the throttle pedal is
depressed.
The output should be between “20 percent” and “27
percent” at the low idle position. The output should
be between “80 percent” and “87 percent” at the high
idle position.
Results:
• OK – The sensor is operating correctly. Proceed
to Test Step 4.
• Not OK – The ECM is not receiving a correct
signal from the sensor. Proceed to Test Step 5.
Test Step 4. Check the Throttle Selection
Status with the Electronic Service Tool
A. Check the status of the throttle selection switch (if
equipped). Use the electronic service tool in order
to check the status of the throttle selection switch.
Expected Result:
If the status of the throttle selection switch is shown
in the OFF position, then the throttle 1 has control of
the engine speed.
If the throttle selection switch status is shown in the
ON position, then the throttle 2 has control of the
engine speed.
The throttle may be overridden by using the SAE
J1939 (CAN) data link or the set speed control.
Results:
• OK – The throttle demand switch is operating
correctly.
Repair: There may be an intermittent fault. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – The wrong throttle is selected. Change
to the other throttle. There may be a fault with the
selector switch input.
Repair: Check the connections between the
throttle selection switch and P1:47 and P1:35.
Refer to Troubleshooting, “Electrical Connectors
224 - Inspect”.
STOP.
126
Troubleshooting Section
Test Step 5. Check the Voltage at the
Sensor
A. Turn the keyswitch to the OFF position.
B. Install a breakout “T” with 3 terminals to the
sensor.
C. Turn the keyswitch to the ON position.
D. Measure the voltage between terminal “A” and
terminal “B” on the breakout “T”.
Expected Result:
The supply voltage should be between 4.84 Volts DC
and 5.16 Volts DC.
Results:
• OK – The supply voltage is reaching the sensor.
Proceed to Test Step 6.
• Not OK – The supply voltage is not reaching the
sensor.
Repair: Refer to Troubleshooting, “5 Volt Sensor
Supply Circuit - Test”.
STOP.
Test Step 6. Check the Position of Sensor
A. Turn the keyswitch to the OFF position.
B. Install a breakout “T” with 3 terminals to the
sensor.
C. Turn the keyswitch to the ON position.
D. Measure the voltage between terminal “C” and
terminal “B” on the breakout “T”.
E. Observe the voltage while the engine speed
control is moved from the minimum to the
maximum position.
Expected Result:
The voltage should vary between 1.5 Volts DC and
4.4 Volts DC when the speed control is moved from
the minimum to the maximum position.
Results:
• OK – The throttle demand sensor is operating
correctly. Proceed to Test Step 7.
• Not OK – The throttle demand sensor is faulty.
Proceed to Test Step 8.
225
SENR9982-03
Test Step 7. Check the Sensor at the ECM
A. Turn the keyswitch to the OFF position.
B. Remove the P1 connector.
C. Temporarily remove the pin from P1:54.
D. Reconnect P1 connector.
E. Connect the red probe of a multimeter to the
removed pin and the black probe of a multimeter
to P1:33.
F. Turn the keyswitch to the ON position.
G. Use the multimeter to display the output voltage
of the sensor while the engine speed control is
moved from the minimum position to the maximum
position.
H. Turn the keyswitch to the OFF position.
I. Remove the P1 connector.
J. Reconnect P1:54.
K. Reconnect the P1 connector.
Expected Result:
The output from the throttle demand sensor is 0.5
Volts or less with the sensor slot in the released
position.
The output from the throttle demand sensor is 4.5
Volts or more with the sensor slot in the advanced
position.
Results:
• OK – The ECM terminals have the correct voltage
for the sensor.
Repair: Check for the correct supply voltage at the
ECM. If the voltage is correct, then perform the
following procedure.
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
SENR9982-03 127
Troubleshooting Section

5. If the fault is resolved with the test ECM,

reconnect the suspect ECM.

6. If the fault returns with the suspect ECM,

replace the ECM.

7. Use the electronic service tool in order to clear

all logged diagnostic codes and then verify that
the repair eliminates the fault.

STOP.

• Not OK – There is a fault in the harness or the

connectors between the sensor and the ECM.
Check all of the connections between the ECM and g01170753
the sensor. Repair the damaged cables or replace Illustration 32
the damaged cables. Use the electronic service Throttle block assembly
tool in order to clear all logged diagnostic codes (1) Mounting screw holes
and then verify that the repairs have eliminated the (2) Sensor drive slot
fault. STOP. (3) Sensor mounting face

Test Step 8. Remove the Sensor from the A. Turn the keyswitch to the OFF position.
Engine Speed Control Assembly
B. Record the position of the sensor before removing
the sensor.

C. Remove the sensor from the housing and inspect

the cables for signs of wear.

D. Connect a multimeter to terminal “C” and terminal

“B” on the breakout “T”.

E. Turn the keyswitch to the ON position.

F. Record the signal voltage of the sensor with the

sensor slot in the released position.

G. Record the signal voltage of the sensor with the

sensor slot in the advanced position.

Expected Result:

The output from the sensor is 0.5 Volts DC or less

with the sensor slot in the released position.
g01170704
Illustration 31 The output from the sensor is 4.5 Volts DC or more
Throttle pedal assembly with the sensor slot in the advanced position.
(1) Sensor mounting face
(2) Sensor drive key Results:
(3) Mounting screw holes
• OK
Repair: The operation of the sensor is correct.
The fault is caused by the foot pedal or the lever
assembly. Adjust the assembly or replace the
assembly.

Verify that the repairs have eliminated the fault.

STOP.
226
• Not OK – The sensor is faulty.
128 SENR9982-03
Troubleshooting Section

Repair: Replace the sensor.

Use the electronic service tool in order to clear all

logged diagnostic codes and then verify that the
repair has eliminated the fault.

STOP.

i03458200

CAN Data Link Circuit - Test

System Operation Description:

Use this procedure under the following

circumstances:

Use this procedure if another procedure has directed

you here. Use this procedure if any of the following
diagnostic codes are active:

• 0247-09 SAE J1939 Data Link abnormal update

rate

• 0247-12 SAE J1939 Data Link failure

The following background information is related
to this procedure:

The CAN Data Link is also known as J1939 Data Link.

The data link is an industry standard for sending data
between different devices in the same application.

High speed data is transfered via the data link.

The data link cannot be accurately tested without
complicated equipment. The data link requires a
resistance of 60 Ohms between the two wires to
correctly transmit the data. This resistance is made
up of two 120 Ohm resistors. The two resistors are
known as “Terminating Resistors”. The terminating
resistors should be at opposite ends of a data link
network. If this resistance is not present, then the
data will be intermittent or completely unreadable.

Note: The wiring for the J1939 data link is a shielded

twisted pair cable. If the wiring is damaged the
replacement type must be shielded twisted pair cable.

227
SENR9982-03 129
Troubleshooting Section

g01801898
Illustration 33
Typical example of the schematic for the CAN data link

g01801913
Illustration 34
Typical view of the P1 connector pin locations
(20) CAN- (21) CAN+ (22) CAN Shield

Test Step 1. Inspect Electrical Connectors
and Wiring
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the harness connector P1/J1
and any other connectors in the CAN data link
circuit.
C. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the CAN data link.
Refer to Illustration 34.
D. Check the harness for abrasion and pinch points
from the keyswitch to the ECM.
Expected Result:

Refer to Troubleshooting, “Electrical Connectors - All connectors, pins and sockets should be completely
Inspect” for details. coupled and/or inserted. The harness should be free
228 of corrosion, abrasion and/or pinch points.
130
Troubleshooting Section
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors and/or the wiring, or replace
the connectors and/or the wiring. Ensure that all of
the seals are correctly in place and ensure that the
connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 2. Check the Data Link
Terminating Resistance
A. Disconnect the P1 connector from the ECM.
B. Measure the resistance between P1:20 and P1:21.
Expected Result:
The resistance is between 50 and 70 Ohms.
Results:
• Result 1 – The resistance is between 50 and 70
Ohms. This is the correct resistance. The fault may
be in the connection to other devices on the data
link. Proceed to Test Step 3.
• Result 2 – The resistance is less than 50 Ohms.
There is a short circuit in the harness.
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all of the seals are correctly in place
and ensure that the connectors are completely
coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Result 3 – The resistance is between 110 and 130
Ohms. One of the terminating resistors may have
failed.
Repair: Locate the two terminating resistors and
remove the two terminating resistors from the
harness. Depending on the application, one or both
of the terminating resistors may be located in other
ECM's on the data link.
SENR9982-03
Measure the resistance of the two terminating
resistors.
If one of the terminating resistors is incorrect,
replace the faulty terminating resistor.
If the two terminating resistors are between 50 and
70 Ohms, proceed to Test Step 4.
• Result 4 – The resistance is greater than 150
Ohms. There may be a break in the harness.
Proceed to Test Step 3.
Test Step 3. Check the Data Link Wiring
A. Disconnect each of the connectors that connect
other devices on the data link.
B. Use a multimeter in order to measure the
resistance between P1:20 to each of the CAN+
pins that connect other devices on the data link.
C. Use a multimeter in order to measure the
resistance between P1:21 to each of the CAN-
pins that connect other devices on the data link.
D. Use a multimeter in order to measure the
resistance between P1:22 to each of the CAN
SHIELD pins that connect other devices.
Expected Result:
The resistance of each wire is less than 2 Ohms.
Results:
• OK – The resistance is less than 2 Ohms. Proceed
to Test Step 4.
• Not OK – Some resistances are greater than 2
Ohms.
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all seals are correctly in place and
ensure that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 4. Check the other Devices on
the J1939 Data Link
A. Use the appropriate service tools in order to
diagnose other devices on the data link.
229 Expected Result:
The other devices are working correctly.
SENR9982-03 131
Troubleshooting Section

Results: The version of the ECM is not recognized and the

• OK – The other devices are operating correctly.
Restart the diagnostic process. STOP.
• Not OK – The other devices are not working
correctly.
Repair: Use the appropriate service tools in order
to diagnose other devices on the data link.
integrity of the changed parameters and displayed
data is not guaranteed.
This message will indicate that the version of the
software that is in the electronic service tool is not
the same version of the software that is in the ECM.
Install the latest version of the electronic service tool
software in order to rectify the fault.

Use the electronic service tool in order to clear all

logged diagnostic codes and then verify that the
repair eliminates the fault.

STOP.

i03458241

Data Link Circuit - Test

System Operation Description:

Use this procedure under the following

circumstances:

Use this procedure if the electronic service tool will

not communicate with the Electronic Control Module
(ECM) through the data link.

The following background information is related

to this procedure:

The data link is the standard data link that is used by

the ECM in order to communicate with the electronic
service tool.

The ECM provides multiple connections for the data

link. The technician must ensure that the correct
connector is being tested. The connection that is
used is dependent on the application.

If the diagnostic connector is on the engine, the

positive data link signal will be from P2:21 to J23:D.
The negative data link signal will be from P2:20 to
J23:E.

If the diagnostic connector is off the engine, the

positive data link signal will be from P1:23 to “J23:D”
of the diagnostic connector. The negative data link
signal will be from P1:24 to “J23:E” of the diagnostic
connector.

The following information refers to the pin number.

Ensure that the correct connector is used.

Communication
230
The electronic service tool may indicate the following
error message:
132 SENR9982-03
Troubleshooting Section

g01801933
Illustration 35
Schematic of the diagnostic connector

g01801995
Illustration 36
Typical view of the pin locations on the P1 connector
(23) Data link + (24) Data link -

231
SENR9982-03 133
Troubleshooting Section

g01801993
Illustration 37
Typical view of the pin locations on the P2 connector
(20) Data link - (21) Data link +

Test Step 1. Inspect Electrical Connectors Repair: Perform the following repair:
and Wiring
Repair the connectors and/or the harness, or
A. Thoroughly inspect the following electrical replace the connectors and/or the harness. Ensure
connectors: that all of the seals are correctly in place and
ensure that the connectors are completely coupled.
• P2/J2 ECM connector
Use the electronic service tool in order to clear all
• P1/J1 ECM connector logged diagnostic codes and then verify that the
repair eliminates the fault.
• J23 diagnostic connector
STOP.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details. Test Step 2. Determine the Type of Fault
on the Data Link
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connectors that are associated A. Connect the electronic service tool to the
with the data link. diagnostic connector that is on the engine harness
or on the application.
C. Check the screw for the ECM connectors for
correct torque of 5.0 N·m (44 lb in). B. Turn the keyswitch to the ON position.

D. Check the harness for abrasion and pinch Expected Result:

points from the wires that connect the diagnostic
connector to the ECM.
Expected Result:
All connectors, pins and sockets should be completely
coupled and/or inserted. The harness should be free
of corrosion, abrasion and/or pinch points.
Results:
The power lamp should illuminate on the
communications adapter. The power lamp on the
communications adapter may illuminate when the
keyswitch is in any position.
Results:
• OK – The communications adapter is currently
receiving the correct voltage.

• OK – Proceed to Test Step 2. 232

• Not OK
134
Troubleshooting Section
Repair: If you are redirected to this step from
“Check the wiring of the Diagnostic Connector”and
if a jumper wire has been installed between pin
“A” on the diagnostic connector and the positive
terminal on the battery and if a jumper wire has
been installed between pin “B” on the diagnostic
connector and the negative terminal on the battery,
remove the jumper wires and then repair the
harness. If the harness cannot be repaired, replace
the harness.
Proceed to Test Step 5.
• Not OK – The communications adapter is not
receiving the correct voltage. Proceed to Test Step
3.
Test Step 3. Check the Wiring of the
Diagnostic Connector
g01801997
Illustration 38
Typical view of the diagnostic connector from the wire side
(A) Switched battery +
(B) Battery ground (GND)
(D) Data link +
(E) Data link -
A. If the communications adapter is connected to
the diagnostic connector on the engine, ensure
that pin “A” and pin “B” are wired on the engine
harness side of the connector.
Expected Result:
The pins are wired.
Results:
• OK – The harness is fully wired. Proceed to Test
Step 4.
• Not OK – The data link connector power
connections are not wired.
Repair: Fabricate a jumper wire in order to connect
pin “A” of the diagnostic connector to battery+ and
pin “B” to the battery-.
Proceed to Test Step 2.
SENR9982-03
Test Step 4. Check the Battery Voltage at
the Diagnostic Connector
A. Turn the keyswitch to the ON position.
B. Use a multimeter in order to measure the voltage
from pin A (battery+) and pin B (ground) of the
diagnostic connector.
Expected Result:
The voltage is between 22.0 Volts DC and 27.0 Volts
DC for a 24 Volt system and between 11.0 Volts DC
and 13.5 Volts DC for a 12 Volt system.
Results:
• OK – The diagnostic connector is currently
receiving the correct voltage. Proceed to Test Step
5.
• Not OK – The diagnostic connector is not receiving
the correct voltage.
Repair: Refer to Troubleshooting, “Engine Wiring
Information”.
Proceed to Test Step 2.
Test Step 5. Check the Data Link
Connections
A. Turn the keyswitch to the OFF position.
B. Disconnect the communications adapter from the
diagnostic connector.
C. If the diagnostic connector is installed on the
application, disconnect P1 OEM connector from
connector J1. Check the resistance between
P1:23 and diagnostic pin “D”. If the diagnostic
connector is installed on the engine, disconnect
P2 from connector J2. Check the resistance
between P2:21 and diagnostic pin “D”.
D. If the diagnostic connector is installed on the
application, check the resistance between P1:24
and diagnostic pin “E”. If the diagnostic connector
is installed on the engine, check the resistance
between P2:20 and diagnostic pin “E”.
Expected Result:
The resistance that is measured is less than 10
Ohms.
Results:
233
• OK – The resistance is less than 10 Ohms.
Proceed to Test Step 6.
SENR9982-03 135
Troubleshooting Section

• Not OK – The resistance is greater than 10 Ohms.
Repair: Perform the following repair:
Repair the connectors and/or the harness, or
replace the connectors and/or the harness. Ensure
that all of the seals are correctly in place and
ensure that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 6. Change the Components of
the Electronic Service Tool
A. If another electronic engine is available, connect
the electronic service tool to the other engine.
Ensure that the same cables are used.
B. Turn the keyswitch to the ON position. Determine
if the electronic service tool operates correctly on
the other engine.
C. If another engine is not available, obtain a
replacement communications adapter and a
replacement set of electronic service tool cables.
Ensure that the set of electronic service tool
cables are a complete set.
D. Install the replacement communications adapter
and electronic service tool cables and connect to
the diagnostic connector.
E. Turn the keyswitch to the ON position.
Result 2 A different electronic service tool works on
the original engine while the engine is being tested.
Results:
• Result 1 – Proceed to Test Step 7.
• Result 2
Repair: Send the faulty electronic service tool for
repairs.
STOP.
Test Step 7. Connect the Electronic
Service Tool and the ECM to another
Battery
Batteries give off f ammable fumes which can ex-
plode.
To avoid injury or death, do not strike a match,
cause a spark, or smoke in the vicinity of a battery.
NOTICE
Do Not connect the Bypass Harness to the battery un-
til the in-line fuse has been removed from the +Battery
line. If the fuse is not removed before connection to the
battery a spark may result.
Note: Refer to Troubleshooting, “Electronic Service
Tools” for details of the bypass harness.

F. If changing the communications adapter or the

electronic service tool cables allows the electronic
service tool to operate correctly, use the following
procedure:

a. Replace the components from the old set of

electronic service tool cables into the new set
of cables that operate. Replace one component
at a time.

b. Apply power to the electronic service tool after

each of the components is replaced. Use this
method to f nd the faulty component.

G. If changing the electronic service tool cables does

not allow the electronic service tool to operate
correctly, connect another electronic service tool.

H. Turn the keyswitch to the ON position.

Expected Result:

Result 1 The original electronic service tool works 234

on another engine.
136 SENR9982-03
Troubleshooting Section

g01802000
Illustration 39
Schematic of the bypass harness connector

235
SENR9982-03 137
Troubleshooting Section

g01802213
Illustration 40
Typical view of the pin locations on the P1 connector for the diagnostic and data link connectors
(1) Battery ground (GND) (9) Battery ground (GND) (21) J1939 (CAN) -
(2) Battery ground (GND) (10) Battery ground (GND) (23) Data link +
(3) Battery ground (GND) (15) Battery + (24) Data link -
(7) Battery + (16) Battery + (40) Keyswitch
(8) Battery + (20) J1939 (CAN) +

A. Connect the battery wires from the bypass 4. Use the electronic service tool to recheck the
harness of the electronic service tool to a different system for active diagnostic codes.
battery that is not on the engine.
5. If the fault is resolved with the test ECM,
Expected Result: reconnect the suspect ECM.

The electronic service tool is operating correctly. 6. If the fault returns with the suspect ECM,
replace the ECM.
Results:
7. Use the electronic service tool in order to clear
• Yes all logged diagnostic codes and then verify that
the repair eliminates the fault.
Repair: Refer to Troubleshooting, “Engine Wiring
Information”. STOP.

STOP.
i03458641

• No Digital Throttle Position

Repair: Perform the following repair: Sensor Circuit - Test
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”. System Operation Description:

2. Contact the Technical Help Desk. Use this procedure under the following situation:

Note: This consultation can greatly reduce the repair Use this procedure if any of the following diagnostic
time. codes are indicated:

3. If the Technical Help Desk recommends the • 0041-03 8 Volt DC Supply voltage above normal
use of a test ECM, install a test ECM. Refer to 236
Troubleshooting, “Replacing the ECM”. • 0041-04 8 Volt DC Supply voltage below normal
138 SENR9982-03
Troubleshooting Section

• 0091-08 Throttle Position Sensor abnormal

frequency, pulse width, or period

Also, use this procedure if the digital throttle position

sensor is suspected of improper operation.

Digital Throttle Position Sensor

The digital throttle position sensor is used to provide

a digital throttle position signal to the Engine Control
Module (ECM). The 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 digital throttle position sensor is most likely to be

attached directly to the throttle pedal assembly. The
digital throttle position sensor requires no adjustment.

The digital throttle position sensor will produce a duty

cycle of 10 to 22 percent at low idle and 75 to 90
percent when the throttle pedal is fully depressed.
The percent of duty cycle is translated in the ECM
into a throttle position of 3 to 100 percent.

The digital throttle position sensor is powered by

the ECM supply voltage (+8 Volts DC). The supply
voltage is from the J1:43 to terminal “A” of the digital
throttle position sensor connector.

If the application is using the ECM dedicated PTO

functions, the digital throttle position sensor will be
ignored while the engine is in PTO mode.

The ECM is in PTO mode if the “PTO ON/OFF Switch”

is ON. This can be checked with the electronic
service tool. Refer to Troubleshooting, “PTO Switch
Circuit - Test” for testing if the PTO is being used.

g01802294
Illustration 41
Typical schematic of the digital throttle position sensor

237
SENR9982-03 139
Troubleshooting Section

g01802315
Illustration 42
Typical example of the pin locations on the P1 connector
(33) Sensor return (43) Sensor supply (8 Volts) (53) Sensor input

Test Step 1. Inspect Electrical Connectors
and Wiring
A. Inspect the P1/J1 connector, OEM harness and
the OEM connectors. Thoroughly inspect the
digital throttle 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 digital throttle position sensor:
Repair: Perform the following repair:
Repair the connectors or the harness and/or
replace the connectors or the harness. Ensure that
all of the seals are correctly in place and ensure
that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.

• P1:33 Test Step 2. Check for Active Diagnostic

Codes
• P1:43
A. Connect the electronic service tool to the
• P1:53 diagnostic connector.

C. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
D. Check the harness for abrasion and pinch points
from the digital throttle position sensor to the ECM.
B. Turn the keyswitch to the ON position.
C. Monitor the active diagnostic code screen on the
electronic service tool. Check and record active
diagnostic codes.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness is free of
corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

238
• Not OK
140
Troubleshooting Section
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 throttle pedal is fully depressed. This is
normal. After some cycling of the throttle 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 throttle 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.
Expected Result:
Result 1 Diagnostic code 0091-08 is active.
Result 2 Diagnostic code 0041-03 is active.
Result 3 There are no active diagnostic codes that
are related to the digital throttle pedal position sensor
circuit at this time, but a fault is suspected with
operation of the digital throttle position sensor circuit.
Results:
• Result 1 – Proceed to Test Step 3.
• Result 2 – Proceed to Test Step 5.
• Result 3 – Proceed to Test Step 3.
Test Step 3. Check the Duty Cycle of the
Digital Throttle Position Sensor
A. Verify that the keyswitch is in the ON position.
B. Monitor the duty cycle of the throttle sensor on the
“Throttle Display” screen of the electronic service
tool.
Expected Result:
The duty cycle is between 10 and 22 percent with the
throttle pedal assembly in the low idle position, and
the duty cycle is between 75 and 90 percent with the
throttle pedal assembly in the high idle position.
Results:
• OK – The digital throttle position sensor is
operating correctly. Proceed to Test Step 6.
SENR9982-03
• Not OK – The digital throttle position sensor circuit
is not operating correctly. Proceed to Test Step 4.
Test Step 4. Check the Supply Voltage at
the Digital Throttle Position Sensor
A. Turn the keyswitch to the OFF position.
B. Install a breakout “T” with 3 terminals at the digital
throttle position sensor connector J403/P403.
C. Turn the keyswitch to the ON position.
D. Measure the voltage at terminal “A” (+8 Volts
DC) with reference to terminal “B” (digital throttle
position sensor ground).
Expected Result:
The measured voltage is between 7.5 Volts DC and
8.5 Volts DC for the digital throttle position sensor.
Results:
• OK – Proceed to Test Step 8.
• Not OK – The sensor is not receiving the correct
voltage. Proceed to Test Step 5.
Test Step 5. Monitor the Electronic
Service Tool while the Digital Throttle
Position Sensor is Being Disconnected
A. Access the active diagnostic code screen on
the electronic service tool. Ensure that one of
the following diagnostic code is active before
proceeding:
• 41-3
• 41-4
B. Monitor the active diagnostic code screen while
the digital throttle position sensor is being
disconnected and reconnected.
Expected Result:
One of the following diagnostic codes is still active
after the digital throttle position sensor has been
disconnected:
• 41-3
• 41-4
Results:
• OK – Ensure that the digital throttle position
sensor has been reconnected before continuing.
239 Proceed to Test Step 7.
• Not OK
SENR9982-03
Repair: Perform the following diagnostic
procedure:
Temporarily install another digital throttle position
sensor. Use the electronic service tool in order
to check for an active +8 Volt diagnostic code.
Replace the digital throttle position sensor if both
of the following conditions occur:
• The fault is corrected with the new digital throttle
position sensor.
• The fault returns after the old digital throttle
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 the Electronic
Service Tool
A. Check the status of the “PTO ON/OFF Switch”
with the electronic service tool in order to verify
that the “PTO ON/OFF Switch” is switched OFF.
The PTO mode may cause the ECM to ignore the
digital throttle position sensor if demand is less
than the PTO speed demand.
B. Start the engine. Use the electronic service tool in
order to monitor the throttle position status. While
the throttle position status is being monitored,
depress the throttle pedal and release the throttle
pedal. The throttle position status and the engine
should respond to the change in the throttle pedal
position.
C. Go to the “Conf guration Settings” screen on the
electronic service tool and turn off the “Torque
Speed Control”.
Note: The “Torque Speed Control” is an option that
may be installed by the OEM.
D. While the throttle position status is being
monitored, depress the throttle pedal and release
the throttle pedal. Also depress the throttle pedal
and release the throttle pedal while the engine
response is being monitored.
Expected Result:
The throttle position status and the engine should
respond to the change in the throttle pedal position.
Result 1 The digital throttle position sensor functions
correctly.
Result 2 The throttle response is limited by a “Torque
Speed Control” message.
240
Result 3 The PTO limits the throttle response.
141
Troubleshooting Section
Results:
• Result 1 – The digital throttle position sensor is
operating correctly. Continue troubleshooting until
the original condition is resolved. STOP.
• Result 2 – If the engine responds with the “Torque
Speed Control 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 fault of the digital throttle position sensor.
Refer to the OEM dealer 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 Digital
Throttle Position Sensor at the ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector. Remove P1:43 (+8
Volts DC). Remove P1:33 (digital throttle position
sensor ground) from the P1 connector.
C. Reconnect the P1 connector to J1.
D. Turn the keyswitch to the ON position.
E. Use the electronic service tool 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:
• 41-3
• 41-4
Results:
• OK
Repair: Perform the following repair:
Check the battery voltage from P1 connectors at
pins 1, 2, 3, 9 and 10 (Battery ground). Check the
battery voltage from J1 connectors at pins 7, 8, 15,
and 16 (Battery+). The measured voltage should
be in one of the following ranges:
142
Troubleshooting Section
• For 12 Volt systems, the voltage should be
between 11.0 Volts DC and 13.5 Volts DC.
• For 24 Volt systems, the voltage should be
between 22.0 Volts DC and 27.0 Volts DC.
If the battery voltage is correct, temporarily connect
a test ECM. Use the electronic service tool to verify
that the active diagnostic code is resolved. If the
fault 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 fault in the harness between the ECM
and the digital throttle 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. ReplaceP1:33 (digital throttle position
sensor ground). Replace P1:43 (+8 Volts DC).
This procedure is used to f nd the wire that is
causing the fault. Repair the harness or replace
the harness, as required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
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 keyswitch to the OFF position.
B. Remove the signal wire for the digital throttle
position sensor (terminal “C”) from P403. Refer to
illustration 41.
C. Install a breakout “T” with three terminals at
the digital throttle position sensor connector
J403/P403.
D. Connect the multimeter probes to terminal “B”
(digital throttle position sensor signal) and terminal
“B” (digital throttle position sensor ground) of the
breakout T.
E. Turn the keyswitch to the ON position.
SENR9982-03
F. While the duty cycle is being monitored on the
multimeter, depress the throttle pedal and release
the throttle pedal.
Expected Result:
The duty cycle is between 10 and 22 percent with the
throttle pedal assembly in the low idle position, and
the duty cycle is between 75 and 90 percent with the
throttle pedal assembly in the high idle position.
Results:
• OK – Reinsert the wire (terminal “C”) into the
harness connector of the digital throttle position
sensor. The digital throttle 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 machine harness connector. The throttle 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 keyswitch to the OFF position.
B. Remove P1:53. Disconnect the P1 connector in
order to remove the terminal for the signal input of
the digital throttle position sensor signal.
C. Connect the multimeter probes between the
removed wire and P1:33 (digital throttle position
sensor ground).
D. Reconnect the P1 connector to the ECM.
E. Turn the keyswitch to the ON position.
F. Use the multimeter in order to display the
duty cycle output of the digital throttle position
sensor. While the duty cycle output of the digital
throttle position sensor is being monitored on the
multimeter, move the throttle assembly from the
low idle position to the high idle position. Record
the results.
G. Turn the keyswitch to the OFF position.
H. Remove the P1 connector from the ECM.
I. Install P1:53.
J. Connect the P1 connector to the ECM.
241
SENR9982-03 143
Troubleshooting Section

Expected Result:

The duty cycle is between approximately 10 and 22

percent with the throttle pedal assembly in the low
idle position, and the duty cycle is between 75 and
90 percent with the throttle pedal assembly in the
high idle position.

Results:

• OK – A good signal from the digital throttle position

sensor is reaching the ECM. Verify that the ECM
is receiving the correct battery voltage. If the ECM
is receiving the correct battery voltage, temporarily
connect a test ECM and verify that the fault is g01185327
resolved. If the fault is rectif ed with the test ECM, Illustration 44
reconnect the suspect ECM. If the fault returns with Throttle block assembly
the suspect ECM, replace the ECM. STOP. (1) Mounting screw holes
(2) Sensor housing
(3) Sensor drive slot
• Not OK – There is a fault with signal wire in the
harness. Proceed to Test Step 11.

Test Step 10. Remove the Digital Throttle

Position Sensor from the Throttle Pedal
Assembly

g01185328
Illustration 45
Throttle block assembly
(1) Mounting screw holes
(2) Sensor drive slot
(3) Sensor mounting face

A. Verify that the keyswitch is in the OFF position.

B. Note the sensor orientation in the throttle pedal

assembly and the sensor connector for the
harness routing prior to sensor removal. Remove
the digital throttle position sensor from the throttle
g01185326
Illustration 43 pedal assembly. Thoroughly inspect the connector
Throttle pedal assembly and the harness for signs of abrasion.
(1) Sensor mounting face
(2) Sensor drive key C. Connect a multimeter that is capable of measuring
(3) Mounting screw holes a PWM duty cycle to terminal “C” of the breakout
“T”.

D. Turn the keyswitch to the ON position.

E. Display the duty cycle output of the digital throttle

position sensor while the sensor slot is released.
Use a screwdriver to advance the sensor slot to
the maximum position. Refer to Illustration 45.
242
144 SENR9982-03
Troubleshooting Section

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.
The wiring from the ECM to the digital throttle
position sensor appears faulty. Permanently install
new wiring.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.

Results: STOP.

• OK – The digital throttle position sensor is working • Not OK – Double check the wiring, P1/J1
correctly. Refer to the OEM dealer for correct connectors and the digital throttle position sensor
replacement of the accelerator pedal assembly. connector. If a fault still exists, restart the test
STOP. procedure. STOP.

• Not OK – The digital throttle position sensor is i02493833

faulty. Check the accelerator pedal assembly
in order to ensure that the accelerator pedal
assembly is not causing damage to the sensor. If
ECM Memory - Test
the accelerator pedal assembly is causing damage
to the sensor, refer to the OEM dealer for correct
replacement of the accelerator pedal assembly. System Operation Description:
If the accelerator pedal assembly appears OK,
replace the digital throttle position sensor. STOP. This procedure covers the following diagnostic codes:
Test Step 11. Route the Supply Bypass • 0253-02 Personality Module erratic, intermittent,
Wires to the Digital Throttle Position or incorrect
Sensor
Background Information
A. Turn the keyswitch to the OFF position.
0253-02
B. Temporarily remove the signal wire for the digital
throttle position sensor from P1:53. The f ash f le in the Electronic Control Module (ECM)
is from the wrong engine family. The engine will not
C. Remove terminal “C” (digital throttle position start.
sensor signal) from the digital throttle position
sensor connector. Correct the Condition
D. Route the new wiring from the ECM to the digital Determine the diagnostic code that is active.
throttle position sensor.
Expected Result:
E. Turn the keyswitch to the ON position.
A 0253-02 diagnostic code is active.
F. Check the duty cycle of the digital throttle position
sensor on the electronic service tool while the Results:
digital throttle pedal assembly is being moved
over the full range. • A 0253-02 code is active
Expected Result: Repair: Obtain the engine serial number. Use
PTMI to determine the latest available f ash f le for
The duty cycle is between 10 and 22 percent with the the engine. Verify that the latest available f ash f le
throttle pedal assembly in the low idle position, and is loaded into the ECM.
the duty cycle is between 75 and 90 percent with the
throttle pedal assembly in the high idle position. STOP.
Results:

• OK
Repair: Perform the following repair:
243
SENR9982-03 145
Troubleshooting Section

i03458880 Test Step 1. Check Connectors for

Moisture and Corrosion
Electrical Connectors - Inspect

System Operation Description:

Most electrical faults are caused by poor connections.

The following procedure will assist in detecting faults
in connectors and wiring. If a fault is found, correct
the condition and verify that the fault is resolved.

Intermittent electrical faults 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. g01131211
Illustration 46
Follow these guidelines: Leaky seal at the connector (typical example)

• Always use a 27610285 Removal Tool to remove
the pins from the P1/P2 connectors.
• Always use a 2900A033 Crimp Tool to service
Deutsch HD and DT connectors. Never solder the
terminals onto the wires.
• Always use a 28170079 Removal Tool to remove
wedges from DT connectors. Never use a
screwdriver to pry a wedge from a connector.
A. Inspect all the 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 46. This will create a path for
the entrance of moisture. Verify that the seals for
the wires are sealing correctly.

• Always use a 2900A033 Crimp Tool to service

AMP seal connectors.

• Refer to Troubleshooting, “ECM Harness

Connector Terminals” in order to service the
connectors for the Electronic Control Module
(ECM).

• Always use a breakout harness for a voltmeter

probe or a test light. Never break the insulation of a
wire in order to access a circuit for measurements.

• If a wire is cut, always install a new terminal for

the repair.

g01131276
The connection of any electrical equipment and Illustration 47
the disconnection of any electrical equipment may Diagram for the installation of a connector plug (typical example)
cause an explosion hazard which may result in in- (1) ECM connector
jury or death. Do not connect any electrical equip- (2) Correctly inserted plug
ment or disconnect any electrical equipment in an (3) Incorrectly inserted plug
244
explosive atmosphere.
146 SENR9982-03
Troubleshooting Section

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 47.
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 fault will recur. Simply drying the
connector will not f x the fault. Check the following
items for the possible moisture entry path:

• Missing seals
• Incorrectly installed seals
• Nicks in exposed insulation
• Improperly mated connectors
Moisture can also travel to a connector through the
inside of a wire. If moisture is found in a connector,
g01131019
thoroughly check the connector harness for
Illustration 48 damage. Also check other connectors that share
Seal for a three-pin connector (typical example) 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:

The harness, connectors, and seals are in good

condition. There is no evidence of moisture in the
connectors.

Results:

• OK – The harness, connectors, and seals are in

good condition. Proceed to Test Step 2.

• Not OK – A fault 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 correctly
Illustration 49
g01131165 installed. Ensure that the connectors have been
reattached.
Seal for ECM connector (typical example)

If corrosion is evident on the pins, sockets or the

C. Disconnect the suspect connector and inspect the
connector seal. Ensure that the seal is in good
condition. If necessary, replace the connector.
D. Thoroughly inspect the connectors for evidence
of moisture entry.
Note: It is normal to see some minor seal abrasion
on connector seals. Minor seal abrasion will not allow
the entry of moisture.
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.

Use the electronic service tool in order to clear all

logged diagnostic codes and then verify that the
repair eliminates the fault.
245
STOP.
SENR9982-03
Test Step 2. Check the Wires for Damage
to the Insulation
A. Carefully inspect each wire for signs of abrasion,
nicks and cuts.
Inspect the wires for the following conditions:
• Exposed insulation
• Rubbing of a wire against the engine
• Rubbing of a wire against a sharp point
B. Check all of the fasteners on the harness and the
strain relief components on the ECM in order to
verify that the harness is correctly 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 f attened portion
of wire. A fastener that has been overtightened
f attens the harness. This damages the wires that
are inside the harness.
Expected Result:
The wires are free of abrasion, nicks and cuts and
the harness is correctly clamped.
Results:
• OK – The harness is OK. Proceed to Test Step 3.
• Not OK – There is damage to the harness.
Repair: Repair the wires or replace the wires, as
required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
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 correctly aligned in
the connector and verify that the terminals are
correctly located in the connector.
Expected Result:
The terminals are correctly aligned and the terminals
appear undamaged.
Results:
• OK – The terminals are OK. Proceed to Test Step
4.
147
Troubleshooting Section
• Not OK – The terminals of the connector are
damaged.
Repair: Repair the terminals and/or replace the
terminals, as required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 4. Perform a Pull Test on Each
Wire Terminal Connection
g01802454
Illustration 50
A typical example of the lock wedge.
(1) Lock wedge
A. Ensure that the locking wedge for the connector
is installed correctly. Terminals cannot be retained
inside the connector if the locking wedge is not
installed correctly.
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 correctly crimped
in the terminal and whether the terminal was
correctly 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.
246 Repair: Use the CH11155 Crimp Tool to replace
the terminal. Replace damaged connectors, as
required.
148
Troubleshooting Section
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 5. Check Individual Pin
Retention into the Socket
g01802455
Illustration 51
Diagram for testing pin retention
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.
Expected Result:
The sockets provide good retention for the new pin.
Results:
• OK – The terminals are OK. Proceed to Test Step
6.
• Not OK – Terminals are damaged.
Repair: Use the CH11155 Crimp Tool to replace
the damaged terminals. Verify that the repair
eliminates the problem.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 6. Check the Locking
Mechanism of the Connectors
A. Ensure that the connectors lock correctly. After
locking the connectors, ensure that the two halves
cannot be pulled apart.
B. Verify that the latch tab of the connector is
correctly latched. Also verify that the latch tab of
the connector returns to the locked position.
SENR9982-03
Expected Result:
The connector is securely locked. The connector and
the locking mechanism is not cracked or broken.
Results:
• OK – The connectors are in good repair. Proceed
to Test Step 7.
• Not OK – The locking mechanism for the
connectoris damaged or missing.
Repair: Repair the connector or replace the
connector, as required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 7. Check the Screws on the
ECM Connectors (64 way)
Visually inspect the screws for the ECM connectors.
Ensure that the threads on each screw are not
damaged.
A. Connect the ECM connectors.
a. Use a 7 mm Torx screw in order to retain each
of the ECM connectors.
b. Tighten the two Torx screws for the ECM
connector to the correct torque of 5.0 ± 1.0 N·m
(44 ± 9 lb in).
Note: If the threaded insert in the ECM is damaged,
the ECM must be replaced. Refer to Disassembly
and Assembly, “Electronic Control Module - Remove
and Install”.
Expected Result:
The ECM connectors are secure and the Torx screws
are correctly torqued.
Results:
• OK – The ECM connectors are secured. Proceed
to Test Step 8.
• Not OK – The screws for the ECM connectors are
damaged.
Repair: Repair the connectors or replace the
connectors or screws, as required.
247
SENR9982-03
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 8. Perform the “Wiggle Test”
on the Electronic Service Tool
A. Select the “Wiggle Test” from the diagnostic tests
on the electronic service tool.
B. Choose the appropriate group of parameters to
monitor.
C. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent faults.
If an intermittent fault exists, the status will be
highlighted and an audible beep will be heard.
Expected Result:
No intermittent faults were indicated during the
“Wiggle Test”.
Results:
• OK – No intermittent faults were found. The
harness and connectors appear to be OK. If this
test was required as part of another procedure,
return to that procedure and continue testing. If
this test has resolved the fault, return the engine
to service. STOP.
• Not OK – At least one intermittent fault was
indicated.
Repair: Repair the harness or the connector.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
i03459023
Engine Pressure Sensor Open
or Short Circuit - Test
System Operation Description:
Use this procedure under the following
conditions:
Use this procedure if another procedure has directed
you here. Use this procedure if any of the following
diagnostic codes are active:
149
Troubleshooting Section
• 0100-03 Engine Oil Pressure Sensor voltage
above normal
• 0100-04 Engine Oil Pressure Sensor voltage below
normal
• 0100-10 Engine Oil Pressure Sensor abnormal
rate of change
• 1785-03 Intake Manifold Pressure Sensor voltage
above normal
• 1785-04 Intake Manifold Pressure Sensor voltage
below normal
• 1785-10 Intake Manifold Pressure Sensor
abnormal rate of change
• 1797-03 Fuel Rail Pressure Sensor voltage above
normal
• 1797-04 Fuel Rail Pressure Sensor voltage below
normal
The following background information is related
to this procedure:
The troubleshooting procedures for the diagnostic
codes of each pressure sensor are identical. The
5 volt sensor supply provides power to all 5 Volt
sensors. The Electronic Control Module (ECM)
supplies 5.0 ± 0.2 Volts DC to terminal “A” of each
sensor connector. The sensor common from the
ECM connector goes to terminal “B” of each sensor
connector. The sensor supply is output short circuit
protected. A short circuit to the battery will not
damage the circuit inside the ECM.
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 (03) 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.
248
150 SENR9982-03
Troubleshooting Section

g01800518
Illustration 52
Typical example of the schematic for the sensors

Illustration 53
Typical view of the P2 pressure sensor pin locations
(38) Ground (GND) Intake Manifold Pressure
Sensor
(39) Ground (GND) Oil Pressure Sensor
(40) Ground (GND) Fuel Rail Pressure
Sensor
(46) Voltage supply (+5 Volts DC) Intake
Manifold Pressure Sensor
g01802515
(47) Voltage supply (+5 Volts DC) Oil (56) Signal (SIG) Oil Pressure Sensor
Pressure Sensor
(48) Voltage supply (+5 Volts DC) Fuel Rail
Pressure Sensor
(51) Signal (SIG) Fuel Rail Pressure Sensor
(55) Signal (SIG) Intake Manifold Pressure
Sensor
249
SENR9982-03 151
Troubleshooting Section

The troubleshooting procedures for the diagnostic

codes of each pressure sensor are identical. The
pressure sensors are active sensors. The pressure
sensor has three terminals. Active sensors require
supply voltage from the ECM. The ECM connector
P2/J2 supplies +5 Volts DC to terminal 1 of each
sensor. The common line is connected to each
sensor connector terminal 2. The signal voltage
from terminal 3 of each sensor is supplied to the
appropriate terminal at the ECM connector P2/J2.

Test Step 1. Verify All Active Diagnostic

Codes

g01170309 A. Turn the keyswitch to the ON position. Wait at

Illustration 54 least 10 seconds for activation of the diagnostic
Fuel rail pressure sensor codes.
(1) Voltage supply (+5 Volts DC)
(2) Ground (GND) B. Verify if any of the following diagnostic codes are
(3) Signal (SIG) active:

• 0100-03 Engine Oil Pressure Sensor voltage

above normal

• 0100-04 Engine Oil Pressure Sensor voltage

below normal

• 0100-10 Engine Oil Pressure Sensor abnormal

rate of change

• 1785-03 Intake Manifold Pressure Sensor

voltage above normal

• 1785-04 Intake Manifold Pressure Sensor

g01170310 voltage below normal
Illustration 55
Intake manifold pressure sensor
• 1785-10 Intake Manifold Pressure Sensor
(1) Voltage Supply (+5 Volts DC) abnormal rate of change
(2) Ground (GND)
(3) Signal (SIG)
• 1797-03 Fuel Rail Pressure Sensor voltage
above normal

• 1797-04 Fuel Rail Pressure Sensor voltage

below normal

Expected Result:

One or more of the preceding diagnostic codes are

active.

Results:

• OK – Proceed to Test Step 2.

Illustration 56
g01170311 • Not OK
Typical example of the oil pressure sensor
Repair: Do not use this procedure if 1785-10
(1) Voltage Supply (+5 Volts DC) or 100-10 diagnostic codes are active. Refer to
(2) Ground (GND)
(3) Signal (SIG)
Troubleshooting, “5 Volt Sensor Supply Circuit -
Test”. When this test is complete, return to the start
250 of this test.
152
Troubleshooting Section
If the preceding codes are logged, an intermittent
condition may be causing the logged codes.
Refer to Troubleshooting, “Electrical Connectors
- Inspect”.
Perform a “Wiggle Test” by using the electronic
service tool in order to identify intermittent
connections.
STOP.
Test Step 2. Inspect Electrical Connectors
And Wiring
A. Thoroughly inspect the terminal connections on
the P2/J2 ECM sensor connectors.
B. Thoroughly inspect the following engine pressure
sensor connectors:
• P201 Engine Oil Pressure Sensor
• P228 Fuel Rail Pressure Sensor
• P200 Intake Manifold Pressure Sensor
C. Refer to Troubleshooting, “Electrical Connectors
- Inspect”.
D. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector and the sensor
connectors that are associated with the active
diagnostic code.
E. Check the screw for the ECM connector for the
correct torque of 5 N·m (44 lb in).
F. Check the harness for abrasions and for pinch
points from the sensors back to the ECM.
G. Use the electronic service tool to perform a
“Wiggle Test”. The “Wiggle Test” will identify
intermittent connections.
Expected Result:
All connectors, pins, and sockets should be
completely coupled and inserted. The harness should
be free of corrosion, abrasions and pinch points.
Results:
• OK – Proceed to Test Step 3.
• Not OK
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all of the seals are correctly in place
and ensure that the connectors are completely
coupled.
SENR9982-03
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 3. Verify that the Diagnostic
Code is Still Active
A. Turn the keyswitch to the ON position. Wait at
least 10 seconds for activation of the diagnostic
codes.
B. Use the electronic service tool to check for active
diagnostic codes. Record all active diagnostic
codes.
C. Determine if the fault is related to an open circuit
diagnostic code or a short circuit diagnostic code.
Expected Result:
Either a short circuit diagnostic code is active or an
open circuit diagnostic code is active.
Results:
• OK - SHORT Circuit – A “Voltage Above Normal”
diagnostic code is active at this time. Proceed to
Test Step 4.
• OK - OPEN Circuit – A “Voltage Below Normal”
diagnostic code is active at this time. Proceed to
Test Step 5.
• Not OK – A short circuit diagnostic code is not
active. An open circuit diagnostic code is not
active. An intermittent fault may exist.
Repair: Use the electronic service tool to perform
a “Wiggle Test”. If faults are indicated then go to
the appropriate procedure.
STOP.
Test Step 4. Disconnect The Sensor In
Order To Create An Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the sensor connector of the sensor
with the short circuit diagnostic code.
C. Turn the keyswitch to the ON position. Wait at
least 10 seconds for activation of the diagnostic
codes.
D. Use the electronic service tool to check the “Active
Diagnostic Code” screen. Check for a “Voltage
Below Normal” diagnostic code.
251
SENR9982-03
Expected Result:
A “Voltage Below Normal” diagnostic code for the
disconnected sensor is now active.
Results:
• OK – A “Voltage Above Normal” diagnostic code
was active before disconnecting the sensor. An
“Voltage Below Normal” diagnostic code became
active after disconnecting the sensor. Proceed to
Test Step 6.
• Not OK – There is a short circuit between the
sensor connector on the harness and the ECM.
Leave the sensor disconnected. Proceed to Test
Step 8.
Test Step 5. Measure the Sensor Supply
Voltage
A. Turn the keyswitch to the OFF position.
B. Disconnect the sensor from the engine harness.
C. Turn the keyswitch to the ON position.
D. Measure the voltage at the plug for the sensor
from the terminal 1 (pressure sensor supply) to
terminal 2 (sensor common).
Expected Result:
The DC voltage from terminal 1 to terminal 2
measures 4.84 to 5.16 Volts DC.
Results:
• OK – The sensor supply voltage is correct.
Proceed to Test Step 7.
• Not OK – The sensor supply voltage is out of the
nominal range. Continue testing the sensor supply
circuit.
Repair: Proceed to the following repair:
Troubleshooting, “5 Volt Sensor Supply Circuit -
Test”
STOP.
Test Step 6. 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. Refer to Troubleshooting, “Electrical Connectors
- Inspect”.
153
Troubleshooting Section
D. If the short circuit diagnostic code reappears, the
sensor or the sensor connector has a fault.
a. Temporarily connect a new sensor to the
harness, but do not install the new sensor in
the engine.
E. Use the electronic service tool to check for a short
circuit diagnostic code. The new sensor should be
connected to the harness at this time.
Expected Result:
The short circuit diagnostic code is not present when
a new sensor is connected.
Results:
• OK – Use the electronic service tool in order to
clear all logged diagnostic codes and then verify
that the repair eliminates the fault. STOP.
• Not OK – Repair the engine harness connector.
Use the electronic service tool to clear the logged
diagnostic codes. STOP.
Test Step 7. Create a Short Circuit
Between the Signal and the Common
Terminals at the Engine Harness
Connector
A. Turn the keyswitch to the ON position.
B. Fabricate a jumper wire 150 mm (6 inch) long.
Crimp a terminal to both ends of the wire.
C. Monitor the “Active Diagnostic Code” screen on
the electronic service tool before installing the
jumper wire and after installing the jumper wire.
D. Install the jumper on the engine harness
connector. Install one end of the jumper at the
sensor signal (terminal 3). Install the other end
of the jumper at the common connection for
the pressure sensor (terminal 2). Wait at least
30 seconds for activation of the short circuit
diagnostic code.
Expected Result:
A short circuit diagnostic code is active when the
jumper is installed. An open circuit diagnostic code is
active when the jumper is removed.
Results:
• OK – The engine harness and the ECM are OK.
Repair: Perform the following repair:
252 1. Temporarily connect the suspect sensor.
154
Troubleshooting Section
2. Use the electronic service tool to verify if the
diagnostic code remains active.
3. If the diagnostic code is active replace the
sensor.
4. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminated the fault.
STOP.
• Not OK – The open circuit diagnostic code
remains active when the jumper is installed. The
most probable location for the open circuit is in the
common wire for the sensor, or in the sensor signal
wire of the engine harness between the ECM and
the sensor. Remove the jumper. Proceed to Test
Step 8.
Test Step 8. Check the Operation of the
ECM by Creating Open and Short Circuits
at the ECM Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect connector P2 from the ECM.
Thoroughly inspect both halves of the connector
for signs of corrosion or moisture. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
C. Reconnect P2 connector.
D. Turn the keyswitch to the ON position. Use the
electronic service tool in order to monitor the
“Active Diagnostic Code” screen. Wait at least 10
seconds for activation of the code.
An open circuit diagnostic code should be active
for the suspect sensor.
Note: When the P2connector is disconnected, all of
the open circuit diagnostic codes for the pressure
sensors and temperature sensors will be active. This
is normal. Disregard the diagnostic codes for the
pressure sensors and the temperature sensors that
are not suspect. Monitor the diagnostic codes for the
suspect sensors only.
E. Turn the keyswitch to the OFF position.
F. Fabricate a jumper wire 150 mm (6 inch) long.
Crimp a terminal to both ends of the wire.
G. Install the jumper wire on the P2 connector.
Insert the jumper wire between the terminal
for the suspect sensor signal and the common
connection for the engine's pressure sensor.
Use the electronic service tool to verify that there
is a “Voltage Above Normal” diagnostic code.
SENR9982-03
Expected Result:
“Voltage Below Normal” diagnostic codes and
“Voltage Above Normal” diagnostic codes were
active.
Results:
• OK – The ECM is operating correctly. Proceed to
Test Step 9.
• Not OK – One of the following conditions exists:
The “Voltage Below Normal” diagnostic code is
not active when the harness is disconnected. The
“Voltage Above Normal” diagnostic code is not
active when the jumper wire is installed.
Repair: Perform the following repair:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 9. Bypass the Harness Wiring
Between the ECM and the Sensor
Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector and disconnect the
connector from the suspect sensor.
C. Remove the sensor signal wire from the P2
connector.
D. Remove the signal wire (terminal 3) from the
253 sensor connector on the engine harness.
SENR9982-03
E. Fabricate a jumper wire that is long enough to
reach from the ECM to the sensor connector or
use an engine sensor harness bypass with 3
terminals.
Note: If an engine sensor harness bypass is being
made, crimp a socket on one end in order to connect
to the ECM. Crimp either a pin or a socket on the
other end, as required.
F. Insert the one end of the engine sensor harness
bypass into P2 connector on the engine harness.
Insert the other end of the engine sensor harness
bypass into the sensor connector of the engine
harness.
G. Reconnect the P2 connector and the sensor
connector.
H. Turn the keyswitch to the ON position.
I. Use the electronic service tool to monitor the
“Active Diagnostic Code” screen for either the
open circuit diagnostic code for the sensor or the
short circuit diagnostic code for the sensor.
Expected Result:
The diagnostic code disappears when the jumper or
the bypass is installed.
Results:
• OK – There is a fault in the wiring harness.
Repair: Perform the following repair:
1. Repair the faulty harness or replace the faulty
harness.
2. Clear all diagnostic codes.
3. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
• Not OK – The most likely cause is an intermittent
fault.
Repair: Use the electronic service tool to perform
a “Wiggle Test”. If no fault is found, restart this
procedure and carefully perform each step.
STOP.
254
155
Troubleshooting Section
i03459208
Engine Speed/Timing Sensor
Circuit - Test
System Operation Description:
Use this procedure to troubleshoot the system under
the following conditions:
• Use this procedure if another procedure has
directed you here.
• The engine will not start and the electronic service
tool indicates a faulty sensor by displaying “Not
Detected” against the faulty sensor on the “No
Start Parameter” screen.
• There is an active diagnostic code or a recently
logged diagnostic code that is related to the
following:
• 0190-08 Engine Speed Sensor abnormal
frequency, pulse width, or period
• 0342-08 Secondary Engine Speed Sensor
abnormal frequency, pulse width, or period
The engine uses two engine speed/timing sensors.
The primary sensor is located on the left hand side of
the cylinder block close to the f ywheel housing. The
secondary speed/timing sensor is mounted on the
fuel rail pump. The primary speed/timing sensor that
is mounted on the cylinder block generates a signal
by detecting the movement of the teeth that are
located on the timing ring. The timing ring is mounted
on the crankshaft. The signal that is generated by
the primary speed/timing sensor is transmitted to the
Electronic Control Module (ECM). The ECM uses the
signal from the sensor to calculate the position of the
crankshaft. The signal is also used to determine the
engine speed.
The secondary speed/timing sensor is located in
the fuel rail pump . The secondary speed/timing
sensor generates a signal that is related to the
camshaft position. The fuel rail pump is mechanically
connected to the camshaft. The secondary
speed/timing sensor detects the movement of the
teeth on the timing wheel in the fuel rail pump. The
signal that is generated by the speed/timing sensor
is transmitted to the ECM. The ECM calculates the
speed and the rotational position of the engine by
using the signal. The secondary speed/timing sensor
is required for starting purposes.
During normal operation, the secondary speed/timing
sensor is used to determine the cycle that the
engine is on. When the timing has been established,
the primary speed/timing sensor is then used to
determine the engine speed and the angular position.
156 SENR9982-03
Troubleshooting Section

The loss of signal to the primary sensor and/or the

secondary sensor will result in one of the following
faults:

• The loss of signal from the secondary speed/timing

sensor during start-up will prevent the engine from
starting.

• The engine will continue to run when only one

sensor signal is present from either the primary
sensor or the secondary sensor.

• The loss of signal from the primary speed/timing

sensor during operation of the engine will result in
engine operation with a derate.

• Loss of signal from the primary sensor and the

secondary sensor during operation of the engine
will cause fuel injection to be terminated and the
engine will stop.

The primary sensor and the secondary sensor are

interchangeable components. If a sensor is suspect
the sensors can be exchanged in order to eliminate
a fault. If a secondary sensor is suspect and a
replacement secondary sensor is not available, then
the primary sensor and the secondary sensor can be
exchanged. This will allow testing to determine if the
secondary sensor is faulty.

Table 57

P2/J2 Pin Connections

Function Sensor Pin Primary Sensor Secondary Sensor
+8 Volt Supply 1 10 10
Signal 2 52 53

g01803493
Illustration 57
The schematic for the speed/timing sensors 255
SENR9982-03 157
Troubleshooting Section

g01803494
Illustration 58
Pin locations on the P1 connector for the speed/timing sensors
(10) Speed/timing sensor supply (+8 Volts (52) Primary speed/timing sensor signal
DC) (53) Secondary speed/timing sensor signal

256
158 SENR9982-03
Troubleshooting Section

g01803513
Illustration 59
Typical view of the locations for the speed/timing sensor on the 1104D engine
(1) Primary speed/timing sensor (2) Secondary speed/timing sensor

257
SENR9982-03 159
Troubleshooting Section

g01803514
Illustration 60
Detailed view of the sensor locations on the 1104D engine
(1) Primary speed/timing sensor (2) Secondary speed/timing sensor

g01803515
Illustration 61
258
Typical view of the sensor locations on the 1106D engine
(1) Primary speed/timing sensor (2) Secondary speed/timing sensor
160 SENR9982-03
Troubleshooting Section

g01803516
Illustration 62
Detailed view of the sensor locations on the 1106D engine
(1) Primary speed/timing sensor (2) Secondary speed/timing sensor

g01212995
Illustration 63
Typical example of the speed/timing sensors
(1) Voltage Supply (+8 Volts DC) (2) Signal (Sig)

Test Step 1. Inspect the Electrical H. Check that the suspect sensor is installed
Connectors and the Harness correctly. Check that the suspect sensor is fully
seated into the engine. Check that the connector
A. Turn the keyswitch to the OFF position. on the sensor is securely latched.

B. Thoroughly inspect the P2 connector and Expected Result:

the suspect sensor connections. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
C. Perform a 45 N (10 lb) pull test on each of
the wires in the suspect sensor connector and
the sensor connections at the ECM. The wire
connectors are shown in illustration 58.
D. Check that the ground connection on the ECM and
the negative terminal on the battery are correctly
installed.
E. Check the ground connection on the ECM for
abrasions and pinch points.
F. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
259
G. Check the harness for abrasion and pinch points
from the suspect sensor to the ECM.
The electrical connectors and the cables are correctly
installed.
Results:
• OK – The harness is OK. Proceed to Test Step 2.
• Not OK
Repair: Repair the faulty connectors or the
harness and/or replace the faulty connectors or the
harness. Ensure that all of the seals are correctly in
place and ensure that the connectors are correctly
coupled.
If a sensor must be replaced or the sensor must be
reinstalled, complete all of the following tasks:
SENR9982-03
• Lubricate the “O” ring with clean engine
lubricating oil.
• Ensure that the plug for the sensor has a seal
inside the connector body. If a seal is damaged
or missing, replace the seal.
• Ensure that the sensor is fully seated into the
engine before tightening the bracket bolt.
• Ensure that the connector is latched.
• Ensure that the harness is correctly secured,
and ensure that the harness is attached to the
harness clip.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 2. Check for Active Diagnostic
Codes and Recently Logged Diagnostic
Codes
A. Turn the keyswitch to the OFF position.
B. Connect the electronic service tool to the
diagnostic connector.
C. Turn the keyswitch to the ON position. If the
engine will start, then run the engine.
D. Use the electronic service tool in order to monitor
active diagnostic codes or recently logged
diagnostic codes.
Expected Result:
One or more of the following diagnostic codes are
active or recently logged:
• 190-8 Engine Speed Sensor abnormal frequency,
pulse width, or period
• 342-8 Secondary Engine Speed Sensor abnormal
frequency, pulse width, or period
Results:
• 190-8 – Proceed to Test Step 4.
• 342-8 – Proceed to Test Step 3.
• Not OK – No active diagnostic codes or recently
logged diagnostic codes are displayed. STOP.
Test Step 3. Check the Harness Between
the Secondary Speed/Timing Sensor and
the ECM
A. Turn the keyswitch to the OFF position.
161
Troubleshooting Section
B. Disconnect the P2 connector. Disconnect the
connector for the primary speed/timing sensor.
Disconnect the connector for the secondary
speed/timing sensor.
C. Check the resistance between P2:53 and terminal
2 on the secondary speed/timing sensor. The
resistance should be less than 2.0 Ohms.
D. Check the resistance between P2:10 and terminal
1 on the secondary speed/timing sensor. The
resistance should be less than 2.0 Ohms.
Expected Result:
The readings agree with the values that are listed
above.
Results:
• OK – The harness does not have an open circuit.
Proceed to Test Step 5.
• Not OK – The harness or the connector has an
open circuit or high resistance.
Repair: Repair the faulty connectors or the
harness. Replace the faulty connectors or
the harness. Reconnect all sensor and ECM
connectors. Ensure that all of the seals are
correctly in place. Ensure that all connectors are
correctly coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 4. Check the Harness Between
the Primary Speed/Timing Sensor and
the ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector. Disconnect the
connector for the primary speed/timing sensor.
Disconnect the connector for the secondary
speed/timing sensor.
C. Check the resistance between P2:52 and terminal
2 on the secondary speed/timing sensor. The
resistance should be less than 2.0 Ohms.
D. Check the resistance between P2:10 and terminal
1 on the secondary speed/timing sensor. The
resistance should be less than 2.0 Ohms.
Expected Result:
260 The readings agree with the values that are listed
above.
162
Troubleshooting Section
Results:
• OK – The harness does not have an open circuit.
Proceed to Test Step 6.
• Not OK – The harness has an open circuit.
Repair: Repair the faulty connectors or the harness
and/or replace the faulty connectors or the harness.
Reconnect all sensor and ECM connectors. Ensure
that all of the seals are correctly in place. Ensure
that all connectors are correctly coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 5. Check that the Connections
and the Wiring to the Secondary
Speed/Timing Sensor and the ECM are
Isolated from Other Power Sources
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector. Disconnect the
connector for the primary speed/timing sensor.
Disconnect the connector for the secondary
speed/timing sensor.
C. Measure the resistance from P2:53 to all other
pins on the P2 connector. Measure the resistance
from P2:53 to the ground and battery+ terminals.
The resistance should be more than 20,000 Ohms.
D. Measure the resistance from P2:10 to all other
pins on the P2 connector. Measure the resistance
from P2:10 to the ground and the battery+
terminals. The resistance should be more than
20,000 Ohms.
Expected Result:
The readings agree with the values that are listed
above.
Results:
• OK – There is no short circuit. Proceed to Test
Step 7.
• Not OK – The harness has a short circuit.
Repair: Repair the faulty connectors or replace
the faulty connectors. Repair the faulty harness or
replace the faulty harness. Reconnect all sensor
and ECM connectors. Ensure that all of the seals
are correctly in place. Ensure that all connectors
are correctly coupled.
261
SENR9982-03
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 6. Check that the Connections
and the Wiring to the Primary
Speed/Timing Sensor and the ECM
are Isolated from the Other Power
Sources
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector. Disconnect the
connector from the primary speed/timing sensor.
Disconnect the connector from the secondary
speed/timing sensor.
C. Check the resistance between P2:52 and each
of the other pins on the P2 connector. Check the
resistance between P2:52 and the ground and
battery+ terminals. The resistance should be more
than 20,000 Ohms.
D. Check the resistance between P2:10 and each
of the other pins on the P2 connector. Check the
resistance between P2:10 and the ground and
battery+ terminals. The resistance should be more
than 20,000 Ohms.
Expected Result:
The readings agree with the values that are listed
above.
Results:
• OK – The wires are not a short circuit. Proceed
to Test Step 7.
• Not OK – The sensor wiring has a short circuit.
Repair: Repair the faulty connectors or replace
the faulty connectors. Repair the faulty harness or
replace the faulty harness. Reconnect all sensor
and ECM connectors. Ensure that all of the seals
are correctly in place. Ensure that all connectors
are correctly coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 7. Check if a Replacement
Sensor Eliminates the Fault
A. Turn the keyswitch to the OFF position.
B. Disconnect the suspect sensor and remove the
suspect sensor from the engine.
SENR9982-03
C. If a sensor must be replaced or a sensor must be
reinstalled, complete all of the following tasks:
• Lubricate the “O” ring with clean engine
lubricating oil.
• Ensure that the plug for the sensor has a seal
inside the connector body. If a seal is damaged
or missing, replace the seal.
• Ensure that the sensor is fully seated into the
engine before tightening the bracket bolt.
• Ensure that the connector is latched.
• Ensure that the harness is correctly secured,
and ensure that the harness is attached to the
harness clip.
D. Turn the keyswitch to the ON position.
E. Start the engine.
F. Use the electronic service tool in order to monitor
the diagnostic codes.
G. Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
replacement sensor has eliminated the fault.
Expected Result:
The fault has been rectif ed.
Results:
• OK – If the fault is eliminated with the replacement
sensor, reconnect the suspect sensor. If the fault
returns with the suspect sensor, replace the
suspect sensor.
Repair: Use the electronic service tool in order to
clear all logged diagnostic codes and then verify
that the repair eliminates the fault.
STOP.
• Not OK – The fault still exists. Proceed to Test
Step 8.
Test Step 8. Check if the Replacement of
the ECM Eliminates the Fault
A. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
B. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
163
Troubleshooting Section
C. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
D. Connect the electronic service tool to the
diagnostic connector.
E. Turn the keyswitch to the ON position.
F. Start the engine.
G. Use the electronic service tool to recheck the
system for active diagnostic codes.
Expected Result:
The fault is eliminated.
Results:
• OK
Repair: If the fault is eliminated with the test ECM,
perform the following procedure:
1. Reconnect the suspect ECM.
2. If the fault returns with the suspect ECM,
replace the ECM.
3. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
• Not OK – The fault was not eliminated with a test
ECM.
Repair: Install the original ECM.
1. If the fault persists, the fault may be a damaged
timing ring. Check the timing ring and/or replace
the timing ring.
2. If the fault is not eliminated, repeat the
diagnostic procedure from Step 1.
STOP.
i03460680
Engine Temperature Sensor
Open or Short Circuit - Test
System Operation Description:
262 Use this procedure under the following
conditions:
164 SENR9982-03
Troubleshooting Section

This procedure covers open circuit diagnostic codes

and short circuit diagnostic codes that are associated
with the following sensors:

• Coolant temperature sensor

• Intake manifold air temperature sensor
Use this procedure to troubleshoot the system when
one of the following diagnostic codes is an active
diagnostic code or a recently logged diagnostic code
or when a diagnostic code can easily be activated.

• 0110-03 Engine Coolant Temperature Sensor

voltage above normal

• 0110-04 Engine Coolant Temperature Sensor

voltage below normal

• 0172-03 Intake Manifold Air Temperature Sensor

voltage above normal

• 0172-04 Intake Manifold Air Temperature Sensor

voltage below normal

The following background information is related

to this procedure:

The troubleshooting procedures for the diagnostic

codes of each temperature sensor are identical.
The temperature sensors are sensors that have
two terminals. P2:37 on the Electronic Control
Module (ECM) is the common connection for the
engine temperature sensors. The sensor common
connection is shared between the temperature
sensors. The common line is connected to terminal 2
on each sensor connector. Terminal 1 is the sensor
output. The signal voltage from terminal 1 of each
sensor is supplied to the appropriate terminal at ECM
Connector P2/J2.

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 FMI
code (-03) 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 263
wire is shorted to another wire in the harness.
SENR9982-03 165
Troubleshooting Section

g01803534
Illustration 64
Schematic for engine temperature sensors

g01803535
Illustration 65
Typical view of the P2 pin locations for the temperature sensors
(37) Ground (GND) Intake Manifold Air (42) Signal (SIG) Intake Manifold Air (43) Signal (SIG) Coolant Temperature
Temperature Sensor and Coolant Temperature Sensor Sensor
Temperature Sensor

Test Step 1. Verify All Active Diagnostic

Codes
A. Connect the electronic service tool to the
diagnostic connector.

B. Turn the keyswitch to the ON position.

Note: Wait at least 30 seconds for activation of the

diagnostic codes.

C. Use the electronic service tool in order to verify if

any of the following diagnostic codes are active
or recently logged:
g01170313
Illustration 66
• 0110-03 Engine Coolant Temperature Sensor
Engine coolant temperature sensor and intake manifold air 264 voltage above normal
temperature sensor
(1) Signal (SIG)
(2) Ground (GND)
166
Troubleshooting Section
• 0110-04 Engine Coolant Temperature Sensor
voltage below normal
• 0172-03 Intake Manifold Air Temperature
Sensor voltage above normal
• 0172-04 Intake Manifold Air Temperature
Sensor voltage below normal
Expected Result:
One or more of the preceding diagnostic codes are
active or recently logged.
Results:
• Yes – Proceed to Test Step 2.
• No – The fault is intermittent. Proceed to Test Step
8.
Test Step 2. Inspect Electrical Connectors
And Wiring
A. Thoroughly inspect ECM engine harness
connector P2 and the suspect sensor connector.
Refer to Troubleshooting, “Electrical Connectors
- Inspect”.
B. 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.
Refer to illustration 65.
C. Verify that the latch tab of the connector is
correctly latched. Also verify that the latch tab of
the connector has returned to the fully latching
position.
D. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
E. Check the harness for abrasions and for pinch
points from the sensor to the ECM.
Expected Result:
All connectors, pins, and sockets should be
completely coupled and/or inserted. The harness
should be free of corrosion, abrasion, and pinch
points.
Results:
• OK – Proceed to Test Step 3.
265
SENR9982-03
• Not OK – Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all of the seals are correctly in place
and ensure that the connectors are completely
coupled. Clear all inactive diagnostic codes. Verify
that the repair has eliminated the fault. Proceed to
Test Step 3 if the fault has not been eliminated.
Test Step 3. Verify That The Diagnostic
Code Is Still Active
A. Turn the keyswitch to the ON position.
Note: Wait at least 10 seconds for activation of the
diagnostic codes.
B. Access the “Active Diagnostic Code” screen on
the electronic service tool and check for active
diagnostic codes.
C. Determine if the fault is related to an “Voltage
Above Normal” diagnostic code or a “Voltage
Below Normal” diagnostic code.
Expected Result:
A “Voltage Below Normal” diagnostic code or an
“Voltage Above Normal” diagnostic code is active.
Results:
• OK - SHORT Circuit – A “Voltage Below Normal”
diagnostic code is active at this time. Proceed to
Test Step 4.
• OK - OPEN Circuit – A “Voltage Above Normal”
diagnostic code is active at this time. Proceed to
Test Step 5.
• Not OK – A “Voltage Below Normal” diagnostic
code is not active. An “Voltage Above Normal”
diagnostic code is not active. An intermittent fault
may exist.
Repair: Use the electronic service tool to perform
a “Wiggle Test”. If faults are indicated then go to
the appropriate procedure.
STOP.
Test Step 4. Disconnect The Sensor In
Order To Create An Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the connector for the sensor with the
short circuit diagnostic code.
C. Turn the keyswitch to the ON position.
Note: Wait at least 10 seconds for activation of the
diagnostic codes.
SENR9982-03
D. Access the “Active Diagnostic Code” screen of
the electronic service tool. Check for an active
“Voltage Above Normal” diagnostic code.
Expected Result:
A “Voltage Above Normal” diagnostic code for the
disconnected sensor is now active.
Results:
• OK – A “Voltage Below Normal” diagnostic code
was active before disconnecting the sensor. An
“Voltage Above Normal” diagnostic code became
active after disconnecting the sensor.
Repair: Refer to Troubleshooting, “Electrical
Connectors - Inspect”.
Inspect the seals in the connectors for damage.
Connect the sensor and verify that the fault returns.
If the fault returns, the sensor is faulty.
Replace the sensor.
Clear all logged diagnostic fault codes.
STOP.
• Not OK – There is a short circuit between the
sensor harness connector and the ECM. Leave the
sensor disconnected. Proceed to Test Step 6.
Test Step 5. Create A Short Circuit
Between The Signal And The Common
Terminals At The Sensor Harness
Connector
A. Disconnect the suspect sensor connector P100
for the coolant temperature sensor or disconnect
P103 for the inlet manifold temperature sensor.
B. Turn the keyswitch to the ON position.
Note: Wait at least 10 seconds for the activation of
any diagnostic fault codes.
C. Fabricate a jumper wire 150 mm (6 inch) long.
Crimp a terminal to both ends of the wire.
D. Monitor the “Active Diagnostic Code” screen on
the electronic service tool before installing the
jumper wire and after installing the jumper wire.
E. Install the jumper on the engine harness connector
for the suspect sensor, P100 for the coolant
temperature sensor and P103 for the intake
manifold temperature sensor. Install one end
of the jumper at the sensor signal (terminal 1).
Install the other end of the jumper at the common
connection (terminal 2).
167
Troubleshooting Section
Note: Wait at least 30 seconds for activation of the
short circuit diagnostic code.
Expected Result:
A “Voltage Below Normal” diagnostic code is active
when the jumper is installed. An “Voltage Above
Normal” diagnostic code is active when the jumper
is removed.
Results:
• OK – The engine harness and the ECM are OK.
Repair: Perform the following repair:
1. Temporarily connect the suspect sensor.
2. If the diagnostic code remains active, replace
the sensor.
3. Verify that the repair eliminates the fault.
4. Clear all logged diagnostic codes.
STOP.
• Not OK – The “Voltage Above Normal” diagnostic
code remains active with the jumper in place. The
most probable location for the open circuit is in the
sensor common or the sensor signal wire in the
engine harness between the ECM and the sensor.
Remove the jumper. Proceed to Test Step 6.
Test Step 6. Check The Operation Of The
ECM By Creating An Open And A Short
Circuit At The ECM Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector.
C. Thoroughly inspect both halves of the connector
for signs of corrosion or moisture. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
D. Turn the keyswitch to the ON position. Use the
electronic service tool in order to monitor the
“Active Diagnostic Code” screen. Wait at least 10
seconds for activation of the code.
An “Voltage Above Normal” diagnostic code
should be active for the suspect sensor.
Note: When P2 is disconnected, all of the “Voltage
Above Normal” diagnostic codes for the pressure
sensors and temperature sensors will be active. This
is normal. Disregard the diagnostic codes for the
pressure sensors and the temperature sensors that
are not suspect. Monitor the diagnostic codes for the
266 suspect sensors only.
E. Turn the keyswitch to the OFF position.
168
Troubleshooting Section
F. Fabricate a jumper wire 150 mm (6 inch) long.
Crimp a terminal to both ends of the wire.
G. Monitor the “Active Diagnostic Code” screen on
the electronic service tool before installing the
jumper wire and after installing the jumper wire.
H. Remove the suspect sensor signal pin from the P2
connector, either pin P2:42 for the intake manifold
temperature sensor or pin P2:43 for the coolant
temperature sensor. Remove the P2:37 sensor
common connector. Install the jumper on the P2
connector. Install one end of the jumper at the
suspect sensor signal pin. Install the other end
of the jumper to the P2:37 common connection
for the sensors. Reassemble the P2 connector
to the ECM. Use the electronic service tool in
order to check the diagnostic codes. Wait at least
10 seconds for activation of the “Voltage Below
Normal” diagnostic code.
Note: The “Voltage Above Normal” diagnostic code
for the temperature sensor that is not suspect should
become active when the sensor common connection
is removed from the P2 connector. This code can be
disregarded.
Expected Result:
A “Voltage Below Normal” diagnostic code is active
when the jumper is installed. A “Voltage Above
Normal” diagnostic code is active when the jumper
is removed.
Results:
• OK – Proceed to test step 7.
• Not OK
Repair: The ECM does not operate correctly.
Perform the following repair:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
SENR9982-03
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 7. Bypass The Harness Wiring
Between The ECM And The Sensor
Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector on the ECM harness,
and the suspect sensor connector.
C. Remove the sensor signal wire from the P2
connector.
D. Remove the signal wire (terminal 1) from the
sensor connector on the engine harness.
E. Fabricate a jumper wire that is long enough to
reach from the ECM to the sensor connector with
sockets on both ends.
F. Insert one end of the jumper into the ECM
connector. Insert the other end of the jumper into
the sensor connector of the engine harness.
G. Reconnect the connector for the ECM harness
and the sensor connector.
H. Turn the keyswitch to the ON position.
I. Use the electronic service tool in order to monitor
the “Active Diagnostic Code” screen for either the
“Voltage Above Normal” diagnostic code for the
sensor or the “Voltage Below Normal” diagnostic
code for the sensor.
Expected Result:
The diagnostic code disappears when the jumper is
installed.
Results:
• OK – There is a fault in the wiring harness.
Repair: Perform the following repair:
1. Repair the faulty harness or replace the faulty
harness.
2. Clear all diagnostic codes.
267
SENR9982-03
3. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
• Not OK – The fault is intermittent. Proceed to Test
Step 8.
Test Step 8. Perform the “Wiggle Test” on
the Perkins Electronic Service Tool (EST)
A. Select the “Wiggle Test” from the diagnostic tests
on the electronic service tool.
B. Choose the appropriate group of parameters to
monitor.
C. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent faults.
If an intermittent fault exists, the status will be
highlighted and an audible beep will be heard.
Expected Result:
No intermittent faults were indicated during the
“Wiggle Test”.
Results:
• OK – No intermittent faults were found. The
harness and connectors appear to be OK. If this
test was required as part of another procedure,
return to that procedure and continue testing. If
this test has resolved the fault, return the engine
to service. STOP.
• Not OK – At least one intermittent fault was
indicated.
Repair: Repair the harness or the connector.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
i03460681
Fuel Rail Pump Solenoid - Test
System Operation Description:
Use this procedure to troubleshoot the system when
one of the following diagnostic codes is active or
easily repeated:
• 1779-05 Fuel Rail #1 Pressure Valve Solenoid
current below normal
169
Troubleshooting Section
• 1779-06 Fuel Rail #1 Pressure Valve Solenoid
current above normal
Note: The fuel rail pump is installed on the engine at
the factory. The fuel rail pump is not serviceable part.
The fuel rail pump solenoid is used to control the
output from the fuel rail pump. The solenoid receives
an electrical supply from the Electronic Control
Module (ECM). The fuel rail pump solenoid is then
energized when the fuel is required to be pumped
into the fuel rail. Varying the timing of the voltage to
the solenoid controls the fuel delivery from the fuel
rail pump.
When the fuel rail pump solenoid is deactivated, the
fuel that is not sent to the fuel rail is returned to the
fuel tank.
The fuel rail pump solenoid forms part of the closed
loop control system for the fuel rail pressure in
conjunction with the fuel rail pressure sensor, ECM
and the software. The fuel rail pressure sensor
measures the fuel pressure in the high pressure fuel
rail. The signal from the fuel rail pressure sensor is
processed by the ECM and software. The measured
pressure is compared to the desired fuel rail pressure
for the given engine operating conditions.
If the fuel rail pump solenoid fails, it is likely that the
fuel will not be pumped into the high pressure fuel rail
and engine shutdown or failure to start the engine is
expected. Fuel rail pressure can be observed on the
status screen of the electronic service tool.
268
170
Troubleshooting Section
Illustration 67
Typical schematic of the circuit for the fuel rail pump solenoid
Illustration 68
Typical view of the P2 pin locations for the electrical power supply circuit
(25) Fuel rail pump solenoid PWM signal (26) Fuel rail pump solenoid return
Test Step 1. Inspect the Electrical
Connectors and the Harness
Electrical shock hazard. The fuel rail pump sole-
noid uses 63 to 73 volts.
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the harness connector
P2/J2 and the suspect connector P532. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the solenoid connector P532 and the
connector pins 25 and 26 that are associated with
the fuel rail pump solenoid. Refer to illustration 68.
SENR9982-03
g01803553
g01803554
D. Check the harness for abrasions and for pinch
points from the battery to the ECM. Check the
harness for abrasions and for pinch points from
the key switch to the ECM.
E. Perform a “Wiggle Test” by using the electronic
service tool in order to identify intermittent
connections.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted. The harness is free of
corrosion, of abrasion, and of pinch points.
Results:
269 • OK – The connectors and the harness appear to
be OK. Proceed to Test Step 2.
SENR9982-03
• Not OK – There is a fault with the connectors
and/or the harness.
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all of the seals are correctly in place
and ensure that the connectors are completely
coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Use the electronic service tool to verify if any
of the following diagnostic codes are active or
recently logged:
• 1779-05 Fuel Rail #1 Pressure Valve Solenoid
current below normal
• 1779-06 Fuel Rail #1 Pressure Valve Solenoid
current above normal
Expected Result:
One or more of the following diagnostic codes are
active or recently logged:
• 1779-05 Fuel Rail #1 Pressure Valve Solenoid
current below normal
• 1779-06 Fuel Rail #1 Pressure Valve Solenoid
current above normal
Results:
• 1779-05 – Proceed to Test Step 3.
• 1779-06 – Proceed to Test Step 7.
• Not OK – No active diagnostic codes or recently
logged diagnostic codes are displayed. STOP.
Test Step 3. Check the Harness for an
Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect P2 from the ECM.
C. Measure the resistance between P2:25 and P2:26.
171
Troubleshooting Section
Expected Result:
The nominal resistance is less than 2 Ohms.
Results:
• OK – The harness and the solenoid do not have
an open circuit.
Repair: Check the high pressure fuel system for
leaks. A mechanical relief valve is installed in the
high pressure fuel rail. Check that there is no f ow
of fuel from the mechanical relief valve. Refer
to Operation and Maintenance Manual, “High
Pressure Fuel Lines”.
If the fuel system is Not OK, repair the fuel system
and restart the diagnostic process.
If the fuel system is OK, proceed to Test Step 4.
• Not OK – There is an open circuit. Proceed to Test
Step 4.
Test Step 4. Check the Fuel Rail Pump
Solenoid for an Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the connector from the fuel rail pump
solenoid.
C. Measure the resistance of the fuel rail pump
solenoid.
Expected Result:
The nominal resistance is less than 1 Ohm.
Results:
• OK – There is an open circuit or there is an
excessive resistance in the harness.
Repair: Repair the connectors or the harness
and/or replace the connectors or the harness.
Ensure that all of the seals are correctly in place
and ensure that all connectors are correctly
coupled.
Use the electronic service tool in order to perform
the fuel rail pump solenoid test.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminated the fault.
STOP.
270 • Not OK – The fuel rail pump solenoid is faulty.
172
Troubleshooting Section
Repair: Temporarily connect a new fuel rail pump
to the harness, but do not install the fuel rail pump
to the engine.
Reconnect the P2 to the ECM. Check the screw
for the ECM connector for the correct torque of
5.0 N·m (44 lb in).
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminated the fault.
Use the electronic service tool in order to perform
the fuel rail pump solenoid test.
If the diagnostic code does not reappear, then
install the new fuel rail pump to the engine. Refer to
Disassembly and Assembly Manual, “Fuel Injection
Pump- Install”.
STOP.
Test Step 5. Check the Fuel Rail Pump
Solenoid for a Short Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the connector from the fuel rail pump
solenoid.
C. Turn the keyswitch to the ON position.
D. Use the electronic service tool in order to perform
the solenoid test for the fuel rail pump.
Expected Result:
A “Current Below Normal” diagnostic code is
displayed. The “Current Above Normal” diagnostic
code is not displayed.
Results:
• OK – A “Current Below Normal” diagnostic code is
displayed. The harness has no shorts to supply or
ground. The fuel rail pump solenoid is faulty.
Repair: Temporarily connect a new fuel rail pump
to the harness, but do not install the fuel rail pump
to the engine.
Reconnect P2 to the ECM. Check the screw for the
ECM connector for the correct torque of 5.0 N·m
(44 lb in).
Use the electronic service tool in order to perform
the solenoid test for the fuel rail pump.
Verify that the repair eliminates the fault.
271
SENR9982-03
If the diagnostic code has been cleared, then install
the new fuel rail pressure pump to the engine.
Refer to Disassembly and Assembly, “Electrical
Connectors - Inspect”.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – The harness is a short circuit or the ECM
is a short circuit. Proceed to Test Step 6.
Test Step 6. Check the harness for the
Fuel Rail Pump Solenoid for a Short
Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the P532 connector from the fuel rail
pump solenoid.
C. Disconnect the P2 connector from the ECM.
D. Measure the resistance between P2:26 and P2:25.
E. Measure the resistance between P2:25 and
voltage +.
F. Measure the resistance between P2:25 and the
voltage (-).
G. Measure the resistance between P2:26 and
voltage +.
H. Measure the resistance between P2:26 and
voltage (-).
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK – The harness has no short circuit to supply
or ground. The ECM is suspect. Proceed to Test
Step 7.
• Not OK – The harness has a short circuit.
Repair: Repair the harness and connectors or
replace the faulty harness and connectors.
Connect the P532 connector to the fuel rail pump
solenoid.
Connect the P2 connector to the ECM.
Turn the keyswitch to the ON position.
Use the electronic service tool in order to perform
the solenoid test for the fuel rail pump.
SENR9982-03
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 7. Check the ECM and the
Harness
A. Turn the keyswitch to the OFF position.
B. Disconnect the P532 connector from the fuel rail
pump solenoid.
C. Insert a jumper wire across P532.
D. Turn the keyswitch to the ON position.
E. Use the electronic service tool in order to perform
the solenoid test for the fuel rail pump.
F. Use the electronic service tool in order to monitor
the status screen.
Expected Result:
A 1779-06 diagnostic code is displayed.
Results:
• OK – The ECM and the ECM connections function.
The solenoid is not an open circuit. Recheck the
diagnostic codes. Proceed to Test Step 5.
• Not OK – The ECM is suspect. Proceed to Test
Step 8.
Test Step 8. Check the ECM Function
A. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
B. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
C. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
D. Replace all connectors.
E. Use the electronic service tool to recheck the
system for active diagnostic codes.
F. Use the electronic service tool in order to perform
the solenoid test for the fuel rail pump.
Expected Result:
The fault is eliminated.
173
Troubleshooting Section
Results:
• OK
Repair: If the fault is eliminated with the test ECM,
perform the following procedure:
1. Reconnect the suspect ECM.
2. If the fault returns with the suspect ECM,
replace the ECM.
3. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
• Not OK
Repair: Repeat the diagnostic procedure from
Step 1.
STOP.
i03460722
Idle Validation Switch Circuit
- Test
System Operation Description:
Use this procedure if any of the following diagnostic
codes are active:
• 0091-02 Throttle Position Sensor erratic,
intermittent, or incorrect
• 0774-02 Secondary Throttle Position Sensor
erratic, intermittent, or incorrect
The idle validation switch (IVS) may be installed. The
IVS is required for mobile applications that use an
analog throttle. The IVS is part of the analog throttle
demand sensor. The IVS is CLOSED when the low
idle is set.
The demand settings for the analog throttle that are
valid for the IVS threshold are programmed into the
Electronic Control Module (ECM). Use the electronic
service tool in order to display the demand settings
for the analog throttle.
If the IVS operates outside of the programmed range
then the engine speed may not respond to changes
in the throttle position for the suspect throttle.
272 The electronic service tool may be used for the
following:
174 SENR9982-03
Troubleshooting Section

• Reset the IVS threshold for an existing IVS.

• View the IVS change point and reset the IVS
thresholds when a new throttle assembly is
installed.

g01803633
Illustration 69
Schematic of the idle validation switch (IVS) circuit

g01803694
Illustration 70
Typical view of the pin locations in the P1 connector
(35) Sensor Ground (GND) (44) Idle validation (IVS) 2 (45) Idle validation (IVS) 1
273
SENR9982-03
Test Step 1. Check the Operation of the
Idle Validation Switch (IVS)
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Use the electronic service tool in order to check
the current “Throttle Conf guration”.
D. Select the “SERVICE” option from the drop-down
menu on the electronic service tool.
E. Select the “Throttle Conf guration” option on the
electronic service tool. Select the appropriate
analog “Throttle Conf guration” summary from the
menu on the left of the screen. The IVS window
for the throttle will indicate “YES” if an IVS is
installed. Make a note of the “Idle Validation Min
OFF Threshold” parameters that are displayed in
the “Throttle Conf guration” menu of the electronic
service tool. Make a note of the “Idle Validation
Max ON Threshold” parameters that are displayed
in the “Throttle Conf guration” menu of the
electronic service tool.
F. Select the “Throttle status” function on the
electronic service tool. Select “Status” function
and then select “Throttles” function.
G. The throttle is set in the low idle position.
H. Depress the throttle pedal slowly. The IVS status
should change from CLOSED (ON) to OPEN
(OFF).
Expected Result:
The IVS state changes from CLOSED (ON) to OPEN
(OFF).
Results:
• OK – The IVS state changes from CLOSED (ON)
to OPEN (OFF). Proceed to Test Step 2.
• Not OK – The IVS does not operate.
Repair:
Proceed to Test Step 3.
Test Step 2. Check the Idle Validation
Switch (IVS) Threshold
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
274
C. Use the electronic service tool in order to check
the current “Throttle Conf guration”.
175
Troubleshooting Section
D. Select the “SERVICE” option from the drop-down
menu on the electronic service tool.
E. Select the “Throttle Conf guration” option on the
electronic service tool. Select the appropriate
analog “Throttle Conf guration” summary from the
menu on the left of the screen. The IVS window
for the throttle will indicate “YES” if an IVS is
installed. Make a note of the “Idle Validation Min
OFF Threshold” parameters that are displayed in
the “Throttle Conf guration” menu of the electronic
service tool. Make a note of the “Idle Validation
Max ON Threshold” parameters that are displayed
in the “Throttle Conf guration” menu of the
electronic service tool.
F. To select the “Throttle status” function on the
electronic service tool, select “Status” function and
then select “Throttles” function.
G. The throttle is set in the low idle position.
H. Depress the throttle pedal slowly. The IVS status
should change from CLOSED (ON) to OPEN
(OFF).
Expected Result:
The IVS switch operates between the “Idle Validation
Min OFF Threshold” and the “Idle Validation Max ON
Threshold” parameters. Use the electronic service
tool in order to view the parameters of the IVS switch.
Results:
• OK – The IVS switch operates within the “Idle
Validation Min OFF Threshold” and the “Idle
Validation Max ON Threshold” parameters. Use
the electronic service tool in order to view the
parameters of the IVS switch. STOP.
• Not OK – The IVS switch cannot operate within
the “Idle Validation Min OFF Threshold” and the
“Idle Validation Max ON Threshold” parameters.
Use the electronic service tool in order to view the
parameters of the IVS switch.
Repair:
Proceed to Test Step 7.
Test Step 3. Inspect Electrical Connectors
and the Harness
A. Inspect the P1/J1 connector, the harness and
all of the connectors for the IVS. 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 analog throttle switch:
176
Troubleshooting Section
• P1:35
• P1:44
• P1:45
C. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
D. Check the harness for abrasion and pinch points
from the analog throttle switch to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness is free of
corrosion, abrasion and pinch points.
Results:
• OK – Proceed to Test Step 4.
• Not OK
Repair: Perform the following repair:
Repair the connectors or the harness or replace
the connectors or the harness. Ensure that all of
the seals are correctly installed and ensure that the
connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 4. Check the Location of the
Fault
A. Disconnect the IVS harness connector.
B. Install a jumper wire between the IVS connections
on the harness.
C. Turn the keyswitch to the ON position.
D. Install a jumper wire between the IVS connections
on the harness. Use the electronic service tool in
order to check for diagnostic codes.
E. Remove the jumper wire that is between the IVS
connections on the harness. Use the electronic
service tool in order to check for diagnostic codes.
Expected Result:
When the jumper wire is installed, the IVS state on
the “Throttle Status” screen of the electronic service
tool will display “ON”.
275
SENR9982-03
When the jumper wire is removed, the IVS state on
the “Throttle Status” screen of the electronic service
tool will display “OFF”.
Results:
• OK – The jumper wire is connected. The electronic
service tool displays the IVS state as “ON”. The
jumper wire is disconnected. The electronic service
tool displays the IVS state as “OFF”. The IVS is
suspect. Proceed to Test Step 6.
• Not OK – The harness and/or the ECM are
suspect. Proceed to Test Step 5.
Test Step 5. Check the ECM function
A. Disconnect the P1 connector.
B. If the IVS 2 is suspect, temporarily remove
connector P1:45. If the IVS 1 is suspect,
temporarily remove P1:44.
C. Fabricate a jumper wire.
D. Turn the keyswitch to the ON position.
E. Install the jumper wire between the removed
connector pin on the P1 connector and P1:35.
F. Use the electronic service tool in order to monitor
the IVS status. Record the status of the IVS.
G. Disconnect the jumper wire.
H. Use the electronic service tool in order to monitor
the IVS status. Record the status of the IVS.
Expected Result:
When the jumper wire is installed, the IVS state on
the “Throttle Status” screen of the electronic service
tool will display “ON”.
When the jumper wire is removed, the IVS state on
the “Throttle Status” screen of the electronic service
tool will display “OFF”.
Results:
• OK – The jumper wire is connected. The electronic
service tool displays the IVS state as “ON”. The
jumper wire is disconnected. The electronic service
tool displays the IVS state as “OFF”.
Repair:
1. Inspect the harness between the ECM and IVS.
2. Locate the fault.
3. Repair the harness and/or replace the harness.
SENR9982-03
4. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair has eliminated the fault.
STOP.
• Not OK – The ECM is suspect.
Repair: Perform the following repair:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 6. Check the Idle Validation
Switch (IVS) at the Sensor
A. Turn the keyswitch to the OFF position.
B. Disconnect the IVS.
C. Set the throttle to low idle.
D. Check the resistance of the IVS.
E. Set the throttle to high idle.
F. Check the resistance of the IVS.
Expected Result:
The IVS reading should be more than 20,000 Ohms
at high idle.
The IVS reading should be less than 10 Ohms at
low idle.
276
177
Troubleshooting Section
Results:
• OK – The IVS indicates the resistance that is
shown in the test. No fault is indicated at this time.
Recheck the harness for intermittent connections.
STOP.
• Not OK – The IVS is not functioning correctly.
Repair: Replace the IVS or replace the
sensor assembly for throttle demand. Refer to
documentation for the machine for information
on the throttle demand sensor. Check the IVS
calibration.
Refer to Test Step 7.
• Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault. – STOP.
Test Step 7. Check the Idle Validation
Switch (IVS) Calibration
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Select the “Throttle Conf guration” option on the
electronic service tool. Select the appropriate
analog “Throttle Conf guration” summary from the
menu on the left of the screen. The IVS window
for the throttle will indicate “YES” if an IVS is
installed. Make a note of the “Idle Validation Min
OFF Threshold” parameters that are displayed in
the “Throttle Conf guration” menu of the electronic
service tool. Make a note of the “Idle Validation
Max ON Threshold” parameters that are displayed
in the “Throttle Conf guration” menu of the
electronic service tool.
D. Select the “Throttle status” function on the
electronic service tool. Select “Status” function
and then select “Throttles” function.
E. The throttle is set in the low idle position.
F. Depress the throttle pedal slowly. The raw
percentage values for the throttle that are shown
on the electronic service tool should increase and
the IVS status should change from “CLOSED”
(ON) to “OPEN” (OFF). Make a note of the raw
reading for the throttle when the IVS reading
changes from “CLOSED” to “OPEN”. Repeat this
step in order to obtain accurate raw percentage
values for the throttle. The noted value should
be within the previously noted “Idle Validation
Min OFF Threshold” and “Idle Validation Max ON
Threshold” limits.
G. The throttle pedal is set to the full throttle position
or the high idle position.
178
Troubleshooting Section
H. Release the throttle pedal slowly. The raw
percentage values for the throttle that are shown
on the electronic service tool should decrease
and the IVS status should change from “OPEN”
(OFF) to “CLOSED” (ON). Make a note of the
raw reading for the throttle when the IVS reading
changes from the OPEN position to the CLOSED
position. Repeat this step in order to obtain
accurate raw percentage values for the throttle.
The noted value should be within the previously
noted “Idle Validation Min OFF Threshold” and
“Idle Validation Max ON Threshold” limits.
Expected Result:
The IVS operates within the “Idle Validation Min
OFF Threshold” and the “Idle Validation Max
ON Threshold” values that are shown on the
“Conf guration” menu of the electronic service tool.
Results:
• OK – The IVS operates within the “Idle Validation
Min OFF Threshold” and the “Idle Validation Max
ON Threshold” values that are shown on the
“Conf guration” menu of the electronic service tool.
STOP.
• Not OK – Proceed to Test Step 8.
Test Step 8. Reset the Idle Validation
Switch (IVS) Threshold Limits by Using
the Electronic Service Tool
The electronic service tool can be used to reset the
“Idle Validation Min OFF Threshold” and the “Idle
Validation Max ON Threshold” limits that are shown
in the current throttle conf guration summary.
A. Calculate the new “Idle Validation Min OFF
Threshold” limit. The “Idle Validation Min OFF
Threshold” limit is 3% below the lowest raw values
that are noted in the previous Test Step.
Note: The default value for the “Idle Validation Min
OFF Threshold” is 10%. The lowest value that should
be set is 5%.
B. Calculate the new “Idle Validation Max ON
Threshold” limit. The “Idle Validation Max ON
Threshold” is 3% above the raw values that was
noted for the “Idle Validation Max ON Threshold”
limit. The “Idle Validation Max ON Threshold” is
3% above the highest raw % value that was noted
in the previous Test Step.
Note: The default value for the “Idle Validation Max
ON Threshold” is 25%. The maximum value that is
expected is 28%.
C. Enter the new threshold limits into the electronic
service tool.
SENR9982-03
D. Turn the keyswitch to the OFF position. Turn the
keyswitch to the ON position.
E. Repeat the previous Test Step. Check that the IVS
operates within the newly set threshold limits.
Expected Result:
The fault is cleared.
Results:
• OK – STOP.
• Not OK
Repair: Repeat the procedure from Test Step 1.
STOP.
i03460880
Ignition Keyswitch Circuit and
Battery Supply Circuit - Test
System Operation Description:
This procedure tests that the correct voltage is being
supplied to the Electronic Control Module (ECM).
Use this procedure to troubleshoot the system when
one of the following diagnostic codes is active or
easily repeated:
• 0168-00 Electrical System Voltage high
• 0168-01 Electrical System Voltage low
• 0168-02 Electrical System Voltage erratic,
intermittent, or incorrect
• 1834-02 Ignition Keyswitch loss of signal
The ECM receives electrical power (battery
voltage) through the wiring that is supplied by the
manufacturer of the application. Unswitched battery
voltage is supplied through P1: 7, 8, 15, 16. The
negative battery is supplied through P1: 1, 2, 3, 9, 10.
The ECM receives the input from the keyswitch at
P1:40 when the keyswitch is in the ON position or in
the START position. When the ECM detects battery
voltage at this input, the ECM will power up. When
battery voltage is removed from this input, the ECM
will power down.
The cause of an intermittent power supply to the
ECM can occur on either the positive side or on the
277 negative side of the battery circuit. The connections
for the unswitched battery+ may be routed through a
dedicated protection device (circuit breaker).
SENR9982-03 179
Troubleshooting Section

Some applications may be equipped with an

engine protection shutdown system or an idle timer
shutdown system that interrupts electrical power
to the keyswitch. The engine protection shutdown
system can be an aftermarket device and the idle
timer shutdown system can be external to the ECM.
Some of these systems will not supply power to the
ECM until one of the following conditions is met:

• The engine is cranked.

• The engine oil pressure achieves acceptable limits.
• An override button is pressed.
Keep in mind that these devices may be the cause of
intermittent power to the ECM. These devices may
also shut down the engine.

Usually, battery power to the diagnostic connector

is available and the battery power to the data link
connector is independent of the keyswitch. Therefore,
you will be able to power up the electronic service
tool, but you may not be able to communicate with
the engine ECM. The engine ECM requires the
keyswitch to be in the ON position in order to maintain
communications. The ECM may power down a short
time after connecting the electronic service tool if the
keyswitch is in the OFF position. This is normal.

For intermittent faults such as intermittent shutdowns

that could be caused by the application wiring,
temporarily bypassing the application wiring may be
an effective means of determining the root cause. If
the symptoms disappear with the bypass wiring, the
application wiring is the cause of the fault. A means
of bypassing the application wiring is explained in
this test procedure. This is especially important for
applications that do not provide dedicated circuits
for the unswitched battery and the connections for
the keyswitch.

278
180 SENR9982-03
Troubleshooting Section

g01803755
Illustration 71
Schematic for the ignition keyswitch and battery supply circuit

g01803934
Illustration 72
Typical view of the pin locations on the P1 connector for the ignition keyswitch and battery supply circuit
(1) Battery ground (GND) (8) Battery (+) (16) Battery ground (+)
(2) Battery ground (GND) (9) Battery ground (GND) (40) Ignition key switch
(3) Battery ground (GND) (10) Battery ground (GND)
(7) Battery (+) (15) Battery ground (+)

279
SENR9982-03
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the P1 connector, the battery
connections and the connections to the keyswitch.
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: 7, 8, 15, 16 (Unswitched Battery+)
• P1: 1, 2, 3, 9, 10 (Battery-)
• P1:40 (keyswitch)
C. Use the electronic service tool to perform a
“Wiggle Test”. Special attention must be paid to
the following connections:
• P1: 7, 8, 15, 16
• P1: 1, 2, 3, 9, 10
• P1:40
D. Check the ECM connector for the correct torque
of 5.0 N·m (44 lb in).
E. Check the harness for abrasion and for pinch
points from the battery to the ECM, and from the
keyswitch to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness is free of
corrosion, of abrasion or of pinch points.
Results:
• OK – The harness and connectors appear to be
OK. Proceed to Test Step 2.
• Not OK – There is a fault with the connectors
and/or the harness.
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure that
all of the seals are correctly installed and ensure
that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
280
181
Troubleshooting Section
Test Step 2. Check for Active Diagnostic
Codes or Logged Diagnostic Codes
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Monitor the active diagnostic code screen on
the electronic service tool. Check and record
any active diagnostic codes or logged diagnostic
codes.
Note: Wait at least 30 seconds in order for the
diagnostic codes to become active.
Expected Result:
One of the following diagnostic codes is active or
logged:
• 168-0 Electrical System Voltage high
• 168-1 Electrical System Voltage low
• 168-2 Electrical System Voltage erratic,
intermittent, or incorrect
• 1834-2 Ignition Keyswitch loss of signal
Note: Diagnostic code 1834-2 can be generated
by rapidly cycling the keyswitch. If diagnostic code
1834-2 is logged but not active, this may be the
cause.
Results:
• OK – A 168 or a 1834-02 diagnostic code is active
or logged. Proceed to Test Step 3.
• Not OK – No diagnostic code is active.
Repair: The fault is no longer present. If the fault
is intermittent, refer to Troubleshooting, “Electrical
Connectors - Inspect”.
STOP.
Test Step 3. Check the Battery Voltage at
the ECM Connector
A. Disconnect the connector P1 from the ECM
connector.
B. Turn the keyswitch to the ON position.
C. Measure the voltage between P1:7 (Unswitched
Battery+) and P1:1 (Battery-).
D. Measure the voltage between P1:8 (Unswitched
Battery+) and P1:2 (Battery-).
182
Troubleshooting Section
E. Measure the voltage between P1:15 (Unswitched
Battery+) and P1:9 (Battery-).
F. Measure the voltage between P1:16 (Unswitched
Battery+) and P1:10 (Battery-).
G. Measure the voltage between P1:40 (keyswitch)
and P1:3 (Battery-).
H. Turn the keyswitch to the OFF position.
Expected Result:
For 12 Volt systems, the measured voltage is a
constant 11.0 to 13.5 Volts DC with no suspected
intermittent faults at this time.
For 24 Volt systems, the measured voltage is a
constant 22.0 to 27.0 Volts DC with no suspected
intermittent faults at this time.
Results:
• OK – The ECM is receiving the correct voltage.
Repair: If an intermittent condition is suspected,
refer to Troubleshooting, “Electrical Connectors -
Inspect”.
STOP.
• Not OK – The ECM is not receiving the correct
voltage.
Repair: Check for continuity in the harness for
the keyswitch from P1:40 through the keyswitch
circuit to the batteries. Check the circuit protection
for the circuit. Refer to the service manual for the
instructions on troubleshooting the circuit for the
keyswitch.
For intermittent problems such as intermittent
shutdowns that could be caused by the application
wiring, temporarily bypassing the application wiring
may be an effective means of determining the root
cause.
Proceed to Test Step 5.
• Not OK – No voltage is present on P1: 7, 8, 15, 16.
Repair: Check for continuity in the harness for the
unswitched Battery+ from the ECM to the batteries.
Check the circuit protection for the circuit. Check
for continuity in the harness for the Battery- from
the ECM to the batteries.
281
SENR9982-03
For intermittent faults such as intermittent
shutdowns that could be caused by the application
wiring, temporarily bypassing the application wiring
may be an effective means of determining the root
cause.
Proceed to Test Step 5.
• Not OK – The battery voltage is out of limits.
Proceed to Test Step 4.
Test Step 4. Check the Batteries
A. Measure the no-load battery voltage at the battery
terminals.
B. Load test the batteries. Use a suitable battery
load tester.
Expected Result:
The batteries pass the load test. For 12 Volt systems,
the measured voltage is at least 11.0 Volts DC. For
24 Volt systems, the measured voltage is at least
22.0 Volts DC.
Results:
• OK – The batteries pass the load test. For 12
Volt systems, the measured voltage is at least
11.0 Volts DC. For 24 Volt systems, the measured
voltage is at least 22.0 Volts DC.
Repair: Refer to the service manual for the
application for instructions on troubleshooting the
application harness. Troubleshoot the application
harness and repair the application harness, as
required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repairs eliminate the fault.
STOP.
• Not OK – The batteries do not pass the load test.
For 12 Volt systems, the measured voltage is
less than 11.0 Volts DC. For 24 Volt systems, the
measured voltage is less than 22.0 Volts DC.
Repair: Recharge or replace the faulty batteries.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
SENR9982-03 183
Troubleshooting Section

Test Step 5. Bypass the Application

Harness

Batteries give off f ammable fumes which can ex-

plode.

To avoid injury or death, do not strike a match,

cause a spark, or smoke in the vicinity of a battery.

NOTICE
Do not connect the bypass harness to the battery un-
til all of the in-line fuses have been removed from the
Battery+ line. If the fuses are not removed before con-
nection to the battery, a spark may result.

Note: The bypass harness is only for test

applications. This bypass harness must be removed
before the application is released to the customer.
The bypass harness can be used in order to
determine if the cause of the intermittent fault is an
interruption in battery power to the ECM or to the
keyswitch circuit.

g01803954
Illustration 73
Schematic for the bypass application harness

A. Turn the keyswitch to the OFF position. D. Remove the fuses from the Battery+ wire of the
bypass harness and connect the Battery+ and the
B. Disconnect the P1 connector from the ECM Battery- wires directly to the battery terminals.
connector. 282

C. Connect a bypass harness to the ECM.

184 SENR9982-03
Troubleshooting Section

Note: This bypass directly connects the circuit for the
keyswitch to the ECM. The ECM will remain powered
until the connection to the unswitched battery+ line
is disconnected. Remove the fuses from the in-line
fuse holder to power down the ECM. Do not connect
the bypass to the battery terminals or do not remove
the bypass from the battery terminals without f rst
removing the in-line fuses.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.

E. Connect the electronic service tool to the

i03461205
diagnostic connector of the bypass harness and
verify that communication can be established. Indicator Lamp Circuit - Test
Note: Remove the bypass harness and restore all
wiring to the original condition after testing.
System Operation Description:
Expected Result:
Use this procedure under the following circumstances:
Installing the bypass eliminates the fault.

Note: The status of the “Ignition Keyswitch” will

• The lamps are not receiving battery voltage.
always indicate ON while the bypass harness is
installed.
• The lamps are not operating correctly.
Also, use this procedure if another procedure has
Results: directed you here.
• OK – The symptom disappears when the bypass The following diagnostic lamps are available:
harness is installed. The symptom returns when
the bypass harness is removed. The fault is in the
wiring for the application that supplies power to
• Power Take Off (PTO) lamp
the ECM. Check for aftermarket engine protection
switches that interrupt power. Send the application
• Stop lamp
to the OEM dealer to repair. STOP.
• Warning lamp
• Not OK – The symptom is still present when the • Cold start (wait to start lamp)
bypass harness is installed.

Repair: Connect the bypass to another battery and

verify if the fault is resolved. If the fault is resolved,
the fault is with the batteries on the application.
If the fault still exists, perform the following
procedure:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
• Low oil pressure lamp
The electronic service tool can be used as a
diagnostic aid in order to switch the individual lamps
ON and OFF.
Note: The diagnostic function that switches the
lamps is contained in the “Override” section in the
“Diagnostics” menu of the electronic service tool.

2. Contact the Technical Help Desk.

Note: This consultation can greatly reduce the repair

time.

3. If the Technical Help Desk recommends the

use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.

4. Use the electronic service tool to recheck the

system for active diagnostic codes.

5. If the fault is resolved with the test ECM, 283

reconnect the suspect ECM.
SENR9982-03 185
Troubleshooting Section

g01804053
Illustration 74
Typical schematic of the indicator lamp circuit

g01804073
Illustration 75
Typical example of the pin locations on the P1 connector
(1) Ground (7) Battery+ (59) Warning lamp
(2) Ground (8) Battery+ (60) Stop lamp
(3) Ground (15) Battery+ (61) PTO lamp
(9) Ground (16) Battery+ (62) Low oil pressure lamp
(10) Ground (40) Keyswitch (63) Cold start lamp

Test Step 1. Inspect Electrical Connectors C. Perform a 45 N (10 lb) pull test on each of
and Wiring the wires in the customer connector and the
Electronic Control Module (ECM) connector that is
A. Turn the keyswitch to the OFF position. associated with the diagnostic lamp.

B. Thoroughly inspect P1 connector and the lamp
connections. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
D. Check the screw for the P1 connector for the
correct torque of 5.0 N·m (44 lb in).
284
E. Check the harness for abrasions and for pinch
points from the battery to the ECM.
186
Troubleshooting Section
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure that
all of the seals are correctly installed and ensure
that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 2. Inspect the Lamp, the Fuse,
and the Power Supply
A. Disconnect the lamp from the harness. Inspect the
lamp in order to determine if the lamp has failed.
B. Measure the resistance across the two terminals
of the lamp. If the resistance is more than 2000
Ohms, the bulb has failed.
C. Check the battery by connecting a test lamp
across the terminal of the battery.
Expected Result:
The lamp has less than 2000 Ohms and the power
supply is OK.
Results:
• OK – The lamp appears to be operating correctly
at this time. Proceed to Test Step 3.
• Not OK
Repair: Replace the suspect component or repair
the suspect component.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repairs have eliminated the fault.
STOP.
Test Step 3. Measure the Input to the
Lamp at the Lamp Socket
A. Turn the keyswitch to the ON position.
B. Use the electronic service tool to select the
“Override” function in order to switch individual
lamps ON and OFF.
Note: The “Override” function is contained in the
“Diagnostics” menu of the electronic service tool.
SENR9982-03
C. Measure the voltage at the lamp socket.
Expected Result:
The voltage should be between 12.0 Volts DC and
24.0 Volts DC.
Results:
• OK – The voltage is between 12.0 Volts DC and
24.0 Volts DC.
Repair: Replace the bulb.
Verify that the repair eliminates the fault.
If the fault persists, measure the resistance across
the 2 terminals of the lamp. If the resistance is
more than 2000 Ohms, the replacement bulb has
failed. Replace the bulb and repeat the test.
If the fault persists, proceed to Test Step 4.
• Not OK – The voltage is not in the range that is
expected. Proceed to Test Step 5.
Test Step 4. Test the Individual Lamp
Circuits
A. Disconnect the P1 connector.
B. Temporarily disconnect the wire from the P1
connector socket that supplies the suspect lamp.
C. By using a jumper wire, connect the removed wire
to the battery-.
D. Turn the keyswitch to the ON position and observe
the lamp.
Expected Result:
The diagnostic lamp turns ON while the jumper is
connected. Also, the diagnostic lamp turns OFF
when the jumper is removed.
Results:
• OK – The circuit for the diagnostic lamp is
functioning correctly. Proceed to Test Step 5.
• Not OK – The lamp did not turn ON. The lamp
circuit is not functioning correctly. There is a fault in
the harness between the lamp and the ECM.
Repair: Repair the lamp circuit.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminated the fault.
285
STOP.
SENR9982-03
Test Step 5. Check the Voltage at the ECM
A. Disconnect the P1 connector.
B. Temporarily disconnect the wire from the P1
connector that supplies the suspect lamp.
C. Fabricate the jumper wire with a suitable pin for
the P1 connector.
D. Install one end of the jumper wire into the P1
connector that supplies the suspect lamp. Connect
a test lamp between the battery+ and the jumper
wire.
E. Reinstall the P1 connector to the ECM.
F. Turn the keyswitch to the ON position. Use the
electronic service tool to select the override
function in order to switch individual lamps ON
and OFF.
Note: The “Override” function is contained in the
“Diagnostics” menu of the electronic service tool.
Expected Result:
The lamp should illuminate.
Results:
• OK – The ECM is operating correctly. There is a
fault in the wiring or the lamp. Repair the wiring
or the lamp, as required. Verify that the repair
eliminates the fault.
STOP.
• Not OK – There is a suspected fault in the ECM.
Repair: Perform the following procedure:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
5. If the fault returns with the suspect ECM,
replace the ECM.
286
STOP.
187
Troubleshooting Section
i03462462
Injector Data Incorrect - Test
System Operation Description:
Use this procedure under the following situation:
Use this procedure for any of the following diagnostic
codes:
• 0001-02 Cylinder #1 Injector erratic, intermittent,
or incorrect
• 0002-02 Cylinder #2 Injector erratic, intermittent,
or incorrect
• 0003-02 Cylinder #3 Injector erratic, intermittent,
or incorrect
• 0004-02 Cylinder #4 Injector erratic, intermittent,
or incorrect
• 0005-02 Cylinder #5 Injector erratic, intermittent, or
incorrect (1106D engine only)
• 0006-02 Cylinder #6 Injector erratic, intermittent, or
incorrect (1106D engine only)
The following background information is related
to this procedure:
The engine has electronic unit injectors that are
electronically controlled by the Electronic Control
Module (ECM). The ECM sends a 70 Volt pulse
to each injector solenoid. The pulse is sent at the
correct time and for the correct duration for a given
engine load and engine speed. Use this procedure
to identify the cause of the diagnostic code. Use this
procedure to repair the system.
If an injector is replaced, then the correct injector
trim f les must be programmed into the ECM. The
injector trim f les allow each individual injector to be
f ne tuned for optimum performance. The ECM will
generate the following diagnostic code if the injector
trim f les are not programmed:
• 0268-02 Programmed Parameter Fault erratic,
intermittent, or incorrect
Refer to Troubleshooting, “Injector Trim File” for
further information.
If the ECM is replaced then the replacement
ECM must be correctly programmed. Refer to
Troubleshooting, “Replacing the ECM” for further
information.
188
Troubleshooting Section
Use the electronic service tool in order to perform the
“Fuel System Verif cation Test”. The “Fuel System
Verif cation Test” is used to check that the system
operates correctly after a repair has been made.
Illustration 76
g01336666
Typical example of the electronic unit injector
Test Step 1. Check for Diagnostic Codes
That Are Related to this Procedure
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Check for logged diagnostic codes that are related
to this procedure.
D. Make a note of the logged diagnostic codes.
Expected Result:
Expected Result 1
One or more of the following diagnostic codes are
logged:
• 1-2 Cylinder #1 Injector erratic, intermittent, or
incorrect
• 2-2 Cylinder #2 Injector erratic, intermittent, or
incorrect
• 3-2 Cylinder #3 Injector erratic, intermittent, or
incorrect
• 4-2 Cylinder #4 Injector erratic, intermittent, or
incorrect
287
• 5-2 Cylinder #5 Injector erratic, intermittent, or
incorrect (1106D engine only)
SENR9982-03
• 6-2 Cylinder #6 Injector erratic, intermittent, or
incorrect (1106D engine only)
Expected Result 2
On four cylinder engines, two injectors that share a
common supply indicate a diagnostic code.
Note: Injectors 1 and 4 share a common injector
driver circuit in the ECM. Injectors 2 and 3 share a
common driver circuit in the ECM. If two injectors that
share a common supply indicate a diagnostic code
then this is probably caused by a faulty ECM.
On six cylinder engines, three injectors that share a
common supply indicate a diagnostic code.
Note: Injectors 1, 2 and 3 share a common injector
driver circuit in the ECM. Injectors 4, 5 and 6 share a
common driver circuit in the ECM. If three injectors
that share a common supply indicate a diagnostic
code then this is probably caused by a faulty ECM.
Results:
• OK – Result 1 One or more diagnostic codes are
logged. Proceed to Test Step 2.
• OK – Result 2 On four cylinder engines, two
injectors that share a common supply indicate a
diagnostic code. On six cylinder engines, three
injectors that share a common supply indicate a
diagnostic code. Proceed to Test Step 3.
• Not OK – No related diagnostic codes are logged.
STOP.
Test Step 2. Check the Faulty Cylinder
Numbers
A. Use the electronic service tool in order to make a
note of the logged diagnostic codes.
B. Use the noted diagnostic codes in order to check
the cylinders for faulty injectors.
Expected Result:
The diagnostic codes indicate the cylinder numbers
that have faulty injectors.
Results:
• OK – No related diagnostic codes are logged.
STOP.
• Not OK – The diagnostic codes indicate the
cylinder numbers that have faulty injectors.
Repair: Replace the faulty injectors.
SENR9982-03 189
Troubleshooting Section

Use the electronic service tool in order to program
the replacement injector trim f les . Refer to
Troubleshooting, “Injector Trim File” for further
information.
Use the electronic service tool in order to clear the
logged codes.
Turn the keyswitch to the ON position.
Repair: The test ECM eliminates the fault and the
suspect ECM indicates a “FAIL” condition. Perform
the following procedure:
1. Replace the faulty ECM.
2. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.

Start the engine. STOP.

Use the electronic service tool in order to perform • Not OK – The test ECM did not eliminate the fault.
the “Fuel System Verif cation Test”. If the cylinders Carefully repeat this procedure from Test Step 1.
indicate “PASS”, then the fault has been cleared.
i03462471
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
Injector Solenoid Circuit - Test
STOP.
System Operation Description:
Test Step 3. Check the ECM
Use this procedure to troubleshoot any suspected
A. Make sure that the latest f ash f le for the faults with the injector solenoids.
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”. Use this procedure for the following diagnostic codes:
B. Contact the Technical Help Desk.
• 0001-05 Cylinder #1 Injector current below normal
Note: This consultation can greatly reduce the repair
time.
• 0001-06 Cylinder #1 Injector current above normal

C. If the Technical Help Desk recommends the

• 0002-05 Cylinder #2 Injector current below normal
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
• 0002-06 Cylinder #2 Injector current above normal

D. Use the electronic service tool in order to perform

• 0003-05 Cylinder #3 Injector current below normal
the “Fuel System Verif cation Test”. Verify that the
test eliminates the fault.
• 0003-06 Cylinder #3 Injector current above normal

Note: The “Fuel System Verif cation Test” will indicate

• 0004-05 Cylinder #4 Injector current below normal
if the cylinder has a “Pass” or “Fail”. If the cylinders
indicate “Pass” then the fault has been cleared.
• 0004-06 Cylinder #4 Injector current above normal

E. If the fault is resolved with the test ECM, reconnect

• 0005-05 Cylinder #5 Injector current below normal
(1106D engine only)
the suspect ECM.

F. Use the electronic service tool in order to perform

• 0005-06 Cylinder #5 Injector current above normal
(1106D engine only)
the “Fuel System Verif cation Test”.

Expected Result:
• 0006-05 Cylinder #6 Injector current below normal
(1106D engine only)
The test ECM clears the fault. Using the electronic
service tool in order to perform the “Fuel System
• 0006-06 Cylinder #6 Injector current above normal
(1106D engine only)
Verif cation Test” with the suspect ECM indicates a
“FAIL” condition. Perform this procedure under conditions that are
identical to the conditions that exist when the fault
Results: occurs. Typically, faults with the injector solenoid
occur when the engine is warmed up and/or when
• OK 288
the engine is under vibration (heavy loads).
190 SENR9982-03
Troubleshooting Section

The engine has Electronic Unit Injectors (EUI)

that are mechanically actuated and electronically
controlled. The Electronic Control Module (ECM)
sends a pulse to each injector solenoid. The pulse is
sent at the correct time and for the correct duration
for a given engine load and speed. The solenoid is
mounted on top of the fuel injector body.

If an open circuit is detected in the solenoid, a

diagnostic code is generated. The ECM continues to
try to f re the injector. If a short circuit is detected, a
diagnostic code is generated. The ECM will disable
the solenoid circuit. The ECM will periodically try
to f re the injector. If the short circuit remains, this
sequence of events will be repeated until the fault
is corrected.

“Injector Solenoid Test”

Use the “Injector Solenoid Test” on the electronic

service tool to aid in diagnosing an open circuit or
a short circuit diagnostic code while the engine is
not running. The “Injector Solenoid Test” will send
a signal to each solenoid. The electronic service
tool will indicate the status of the solenoid as “OK”,
“Open”, or “Short”.

Note: On four cylinder engines, the use of a shared

supply will mean that a short circuit in the wire that is
used as a supply for the injector solenoid will cause
two cylinders to have diagnostic codes.

Note: On six cylinder engines, the use of a shared

supply will mean that a short circuit in the wire that is
used as a supply for the injector solenoid will cause
three cylinders to have diagnostic codes.

g01336666
Illustration 77
Typical example of the fuel injector
289
SENR9982-03
Illustration 78
Schematic for the injector solenoid circuit for the 1104D engine
Illustration 79
P2 pin connections for the 1104D engine
(57) Injector Cylinder (Number 1)
(35) Injector Cylinder (Number 1 Return)
(63) Injector Cylinder (Number 2)
191
Troubleshooting Section
g01805273
g01805296
(7) Injector Cylinder (Number 2 Return) (58) Injector Cylinder (Number 4)
(64) Injector Cylinder (Number 3) (34) Injector Cylinder (Number 4 Return)
(8) Injector Cylinder (Number 3 Return)
290
192
Troubleshooting Section
Illustration 80
Schematic for the injector solenoid circuit for the 1106D engine
Illustration 81
P2 pin connections for the 1106D engine
(57) Injector Cylinder (Number 1)
(35) Injector Cylinder (Number 1 Return)
(58) Injector Cylinder (Number 2)
(34) Injector Cylinder (Number 2 Return)
(59) Injector Cylinder (Number 3)
(33) Injector Cylinder (Number 3 Return)
(64) Injector Cylinder (Number 4)
(8) Injector Cylinder (Number 4 Return)
291
SENR9982-03
g01805313
g01805334
(63) Injector Cylinder (Number 5)
(7) Injector Cylinder (Number 5 Return)
(62) Injector Cylinder (Number 6)
(6) Injector Cylinder (Number 6 Return)
SENR9982-03
Illustration 82
Typical example of the fuel injector harness connector
Illustration 83
Typical example of the connector on the valve mechanism cover
Test Step 1. Inspect Electrical Connectors
and Wiring
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Thoroughly inspect connector P2. Thoroughly
inspect the connectors at the valve cover base.
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 injector solenoids.
D. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
E. Check the harness and wiring for abrasion and for
pinch points from the injectors to the ECM.
193
Troubleshooting Section
g01245543
g01245544
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted and the harness is free of
corrosion, of abrasion and of pinch points.
Results:
• OK – The harness is OK. Proceed to Test Step 2.
• Not OK – There is a fault in the connectors and/or
the harness.
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure that
all of the seals are correctly installed and ensure
that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
292
194
Troubleshooting Section
Test Step 2. Check for Logged Diagnostic
Codes that are Related to the Injector
Solenoids
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Check for logged diagnostic codes that are related
to the injector solenoids on the electronic service
tool.
Expected Result:
One or more diagnostic codes that are related to the
injector solenoids have been logged:
• 1-5 Cylinder #1 Injector current below normal
• 1-6 Cylinder #1 Injector current above normal
• 2-5 Cylinder #2 Injector current below normal
• 2-6 Cylinder #2 Injector current above normal
• 3-5 Cylinder #3 Injector current below normal
• 3-6 Cylinder #3 Injector current above normal
• 4-5 Cylinder #4 Injector current below normal
• 4-6 Cylinder #4 Injector current above normal
• 5-5 Cylinder #5 Injector current below normal
(1106D engine only)
• 5-6 Cylinder #5 Injector current above normal
(1106D engine only)
• 6-5 Cylinder #6 Injector current below normal
(1106D engine only)
• 6-6 Cylinder #6 Injector current above normal
(1106D engine only)
Results:
• OK – One or more diagnostic codes have been
logged. Proceed to Test Step 3.
• Not OK – No diagnostic codes have been logged.
Proceed to Test Step 4.
Test Step 3. Use the “Injector Solenoid
Test”
A. Start the engine.
B. Allow the engine to warm up to the normal
operating temperature.
C. Stop the engine.
SENR9982-03
D. Turn the keyswitch to the ON position.
E. Access the “Injector Solenoid Test” by accessing
the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Injector Solenoid Test”
F. Activate the test.
Note: Do not confuse the “Injector Solenoid Test”
with the “Cylinder Cutout Test”. The “Cylinder Cutout
Test” is used to shut off fuel to a specif c cylinder
while the engine is running. The “Injector Solenoid
Test” is used to actuate the injector solenoids while
the engine is not running. This allows the click of the
injector solenoids to be heard while the engine is off
in order to determine that the circuit is functioning
correctly.
G. As each solenoid is energized by the ECM, an
audible click can be heard at the valve cover.
Expected Result:
All cylinders indicate “OK”.
Results:
• OK – There is not an electronic fault with the
injectors at this time.
Repair: If the “Injector Solenoid Test” returned a
“Not OK” for any injector, refer to Troubleshooting,
“Engine Misf res, Runs Rough or Is Unstable”.
STOP.
• Open – Note the cylinders that indicate “Open”.
Proceed to Test Step 5.
• Short – Note the cylinders that indicate “Short”.
Proceed to Test Step 4.
Test Step 4. Check the Variation of the
Injectors between Cylinders
A. Start the engine.
B. Allow the engine to warm up to normal operating
temperature.
C. After the engine is warmed to operating
temperature, access the “Cylinder Cutout Test” by
accessing the following display screens in order:
• “Diagnostics”
293
• “Diagnostic Tests”
SENR9982-03
• “Cylinder Cutout Test”
D. Select the start button at the bottom of the screen
for the cylinder cutout test on the electronic
service tool.
E. Select the “Cylinder Cutout Test”.
F. Follow the instructions that are provided in the
cylinder cutout test. The cylinder cutout tests are
interactive so the procedure is guided to the f nish.
Note: The “Manual Cylinder Cutout Test” is also
available. Access the manual test by selecting the
“Change” button on the screen for the cylinder cutout
test. The “Cylinder Cutout Test” is the recommended
starting procedure. The automated tests run twice
collecting data. The two sets of data are analyzed
and an “OK” or “Not OK” result is displayed.
G. Check for active diagnostic codes and for logged
diagnostic codes that are related to the injector
solenoids.
Expected Result:
All cylinders indicate “OK” on the electronic service
tool.
Results:
• OK – All cylinders indicate “OK”.
Repair: If the engine is misf ring or if the
engine has low power, refer to Troubleshooting,
“Engine Misf res, Runs Rough or Is Unstable”
and Troubleshooting, “Low Power/Poor or No
Response to Throttle”.
If a diagnostic code results from running the
cylinder cutout test, proceed to Test Step 5.
• Not OK – One or more cylinders displayed “Not
OK” during the test. Proceed to Test Step 5.
Test Step 5. Check the Harness between
the ECM and the Valve Cover Base for an
Open Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Disconnect the connectors from the valve cover
294
base.
C. Turn the keyswitch to the ON position.
195
Troubleshooting Section
D. Fabricate a jumper wire 100 mm (4 inch) long with
terminals on both ends of the wire.
E. Insert one end of the jumper wire into the terminal
for the suspect injector's supply. Insert the other
end of the jumper wire into the terminal for the
suspect injector's return circuit.
F. Perform the “Injector Solenoid Test” at least two
times.
G. Repeat this test for each suspect injector. Stop
the “Injector Solenoid Test” before handling the
jumper wires.
Expected Result:
The electronic service tool displays “Current Above
Normal” for the cylinder with the jumper wire.
Results:
• OK – The harness between the ECM and the
valve cover base is OK. Proceed to Test Step 6.
• Not OK – There is a fault between the ECM and
the valve cover base. Proceed to Test Step 7.
Test Step 6. Check the Injector Harness
Under the Valve Cover
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Remove the valve cover.
C. On four cylinder engines, disconnect the harness
from the suspect injector. Disconnect the harness
from the injector that shares the same supply
circuit as the suspect injector.
Note: On four cylinder engines, injectors 1 and 4
share a common injector driver circuit in the ECM.
Injectors 2 and 3 share a common injector driver
circuit in the ECM. If the two injectors that share a
common supply indicate “Open Circuit” fault codes,
the open circuit is probably caused by a faulty ECM.
D. On six cylinder engines, disconnect the harness
from the suspect injector. Disconnect the harness
from the injectors that share the same supply
circuit as the suspect injector.
196
Troubleshooting Section
Note: On six cylinder engines, injectors 1, 2, and 3
share a common injector driver circuit in the ECM.
Injectors 4, 5, and 6 share a common injector driver
circuit in the ECM. If the three injectors that share a
common supply indicate “Open Circuit” fault codes,
the open circuit is probably caused by a faulty ECM.
E. Thoroughly clean the terminals on the injectors
and on the harness connectors.
F. Exchange the harness between two of the
injectors that share the common driver.
G. Turn the keyswitch to the ON position.
H. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
Exchanging the harness between the two injectors
caused the fault to move to the other injector.
Results:
• OK – There is a fault with the injector harness
under the valve cover.
Repair: Repair the injector harness or replace the
injector harness under the valve cover.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – The injector may be faulty.
Repair: Replace the faulty injector. Refer to
Disassembly and Assembly, “Electronic Unit
Injectors - Remove” and Disassembly and
Assembly, “Electronic Unit Injectors - Install”.
Restore the wiring to the correct injectors.
Perform the “Injector Solenoid Test”.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 7. Check the ECM for an Open
Circuit
Electrical shock hazard. The electronic unit injec-
295
tor system uses 67-73 volts.
SENR9982-03
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Disconnect connector P2 from the ECM.
C. Remove the supply wire and the return wire for
the suspect injector from connector P2. Install a
jumper wire into connector P2 in order to provide
a short between the supply and the return of the
suspect injector.
D. Reinstall connector P2 to the ECM.
E. Turn the keyswitch to the ON position.
F. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
The electronic service tool displays “Current Above
Normal” for the cylinder with the jumper wire.
Note: On four cylinder engines, shorting a shared
supply will affect the status of two injectors. Ignore
the status of the other injector that is on the shared
supply.
Note: On six cylinder engines, shorting a shared
supply will affect the status of three injectors. Ignore
the status of the other injectors that are on the shared
supply.
Results:
• OK – The ECM is OK.
Repair: On four cylinder engines, if the two
injectors that share a supply indicate “Open Circuit”
fault codes, the open circuit is probably caused by
a faulty ECM.
On six cylinder engines, if the three injectors that
share a supply indicate “Open Circuit” fault codes,
the open circuit is probably caused by a faulty
ECM.
Repair the engine harness or replace the engine
harness, as required.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – There may be a fault with the ECM.
Repair: Perform the following procedure:
SENR9982-03
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Remove the jumper wire from connector P2 and
reinstall the injector wires.
3. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
4. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
5. Perform the “Injector Solenoid Test”.
6. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
7. If the fault returns with the suspect ECM,
replace the ECM.
8. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 8. Check the Harness between
the ECM and the Valve Cover Base for a
Short Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Disconnect the connectors from the valve cover
base.
C. Turn the keyswitch to the ON position.
D. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All cylinders indicate “Current Below Normal”.
Results:
• OK – All cylinders indicate “Current Below
Normal”. Proceed to Test Step 10.
296
197
Troubleshooting Section
• Not OK – One or more cylinders indicate “Current
Above Normal”. Note the cylinders that indicate
“Current Above Normal”. Proceed to Test Step 9.
Test Step 9. Check the ECM for a Short
Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Disconnect connector P2 from the ECM and check
for evidence of moisture entry.
C. Turn the keyswitch to the ON position.
D. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All cylinders indicate “Current Below Normal” when
connector P2 is disconnected from the ECM.
Note: When the engine harness is disconnected,
all of the diagnostic codes for supply voltage to the
sensors will be active. This is normal. Clear all of the
logged diagnostic codes after completing this test
step.
Results:
• OK – The short circuit is in the engine harness.
Repair: The fault is most likely in one of the wires
to the injector. Inspect the connectors for moisture
and for corrosion. Also, check the wire insulation
for damage and for strands that are exposed.
Repair the engine harness or replace the engine
harness, as required. Clear all diagnostic codes
after completing this test step.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – There may be a fault with the ECM.
Repair: Perform the following procedure:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
198
Troubleshooting Section
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Perform the “Injector Solenoid Test”.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
Test Step 10. Check the Engine Harness
Under the Valve Cover for a Short Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Remove the valve cover.
C. Disconnect each of the injectors that indicate a
“Short” from the wiring harness. Ensure that each
of the connectors from the disconnected injector
harness does not touch any other components.
D. Turn the keyswitch to the ON position.
E. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All of the injectors that were disconnected indicate
“Current Below Normal”.
Results:
• OK – All of the injectors that were disconnected
indicate “Current Below Normal”.
Repair: Leave the injector wires disconnected.
The supply wire is not shorted to the engine.
297
Proceed to Test Step 11.
SENR9982-03
• Not OK – One or more of the injectors that were
disconnected indicate “Current Above Normal”.
Repair: The fault is most likely in the supply to the
injector. Inspect the connectors for moisture and for
corrosion. Also, check the supply wire's insulation
for damage and for strands that are exposed.
Repair the injector harness or replace the injector
harness under the valve cover.
Use the electronic service tool to clear all logged
diagnostic codes and then verify that the repair has
eliminated the fault.
STOP.
Test Step 11. Check for a Short Circuit in
the Return Wire
Electrical shock hazard. The electronic unit injec-
tor system uses 67-73 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned OFF.
B. Disconnect the connector P2 from the ECM.
C. Locate the terminal for the supply of the faulty
injector in the connector P2. Measure the
resistance from the terminal to the engine ground
stud.
Expected Result:
The resistance is greater than 10 Ohms.
Results:
• OK – The resistance is greater than 10 Ohms.
Repair: Reconnect connector P2.
Replace the faulty injector.
Perform the “Injector Solenoid Test”.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – There is a short in the return line.
Repair: Disconnect the connectors from the valve
cover base.
SENR9982-03 199
Troubleshooting Section

Measure the resistance of the return wire between

connector P2 and the engine ground stud.

If the resistance is less than 10 Ohms, the fault is

in the return wire between the ECM and the valve
cover base.

If the resistance is greater than 10 Ohms, the fault

is in the return wire under the valve cover.

Repair the injector harness or replace the injector

harness.

Use the electronic service tool to clear all logged

diagnostic codes and then perform the “Injector
Solenoid Test” in order to verify that the repair
eliminates the fault.

STOP.

i03462542

Mode Selection Circuit - Test

System Operation Description:

Use this procedure under the following circumstances:

• Diagnostic code 1743-02 has been generated.

• Check if the mode switch operates correctly.
The mode switch inputs provide the operator with
the ability to select a maximum of four different
modes of operation. Different modes of operation
can be used in a particular situation by giving the
operator a means to select the most eff cient method
of completing the required work.

Each mode has a single fuel limit map, a rated speed,

and a matched fuel delivery. Each mode also has a
specif c droop value for throttle 1 and throttle 2.

For 1104D engines, refer to table 58 for a list of

examples of different modes of operation.

For 1106D engines, refer to table 59 for a list of

examples of different modes of operation. Refer to
table 60 for a list of mode switch connections.

298
200 SENR9982-03
Troubleshooting Section

Table 58
Switch 2 Switch 1 Mode 1104D Engine Rating Droop (%)(1)
Number
Throttle 1 Throttle Torque
2 Speed
Control
Open Open 1 80 KW @ 2200 RPM 10 10 10
Open Closed 2 80 KW @ 2200 RPM 5 2 0
Closed Open 3 100 KW @2200 RPM 10 10 10
Closed Closed 4 100 KW @ 2200 RPM 5 5 0
(1) Throttle droop can be conf gured in 1% increments.

Table 59
Switch 2 Switch 1 Mode 1106D Engine Rating Droop (%)(1)
Number
Throttle 1 Throttle Torque
2 Speed
Control
Open Open 1 100 KW @ 2200 RPM 10 10 10
Open Closed 2 100 KW @ 2200 RPM 5 2 0
Closed Open 3 120 KW @2200 RPM 10 10 10
Closed Closed 4 120 KW @ 2200 RPM 5 5 0
(1) Throttle droop can be conf gured in 1% increments.

Table 60
Function P1 Connector Pin
Assignment
Mode Switch 1 39
Mode Switch 2 46
Switch return (Ground) 35

g01805358
Illustration 84
Typical schematic for the mode switches

299
SENR9982-03 201
Troubleshooting Section

g01805359
Illustration 85
Typical view of the pin locations for the P1 connector
(35) Mode switch return (GND) (39) Mode switch 1 (46) Mode switch 2

Test Step 1. Inspect Electrical Connectors
and Wiring
A. Turn the keyswitch OFF.
B. Thoroughly inspect the P1 connector. Thoroughly
inspect the connectors for the mode switch, plugs
and interconnections on the harness. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the P1 connector that are associated with
the mode switch.
D. Check the screw for the Electronic Control Module
(ECM) connector for the correct torque of 5.0 N·m
(44 lb in).
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• – If the fault has not been eliminated proceed to
Test Step 2.
Test Step 2. Check the Status of the Mode
Switch
A. Turn the keyswitch to the OFF position.
B. Connect the electronic service tool to the
diagnostic connector.
C. Turn the keyswitch to the ON position.

E. Check the harness for abrasions and for pinch
points from the battery to the ECM.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure that
all of the seals are correctly in place and ensure
that the connectors are completely coupled.
D. Monitor the status screen on the electronic service
tool. Cycle the mode switches to the ON position
and to the OFF position.
Expected Result:
The switch status should change as you cycle the
mode switches. When the switch is in the OFF
position the switch has an open condition. When the
switch is in the ON position the switch has a closed
condition.
Results:

• OK
300
202
Troubleshooting Section
Repair: Verify that the status of the switch changes
as the switch is cycled.
STOP.
• Not OK – There is a fault with the circuit for the
mode switch. Proceed to Test Step 3.
Test Step 3. Insert a Jumper at the
Suspect Mode Switch
A. Turn the keyswitch to the OFF position.
B. Perform the following procedure to test the circuit
of mode switch No. 1. Place a jumper wire across
the contacts of switch No. 1.
C. Perform the following procedure to test the circuit
of mode switch No. 2. Place a jumper wire across
the contacts of switch No. 2.
D. Turn the keyswitch to the ON position. Monitor
the status screen on the electronic service tool.
Connect the jumper wire. Monitor the electronic
service tool status screen. Disconnect the jumper
wire. Monitor the electronic service tool status
screen.
Expected Result:
When the jumper wire is connected the switch should
be in the CLOSED position.
Results:
• OK
Repair: Verify that the jumper wire has been
removed. The suspect mode switch is faulty.
Replace the switch. Use the electronic service tool
in order to clear all logged diagnostic codes and
then verify that the repair has eliminated the fault.
STOP.
• Not OK – Proceed to Test Step 4.
Test Step 4. Measure the Resistance of
the Wire Harness at the ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector.
C. Measure the resistance between P1:35 switch
return and the following ECM pins:
• P1:46 Mode Switch No. 2
• P1:39 Mode Switch No. 1
301
D. Cycle each mode switch to the OFF position and
to the ON position.
SENR9982-03
Expected Result:
The resistance is less than 10 Ohms in the mode
switch ON position.
The resistance is more than 4000 Ohms in the mode
switch OFF position.
Results:
• OK – There is no faults in the harness. Proceed
to Test Step 5.
• Not OK – The fault is in the harness between the
sensor connector and the P1 connector.
Repair: Repair the connector or replace the
connector. Use the electronic service tool to clear
all diagnostic codes and then verify that the repair
has eliminated the fault.
Proceed to Test Step 5 if the fault has not been
eliminated.
Test Step 5. Test the ECM
A. Turn the keyswitch to the OFF position.
B. Temporarily disconnect the P1 connector from the
ECM. Remove the pins 35, 39 and 46 from the
P1 connector.
C. Reconnect the P1 connector.
D. Turn the keyswitch to the ON position. Monitor the
status screen of the electronic service tool.
E. Disconnect the P1 connector from J1.
F. Insert a jumper wire between the suspect switch
socket and P1:35.
G. Turn the keyswitch to the ON position. Monitor the
status screen of the electronic service tool.
Expected Result:
When the connections are removed from the P1
connector, the indication for the mode switch on the
electronic service tool will be in the OFF position. The
switch will indicate an open condition.
When the jumper is connected to the P1 connector,
the indication for the mode switch on the electronic
service tool will be in the ON position. The switch will
indicate a closed condition.
Results:
• OK – The ECM is operating correctly. STOP.
• Not OK – The ECM is not operating correctly.
SENR9982-03 203
Troubleshooting Section

Repair: Perform the following procedure: • No speed (no PTO control)

1. Make sure that the latest f ash f le for the The PTO switches are listed below:
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”. • P1:52 PTO Control ON or P1
2. Remove all jumpers and replace all connectors. • P1:50 PTO Raise/Resume
3. Contact the Technical Help Desk. • P1:51 PTO Set or Lower
Note: This consultation can greatly reduce the repair • P1:49 (Clutch or Brake) PTO Disengage Switches
time.
An indicator lamp is used to indicate the status of
4. If the Technical Help Desk recommends the the PTO.
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.

5. Use the electronic service tool to recheck the

system for active diagnostic codes.

6. If the fault is resolved with the test ECM,

reconnect the suspect ECM.

7. If the fault returns with the suspect ECM,

replace the ECM.

8. Use the electronic service tool in order to clear

all logged diagnostic codes and then verify that
the repair eliminates the fault.

STOP.

i03462580

PTO Switch Circuit - Test

System Operation Description:

Use this procedure under the following circumstances:

• Verify that the PTO switches receive the correct

supply voltage.

• Check that the PTO switches operate correctly.

Note: Some applications may only have one PTO
switch.

Also, use this procedure if another procedure has

directed you here.

The PTO switches provide the operator with the

ability to select the desired engine speed. Engine
speed will decrease with increasing load. The PTO
switches can be used to control the engine speed.

The engine has the following options of set speed

control: 302

• Single speed
204 SENR9982-03
Troubleshooting Section

g01805393
Illustration 86
Schematic for the PTO switches

g01805477
Illustration 87
Typical view of the pin locations on the P1 connector for the PTO switch
(35) Switch Ground (GND) (50) PTO mode - raise/resume (52) PTO mode - ON/OFF
(49) PTO mode - disengage (51) PTO mode - set/lower

Test Step 1. Inspect Electrical Connectors E. Check the screw for the ECM connector for the
and Wiring correct torque of 5.0 N·m (44 lb in).

A. Turn the keyswitch to the OFF position. F. Check the harness for corrosion, abrasion, and
pinch points from the throttle switch to the ECM.
B. Thoroughly inspect the J1/P1 connector on the
Electronic Control Module (ECM), the switch Expected Result:
connections and battery connections. Refer to
Troubleshooting, “Electrical Connectors - Inspect” All connectors, pins and sockets should be
for details. completely inserted and coupled. The harness should
be free of corrosion, abrasion and pinch points.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the sensor connector and the ECM Results:
connector that are associated with the active
diagnostic code. Refer to illustration 87. • OK – Proceed to Test Step 2.
D. Verify that the latch tab of the connector is
303 • Not OK
correctly latched. Also verify that the latch tab of
the connector has returned to the fully latching Repair: Repair the circuit.
position.
SENR9982-03
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 2. Check the “PTO Mode
Switches” on the Electronic Service Tool
A. Turn the keyswitch to the OFF position.
B. Connect the electronic service tool to the
diagnostic connector.
C. Turn the keyswitch to the ON position.
D. Observe the status of the PTO mode switch on
the electronic service tool while you operate the
“PTO ON/OFF switch” from the ON position to the
OFF position.
E. Use the electronic service tool in order to observe
the status of the PTO mode switch while you
operate the “PTO Set/Lower switch” from the OFF
position to the ON position.
F. Use the electronic service tool in order to observe
the status of the PTO mode switch while you
operate the “PTO Raise/Resume switch” from the
OFF position to the ON position.
Expected Result:
Result 1 The electronic service tool shows that the
“PTO mode ON/OFF switch” is in the OPEN condition
when the control switch is OFF.
The electronic service tool shows that the “PTO
mode ON/OFF switch” is in the CLOSED condition
when the control switch is ON.
Note: The PTO mode lamp is OFF when the switch
is in the OFF position. The lamp is f ashing when the
switch is in the ON position.
Result 2 When the “PTO mode Set/Lower switch”
is in the OFF position, the switch is in the OPEN
position.
When the “PTO mode Set/Lower switch” is in the ON
position, the “PTO mode Set/Lower switch” is in the
CLOSED position.
Result 3 When the “PTO mode Raise/Resume
switch” is in the OFF position, the display screen
shows an OPEN condition.
When the “PTO mode Raise/Resume switch” is in the
ON position, the display screen shows a CLOSED
condition.
304
205
Troubleshooting Section
Note: The “PTO mode lamp” f ashes when the
“PTO mode” is switched ON. The PTO mode lamp
changes from f ashing to ON when the PTO mode
Set/Lower switch is CLOSED. The PTO mode lamp
changes from f ashing to ON when the PTO mode
Raise/Resume switch is CLOSED.
Results:
• OK – The PTO mode switches operate correctly.
STOP.
• Not OK – Proceed to Test Step 3.
Test Step 3. Check the Status of the PTO
Mode Disengage Switches
A. Use the electronic service tool in order to observe
the switch status while the PTO mode disengage
switches are operated OFF and ON.
Note: The PTO mode disengage switches usually
function by the operation of the brake, clutch or the
operator switch. These switches must be operated
separately for this test.
Expected Result:
When the PTO mode is switched ON, the electronic
service tool shows that the “PTO mode disengage
switches” are in the “ENGAGED” position. If the
“PTO mode disengage switches” are activated,
the electronic service tool shows the status of the
“PTO mode disengage switches”. If the “PTO mode
disengage switches” are activated, the electronic
service tool shows that the “PTO mode disengage
switches” are in the “DISENGAGED” position.
Results:
• OK – The “PTO mode disengage switches”
operate correctly. STOP.
• Not OK – Proceed to Test Step 4.
Test Step 4. Check the Suspect PTO
Switch
A. Turn the keyswitch to the OFF position.
B. Remove the two wires from the suspect switch.
Use a suitable jumper in order to join the two
wires together.
C. Turn the keyswitch to the ON position.
D. Monitor the status screen on the electronic service
tool while the jumper wire is being disconnected
and reconnected.
206
Troubleshooting Section
Expected Result:
When the jumper wire is connected, the status of the
PTO mode switches is “CLOSED”.
When the jumper wire is disconnected, the status of
the PTO mode switches is “OPEN”.
Results:
• OK – The switch is faulty.
Repair: Replace the switch. Use the electronic
service tool in order to clear all logged diagnostic
codes and then verify that the repair has eliminated
the fault.
STOP.
• Not OK – There is a fault with the harness between
the PTO mode switches and the engine ECM.
Proceed to Test Step 5.
Test Step 5. Measure the Resistance of
the Cables at the ECM
A. Turn the keyswitch to the OFF position.
B. Connect the cables to the suspect switch.
C. Disconnect the P1 connector from the ECM.
D. Measure the resistance between P1:35 and
the appropriate pin on the P1 connector for the
suspect switch. Refer to illustration 87.
E. Repeat the procedure for each of the PTO mode
switches.
Expected Result:
The measured resistance should be less than 10
Ohms with the switch ON.
The measured resistance should be more than
20,000 Ohms with the switch OFF.
Results:
• OK – Proceed to Test Step 6.
• Not OK – There is a fault with the wires between
the suspect switch and the P1 connector.
Repair: Repair the wires or replace the wires.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
SENR9982-03
Test Step 6. Test the Engine ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector from the ECM.
C. Use a suitable pin removal tool to temporarily
remove the wires from the suspect switch socket.
Use a suitable pin removal tool to temporarily
remove the wire from P1:35.
D. Insert a jumper wire between the suspect switch
socket and P1:35.
E. Turn the keyswitch to the ON position.
F. Monitor the status screen on the electronic service
tool while the jumper wire is being disconnected
and reconnected.
Expected Result:
The status screen displays an OPEN condition with
the switch in the OFF position.
The status screen displays a CLOSED condition with
the switch in the ON position.
Results:
• OK – The ECM is working correctly. STOP.
• Not OK – The ECM is not working correctly.
Repair: Perform the following procedure:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
305 the repair eliminates the fault.
STOP.
SENR9982-03 207
Troubleshooting Section

i03463054

Starting Aid (Glow Plug) Relay

Circuit - Test

System Operation Description:

Use this procedure if another test procedure has

directed you here.

Use this procedure for the following diagnostic codes:

• 2246-06 Glow Plug Start Aid Relay Current above

normal

The following background information is related

to this procedure:

The starting aid is used to improve the engine starting

when the engine is cold. With the keyswitch in the
ON position, the engine Electronic Control Module
(ECM) will monitor the coolant temperature and the
intake manifold air temperature in order to determine
if the glow plugs are required to be switched ON. If
the glow plugs are required, then the ECM activates
the starting aid relay for a controlled period of time.
While the glow plug start aid relay is energized the
glow plug start aid relay will switch power to the glow
plugs. If a “Wait To Start” lamp is installed, the lamp
will be illuminated in order to indicate the “Wait To
Start” period.

“Wait to Start/Start Aid Active Lamp”

This feature may be included as an option.

On a cold start, when the ECM determines that

it is necessary for the glow plugs to be activated
prior to starting, a lamp output will indicate that the
operator needs to “Wait to Start”. It is possible that
starting aids may be used during the cranking of the
engine. Starting aids may be used if the engine has
previously been started. The “Wait to Start” lamp will
not be active in these conditions.

Electronic Service Tool

The electronic service tool includes the test “Glow

Plug Start Aid Override Test”. The “Glow Plug Start
Aid Override Test” will assist the analysis of the cold
starting aid.

Overview of the Glow Plug Start Aid Override Test

This glow plug start aid override test switches on the

cold starting aid when the engine is not running. The
glow plug start aid override test aids the analysis of
the circuit for the glow plug start aid relay.
306
208 SENR9982-03
Troubleshooting Section

g01805814
Illustration 88
Typical schematic for the starting aid switch

g01805855
Illustration 89
Typical view of the pin locations on the P1 connector
307
(1) Ground (GND) (9) Ground (GND) (63) Cold start lamp
(2) Ground (GND) (10) Ground (GND)
(3) Ground (GND) (57) Start aid control
SENR9982-03
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Inspect the following connectors:
• P1 connector
• P2 connector
B. Inspect the terminal connections on the glow
plug start aid relay. 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 glow plug starting aid.
D. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
E. Check the harness for abrasion and pinch points
from the glow plugs back to the ECM.
F. Check that the fuses are not blown.
Expected Result:
All connectors, pins and sockets are correctly coupled
and/or inserted. The harness is free of corrosion,
abrasion and pinch points. The fuses are not blown.
Results:
• OK – The harness and the connectors appear to
be OK. Proceed to Test Step 2.
• Not OK – There is a fault with the harness and
connectors.
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure
that all of the seals are correctly installed and
ensure that the connectors are completely coupled.
Replace blown fuses.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position. Do not start
the engine.
C. Use the electronic service tool to select the “Glow
Plug Override Test” in order to turn on the power
for the glow plugs.
209
Troubleshooting Section
D. Check for active diagnostic codes or recently
logged diagnostic codes.
Expected Result:
The following diagnostic code is active or recently
logged:
• 2246-06 Glow Plug Start Aid Relay Current above
normal
Results:
• OK – The expected diagnostic code is active or
recently logged. Proceed to Test step 3.
• Not OK – An active diagnostic code or a recently
logged diagnostic code was not displayed.
Repair: Perform one of the following procedures:
• If an intermittent fault is suspected, use the
electronic service tool to perform a “Wiggle Test”
in order to locate intermittent connections.
• If there is a fault on the glow plug or a fault on
the starting aid and a diagnostic code is not
displayed, there may be a fault with the glow
plug switched power circuit or there may be an
open circuit in the relay coil circuit. The ECM
does not monitor the status of these items. Refer
to Testing and Adjusting, “Glow Plugs - Test”.
STOP.
Test Step 3. Check the Wiring for a Short
Circuit
A. Turn the keyswitch to the OFF position.
B. Remove the P1 connector from the ECM.
C. Check the connector, pins and the sockets for
corrosion or damage.
D. Check the resistance between P1:57 and each of
the pins on the P1 connector.
Expected Result:
The resistance between P1:57 and each of the pins
on the P1 connector is more than 10,000 Ohms.
Results:
• OK – The harness connects the ECM to the glow
plug start aid relay and there are no shorts to other
circuits. The ECM or the glow plug start aid relay is
suspect. Proceed to Test Step 4.
308
• Not OK – The harness is faulty.
210
Troubleshooting Section
Repair: If the resistance between P1:57 and
each of the other pins on the P1 connector is less
than 10,000 Ohms then there is a short circuit or
high resistance in the connection to another wire.
Locate the open circuit, the short circuit or high
resistance in the connection in the harness. Repair
the connectors or the harness and/or replace the
connectors or the harness. Ensure that all of the
seals are correctly in place and ensure that the
connectors are correctly coupled. Replace any
fuses that may be open circuit.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair has eliminated the fault.
If the fault still exists, proceed to Test Step 4.
Test Step 4. Bypass the ECM In Order to
Check the Operation of the Glow Plug
Start Aid Relay
A. Turn the keyswitch to the OFF position.
B. Disconnect the connection from test point “D” on
the glow plug start aid relay.
C. Connect a jumper wire between the battery ground
and terminal “D” on the glow plug start aid relay.
D. Measure the voltage from the battery ground and
terminal “B” on the glow plug start aid relay.
E. Connect a multimeter between terminal “B” on the
glow plug start aid relay and the battery ground.
F. Turn the keyswitch to the ON position.
Note: The engine has not been started at this Test
Step.
G. Use the electronic service tool in order to operate
the glow plugs.
H. Measure the voltage from the battery ground and
terminal “B” on the glow plug start aid relay.
Expected Result:
The keyswitch is in the OFF position. The voltage
should be 0 Volts DC.
The keyswitch is in the ON position. The measured
voltage for the 12 Volt systems is a constant 10.5 to
13.5 Volts DC. The measured voltage for the 24 Volt
systems is a constant 21.0 to 27.0 Volts DC.
Results:
• OK – The glow plug start aid relay is operating
correctly. Reconnect the connection to test point
“D” on the glow plug start aid relay. Proceed to
Test Step 5.
SENR9982-03
• Not OK – The glow plug start aid relay is faulty.
Repair: Replace the glow plug start aid relay.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
If the fault still exists, proceed to Test step 5.
Test Step 5. Check the ECM
A. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
B. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
C. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
D. Use the electronic service tool in order to perform
a “Glow Plug Override Test”.
E. If the fault is resolved with the test ECM, reconnect
the suspect ECM.
Expected Result:
The replacement ECM functions correctly. Performing
the “Glow Plug Override Test” energizes the glow
plugs. The fault returns with the suspect ECM.
Results:
• OK – The replacement ECM functions correctly.
Repair: Install the replacement ECM. Refer to
Troubleshooting, “Replacing the ECM”.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
i03464364
Throttle Switch Circuit - Test
System Operation Description:
Use this procedure to troubleshoot the system under
the following conditions:
309
• Use this procedure if another procedure has
directed you here.
SENR9982-03 211
Troubleshooting Section

• There is an active diagnostic code or a recently

logged diagnostic code that is related to the
following:

• 0091-02 Throttle Position Sensor erratic,

intermittent, or incorrect

• 0774-02 Secondary Throttle Position Sensor

erratic, intermittent, or incorrect

Check that the software conf guration on the

Electronic Control Module (ECM) is correct for a
multi-position throttle.

If the engine has an analog throttle with an Idle

Validation Switch (IVS), then refer to Troubleshooting,
“Idle Validation Switch Circuit - Test”.

The throttle switch provides the operator with the

ability to select the desired engine speed. The throttle
switch conf guration may be selected between 0 to 4
switches. A multi-position rotary switch may be used.

The throttle switch is typically connected to the four

throttle inputs of the ECM. Each position generates
a specif c ON/OFF pattern on the throttle inputs. A
diagnostic code is generated if a pattern that does
not correspond with any of the switch positions is
detected.

Once a diagnostic code is generated, the ECM

ignores the throttle input signals. The desired engine
speed is set to low idle if no alternative throttle is
detected.

Voltage at the throttle inputs to the ECM should be

13.8 ± 0.5 Volts DC when the throttle inputs are open.
The voltage should be less than 0.5 Volts DC when
the throttle inputs are closed.

g01806833
Illustration 90
Schematic for the circuit for the throttle switch

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Troubleshooting Section

g01806834
Illustration 91
Typical view of the pin locations for the throttle switch on the P1 connector
(35) Switch return (51) Throttle position switch 2 (49) Throttle position switch 4
(52) Throttle position switch 1 (50) Throttle position switch 3

Test Step 1. Inspect Electrical Connectors Repair: Repair the circuit.

and Wiring
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the P1/J1 connector and any
other connectors that are included in the machine
for this throttle switch. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
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. Refer to illustration 91.
D. Verify that the latch tab of the connector is
correctly latched. Also verify that the latch tab of
the connector has returned to the fully latching
position.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 2. Check “Throttle Cab Switch
Position” on the Electronic Service Tool
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Observe the status of the throttle switch and the
throttle inputs on the electronic service tool while
the throttle switch is moved to each position.

E. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
F. Check the harness for corrosion, abrasion, and
pinch points from the throttle switch to the ECM.
Expected Result:
Results:
• OK – The throttle switch is functioning correctly
at this time.
Repair: Refer to Troubleshooting, “Electrical
Connectors - Inspect” if the fault is intermittent.

All connectors, pins, and sockets should be STOP.

completely inserted and coupled. The harness should
be free of corrosion, abrasion and pinch points. • Not OK – Record the suspect input. Proceed to
Test Step 3.
Results:
311
• OK – Proceed to Test Step 2.
• Not OK
SENR9982-03
Test Step 3. Jumper the Switch Input at
the Throttle Switch Connector
A. Disconnect connector P503 for the throttle switch.
B. Observe the status of the suspect throttle input on
the electronic service tool.
C. Use a suitable jumper wire to short P503:1 to the
terminal for the suspect throttle input at connector
P503.
D. Observe the status of the suspect throttle input on
the electronic service tool.
E. Remove the jumper wire.
Expected Result:
The status of the suspect throttle input should be
OFF when connector J503/P503 is disconnected.
The status should be ON when the jumper wire is
installed.
Results:
• OK – The harness and the ECM are OK.
Repair: Replace the throttle switch.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
• Not OK – Proceed to Test Step 4.
Test Step 4. Check for Shorts in the
Harness
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector and connector
P503/J503.
C. Measure the resistance between engine ground
and the terminal for the suspect throttle input on
connector P503.
D. Measure the resistance between the terminal for
the suspect throttle input on connector P503 and
the remaining terminals at the connector.
Expected Result:
Resistance should be greater than 20,000 Ohms for
each reading.
Results:
312
• OK – Proceed to Test Step 5.
213
Troubleshooting Section
• Not OK – There is a short in the harness between
the ECM and the throttle switch.
Repair: Repair the circuit.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 5. Check Resistance through
the Harness
A. Use a jumper wire to short P503:1 to the terminal
of the suspect throttle input on connector J503.
B. Measure the resistance between P1:35 and the
terminal for the suspect throttle input on the P1
connector.
Expected Result:
Resistance should be less than 10 Ohms.
Results:
• OK – Proceed to Test Step 6.
• Not OK – There is an open circuit or excessive
resistance in the harness.
Repair: Repair the circuit.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 6. Check the Harness and the
ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector and remove the
wire for the suspect throttle input from the P1
connector.
C. Reconnect all connectors.
D. Turn the keyswitch to the ON position.
E. Observe the status of the suspect throttle input on
the electronic service tool.
F. Turn the keyswitch to the OFF position.
G. Disconnect the P1 connector and remove the wire
from P1:35.
214
Troubleshooting Section
H. Fabricate a jumper wire with pins at both ends.
Insert the jumper wire at P1:35 and the suspect
throttle input on the P1 connector.
I. Reconnect all connectors.
J. Turn the keyswitch to the ON position.
Note: Additional diagnostic codes will be generated
because P1:35 will no longer be connected to other
sensors and switches. Ignore the codes and clear the
codes when you complete this test.
K. Observe the status of the suspect throttle input on
the electronic service tool.
L. Turn the keyswitch to the OFF position.
M. Remove the jumper wire from the P1 connector
and reconnect all wires and connectors.
Expected Result:
The status of the suspect throttle input should be
OFF when the throttle input is open. The status
should be ON when the jumper wire is installed.
Results:
• OK – There is a fault in the harness between the
ECM and the throttle switch.
Repair: Repair the circuit.
Verify that the repair eliminates the fault.
STOP.
• Not OK – The switch signal appears at the ECM.
The ECM is not reading the switch correctly.
Repair: Perform the following repair:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
SENR9982-03
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
i03464381
Wastegate Solenoid - Test
System Operation Description:
This procedure is only applicable to engines that
have a wastegate regulator.
Use this procedure under the following
conditions:
Use this procedure if another procedure has directed
you here. Use this procedure if any of the following
diagnostic codes are active:
• 0526-05 Turbo Wastegate Drive current below
normal
• 0526-06 Turbo Wastegate Drive current above
normal
• 0526-07 Turbo Wastegate Drive not responding
properly
Some engine models will have a turbocharger with
an electronically controlled wastegate. Typically, the
wastegate is a mechanical valve that is used in the
turbocharger in order to regulate the intake manifold
pressure to a set value.
The control system for the electronically controlled
wastegate precisely regulates the intake manifold
pressure by using a wastegate regulator to control
the wastegate.
The required intake manifold pressure is calculated
by the software that is contained in the Electronic
Control Module (ECM). The ECM uses the wastegate
regulator to control the wastegate in order to provide
the precise value of intake manifold pressure. The
wastegate regulator is controlled by a PWM signal
from the ECM.
313
SENR9982-03 215
Troubleshooting Section

Table 61
Pin Connections
Sensor Pin Function P2 Pin Connection
1 Ground 44
2 Signal 17

g01806857
Illustration 92
Schematic for the wastegate regulator

g01806858
Illustration 93
Wastegate regulator connector
(1) Ground (GND) (2) Signal (SIG)

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216 SENR9982-03
Troubleshooting Section

g01806859
Illustration 94
Typical view of the pin locations on the P1 connector
(17) Wastegate pulse width modulation
(PWM) signal
(44) Wastegate return

Results:

• Diagnostic codes 526-5 and/or 526-6 are active

and/or logged – Proceed to Test Step 2.

• No Codes – The fault seems to be resolved.

Repair: For intermittent faults, refer to
Troubleshooting, “Electrical Connectors - Inspect”.

STOP.

Test Step 2. Inspect Electrical Connectors

and Wiring
g01806873
Illustration 95 A. Thoroughly inspect the P2/J2 ECM connector and
Wastegate regulator the P511 connector for the wastegate regulator.
(1) Wastegate regulator Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
Test Step 1. Check for Diagnostic Codes
B. Perform a 45 N (10 lb) pull test on each of the
A. Turn the keyswitch to the OFF position. wires that are associated with the wastegate
solenoid.
B. Connect the electronic service tool to the
diagnostic connector. C. Check the screw for the ECM connector for the
correct torque of 5.0 N·m (44 lb in).
C. Turn the keyswitch to the ON position. Start the
Perkins EST. Expected Result:

D. Monitor the electronic service tool for active
diagnostic codes and/or logged diagnostic codes.
Expected Result:
315
One or more diagnostic codes are active or logged.
All connectors, pins, and sockets are completely
coupled and/or inserted and the harness is free of
corrosion, abrasion, and pinch points.
Results:
• OK – The harness is OK. Proceed to Test Step 3.
SENR9982-03
• Not OK – There is a fault in the connectors and/or
the harness.
Repair: Repair the connectors or the harness or
replace the connectors or the harness. Ensure that
all of the seals are correctly installed and ensure
that the connectors are completely coupled.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminates the fault.
STOP.
Test Step 3. Determine the Diagnostic
Code that is Active
A. Turn the keyswitch to the ON position. Access the
“Diagnostics Tests” on the electronic service tool.
Activate the “Turbo Wastegate Solenoid Test”.
Wait at least 30 seconds in order for the result to
be displayed.
B. Determine if the fault is related to either of the
following:
• “Low current” (open circuit)
• “High current” (short circuit)
Expected Result:
The electronic service tool displays no diagnostic
codes.
Results:
• OK – There are no active codes.
Repair: The original codes may have been caused
by a loose connector. If this is an intermittent fault,
refer to Troubleshooting, “Electrical Connectors -
Inspect”.
STOP.
• Not OK – Diagnostic code 526-5 is active at this
time. Proceed to Test Step 4.
• Not OK – Diagnostic code 526-6 is active at this
time. Proceed to Test Step 6.
• Not OK – Diagnostic code 526-7 is active at this
time. Proceed to Test Step 4.
Test Step 4. Create a Short Circuit in the
Harness at the Solenoid
A. Turn the keyswitch to the OFF position.
B. Disconnect the P511 connector for the wastegate
regulator.
217
Troubleshooting Section
C. Fabricate a jumper wire between P511:1 and
P511:2 in order to create a short circuit.
D. Turn the keyswitch to the ON position. Access the
“Diagnostics Tests” on the electronic service tool.
Activate the “Turbo Wastegate Solenoid Test”.
Wait at least 30 seconds in order for the result to
be displayed.
E. Check for active diagnostic codes on the electronic
service tool.
Expected Result:
Diagnostic code 526-6 is now active.
Results:
• OK – Diagnostic code 526-6 is now active. There
is a fault in the wastegate regulator.
Repair: Perform the following procedure:
1. Temporarily connect a replacement wastegate
regulator.
2. Turn the keyswitch to the ON position. Access
the “Diagnostics Tests” on the electronic service
tool. Activate the “Turbo Wastegate Solenoid
Test”. Wait at least 30 seconds in order for the
result to be displayed.
3. Diagnostic code 526-6 is no longer active.
4. If the fault is eliminated, reconnect the suspect
wastegate regulator. If the fault returns,
permanently install the replacement wastegate
regulator.
STOP.
• Not OK – The low current diagnostic code (open
circuit) is still active. Proceed to Test Step 5.
Test Step 5. Create a Short Circuit at the
ECM
A. Turn the keyswitch to the OFF position.
B. Temporarily remove the wires from P2:17 and
P2:44.
C. Fabricate a jumper wire between P2:17 and P2:44
in order to create a short circuit.
Note: The P2/J2 connector must be connected
during the next step.
316
218
Troubleshooting Section
D. Turn the keyswitch to the ON position. Access
the “Special Tests” under the “Diagnostics” menu
on the electronic service tool. Activate the “Turbo
Wastegate Solenoid Output” on the electronic
service tool. Wait at least 30 seconds for activation
of the diagnostic codes.
E. Check for active diagnostic codes on the electronic
service tool.
Expected Result:
Diagnostic code 526-6 is now active.
Results:
• OK – Diagnostic code 526-6 is now active. There
is a fault in the harness between the ECM and the
wastegate regulator.
Repair: Repair the harness or replace the harness.
Use the electronic service tool in order to clear all
logged diagnostic codes and then verify that the
repair eliminated the fault.
STOP.
• Not OK – There is still an open circuit diagnostic
code.
Repair: Perform the following procedure:
1. Make sure that the latest f ash f le for the
application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.
2. Contact the Technical Help Desk.
Note: This consultation can greatly reduce the repair
time.
3. If the Technical Help Desk recommends the
use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.
4. Use the electronic service tool to recheck the
system for active diagnostic codes.
5. If the fault is resolved with the test ECM,
reconnect the suspect ECM.
6. If the fault returns with the suspect ECM,
replace the ECM.
7. Use the electronic service tool in order to clear
all logged diagnostic codes and then verify that
the repair eliminates the fault.
STOP.
317
SENR9982-03
Test Step 6. Disconnect the Wastegate
Regulator in order to Create an Open
Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the P511 connector for the wastegate
regulator in order to create an open circuit.
C. Turn the keyswitch to the ON position. Access the
“Diagnostics Tests” on the electronic service tool.
Activate the “Turbo Wastegate Solenoid Test”.
Wait at least 30 seconds in order for the result to
be displayed.
D. Check for active diagnostic codes on the electronic
service tool.
Expected Result:
Diagnostic code 526-5 is now active.
Results:
• OK – Diagnostic code 526-5 is now active.
Repair: There is a short in the solenoid of the
wastegate regulator.
1. Temporarily connect a replacement wastegate
regulator.
2. If the fault is eliminated, reconnect the suspect
wastegate regulator. If the fault returns,
permanently install the replacement wastegate
regulator.
STOP.
• Not OK – Diagnostic code 526-6 is still active.
Proceed to Test Step 7.
Test Step 7. Create an Open Circuit at the
ECM
A. Turn the keyswitch to the OFF position.
B. Remove the wires from P2:17 and P2:44 in order
to create an open circuit at the ECM.
C. Turn the keyswitch to the ON position. Access the
“Diagnostics Tests” on the electronic service tool.
Activate the “Turbo Wastegate Solenoid Test”.
Wait at least 30 seconds in order for the result to
be displayed.
D. Check for active diagnostic codes on the electronic
service tool.
Expected Result:
Diagnostic code 526-5 is now active.
SENR9982-03 219
Troubleshooting Section

Results:

• OK – Diagnostic code 526-5 is now active. There

is a short circuit in the harness between the ECM
and the wastegate regulator.

Repair: Repair the harness or replace the harness.

Use the electronic service tool in order to clear all

logged diagnostic codes and then verify that the
repair eliminated the fault.

STOP.

• Not OK – Diagnostic code 526-6 is still present.

Repair: Perform the following procedure:

1. Make sure that the latest f ash f le for the

application is installed in the ECM. Refer to
Troubleshooting, “Flash Programming”.

2. Contact the Technical Help Desk.

Note: This consultation can greatly reduce the repair

time.

3. If the Technical Help Desk recommends the

use of a test ECM, install a test ECM. Refer to
Troubleshooting, “Replacing the ECM”.

4. Use the electronic service tool to recheck the

system for active diagnostic codes.

5. If the fault is resolved with the test ECM,

reconnect the suspect ECM.

6. If the fault returns with the suspect ECM,

replace the ECM.

7. Use the electronic service tool in order to clear

all logged diagnostic codes and then verify that
the repair eliminates the fault.

STOP.

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 1106D and 1104D Electronic Engine

Common Rail Fuel System

Fuel System Installation Guide

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2.0 1106D and 1104D Electronic Fuel System

2.1 C6.6 and C4.4 Fuel System Overview
The C6.6 and C4.4 ACERT engines have been designed to meet the Tier 3/Stage 3 off
highway emissions standards. The engines use the Caterpillar Common Rail fuel system
controlled by Caterpillar ADEMTM A4 electronics. This engine incorporates a 4 valve cross
flow cylinder head with multi-shot direct injection and a smart wastegate. The fuel system is
broken down into two critical areas, consisting of the high pressure fuel circuit and the low
pressure fuel circuit.

2.2 High Pressure Fuel System Overview

The high pressure pump is a twin cylinder pump that is driven from the front gear train of the
engine. The pump is lubricated by the engine oil and not by the fuel oil, which gives the
advantage of allowing the use of a wider range of fuel types. The maximum operating
pressure of the common rail system is 160MPa (23,000 psi). Due to mechanical components
required to generate the high pressure, the cleanliness of the high pressure fuel system is
critical to the integrity of the fuel system. The high pressures produced by this system also
brings new safety requirements when operating and working with this system, therefore it is
of paramount importance that operators, OEM’s and service technicians ensure that they
follow the guidelines in this Installation guide.

3.0 Fuel System Safety Requirement

Due to the high pressures generated by the Common Rail Fuel system the following safety
requirements MUST be adhered to when working on the engine.

Contact with high pressure fuel may cause fluid penetration and burn
hazards. High Pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may
cause personal injury or death.

• After the engine has stopped, wait for a minimum of 60 seconds in order to allow the
fuel pressure to dissipate from the high pressure (HP) fuel lines before any service or
repair is performed on the fuel system.

• Inspect all lines and hoses for wear or for deterioration after the engine has stopped.
The hoses must be suitably restrained with sufficient clearance to other components.

• Make sure that all clamps, guards, and heat shields are installed correctly. This will
help to prevent vibration, chafing against other parts, and excessive heat, during
engine operation.

• Oil filters and fuel filters must be correctly installed. The filter housings must be
tightened to the correct torque. Refer to the Disassembly and Assembly manual for
more information.

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• Leaks can cause fires. All fuel spills must be cleaned up before further work is
undertaken on the engine.

• Care should always be taken when working with the High Pressure Fuel system.

3.1 List of DO NOT’s When working on the fuel system

Do not step on the high-pressure fuel lines.

Do not bend or strike the high-pressure fuel lines.
Do not manually check the high pressure fuel lines with the engine running or
whilst cranking.
Do not crack open any of the pipes to start engine.
Do not loosen the high pressure fuel lines to purge air from the system.
Do not install any high pressure lines that are damaged.
Do not attach wiring harnesses or pipes to any part of the high pressure fuel lines
Do not use the mounting bolts or any fasteners on the fuel system to install any
OEM supplied machine components.
Do not disturb any part of the fuel system
Do not operate the engine with a fuel leak in the high pressure system.
Do not tighten the connections on the low pressure fuel system in order to stop
the leak. The connection must only be tightened to the recommended torque.
Do not operate the engine with missing, damaged or loose clips. Ensure that all
clips and clamps on the high pressure fuel lines are in place.

3.2 Engine Cover

It is strongly recommended that an engine cover be fitted over the HP fuel system in
applications where the OEM or installer does not provide a machine enclosure to provide
protection to a nearby third party. The cover can be supplied by Perkins or the OEM.

On closed installations, it is at the customer’s discretion to decide on the necessity of a cover

to minimise the accumulation of debris around the congested area at the top of the engine.

4.0 Low Pressure Fuel System

4.1 Low Pressure Fuel System Overview
It is not permitted for the Dealer, OEM or Customer to modify or
dismantle the low pressure fuel system installed on the engine at
Perkins factory. The only exception to this is detailed in Section 4.2

The C6.6 and C4.4 ACERT engine is equipped with a two-filter, filtration system to
protect the system. A primary filter and water separator situated before the transfer
pump and a secondary filter located before the high pressure fuel pump. Both filters
are mandatory and must be supplied by Perkins.

The system is self-venting, and therefore you must not crack the injector HP pipes
during priming of the system.

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A transfer pump mounted directly to the high-pressure pump draws the fuel from the
tank to pressurise the system.

It is a performance requirement of the injectors for the fuel leak off from the injectors to
be fed to the pressure side of the transfer pump.

Between the transfer pump and the secondary filter, fuel is generally passed through a
gallery in the ECM to provide cooling.

An OEM supplied fuel cooler may be required. The fuel cooler can be positioned
between the Transfer pump outlet and ECM inlet, or alternatively in the fuel return line
to tank.
Leak off from the high-pressure pump, secondary fuel filter and fuel rail pressure relief
valve are fed back to tank via a non return valve.

4.2 Low Pressure System OEM Installed Components

Perkins primary filter and water separator is mandatory for all installations. The OEM
has the option to procure from Perkins the primary filter and water separator and
remote mount it in the application.

There is a Perkins supplied additional filter kit available that can be added as a field
service kit to improve filtration in heavy duty or arduous application. For engines or
machine working in Lesser Regulated Countries (LRC) or Territories with poor fuel
quality it is mandatory that the additional filter is fitted. If an additional filter is required
it is mandatory that the filter kit is supplied by Perkins. Please refer to Perkins Kit
U5MK1252 - Fuel Filter Kit and Leaflet 2180258 for details and fitting instructions.

If a fuel cooler is required it is the OEM’s responsibility to provide and install the fuel
cooler. Fuel cooler selection and specification is detailed in section 5.0.

The OEM must connect the above components to the engine using quick fit
connectors. They are not permitted to disturb the screw fittings already supplied on the
engine. More details about quick fit connectors are provided in Section 9.2.

4.3 Perkins Supplied Primary Filter and Water Separator specification

The function of the primary filter is to protect the transfer pump from debris, and influence the
overall system filtration efficiency. The primary filter and water separator can be either
mounted on engine or supplied loose for installation at a non-standard location, either on the
engine, or off the engine in the OEM’s installation.

It is mandatory that the OEM uses the Perkins supplied Primary Filter and water separator.

Perkins supplied primary filter and water separator is 20 micron filter with 250ml water
capacity.

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4.4 Secondary Fuel Filter

The 2 Micron secondary filter is supplied on engine. It is NOT permitted for the OEM to
remove the secondary fuel filter from it’s location as built in the factory.

5.0 Fuel Cooling

5.1 Fuel Cooler Requirements

A fuel cooler is required in certain applications if the temperature of the fuel entering the
engine is too high. Control of fuel temperature is required for a number of reasons:
Maintenance of ECM working temperature for durability
Protection of High Pressure Fuel Pump, fuel injectors and injector electronics

A fuel cooler will be required if the fuel temperature entering the engine (at the outlet to the
ECM) exceeds 90oC in a 46oC ambient.

The need for a fuel cooler is application dependent, and can only be determined through
testing the installation to ensure the fuel inlet temperature does not exceed the limit for the
engine. The following factors can significantly effect fuel temperature, and it is recommended
that a fuel cooler be used for the these conditions:
If the application has a plastic fuel tank
If the fuel tank is next to a heat source, ie hydraulic system
If the primary filter is next to a heat source
High engine bay temperatures
Low or no air flow over engine or fuel tank

5.2 Fuel System Testing.

The following test procedure details the preferred fuel system test method to ensure that
maximum fuel temperature at the outlet to ECM is NOT exceeded.

1. Install temperature probes at the following locations. The diagram in section 12.0
shows these locations on the engine. It is recommend that an 8-channel data-logger
be used with a minimum sample rate of 5 seconds

Temperature Measurements Location

Transfer Pump Inlet 1
ECM Outlet (X2) 5
RTT Temperature 6
ECM Surface Temperature 4
Under bonnet Temperature Ideal location is near the HP Pump
Ambient Temperature (X1) External of Application
Fuel Cooler In & Out Temperatures Applicable only where a fuel cooler is present in the system

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2. Ensure that the fuel tank is sufficiently full to complete between 1 to 2 hours of
arduous testing (engine operating under the same conditions that would be used for
determining ambient capability) with an aim to finish the test on an almost empty tank.
An empty fuel tank is expected to provide the worst case for fuel temperature.

3. Ensure that all engine covers and side panels are fitted into place, cab heater is
switched off, air conditioning is switched on and 50% antifreeze is used. Test can be
completed with or without jacked open thermostats.

4. The test should not be conducted in an ambient temperature below 15oC

5. Operate the machine at an arduous test cycle or worst-case operation for a

minimum of one hour to two hours. Record the temperatures during test.

If temperature out of the ECM exceeds 90oC then the test must be
stopped.

6. The maximum fuel temperature can be calculated as follows:

Maximum Fuel Temperature =

ECM Outlet Temperature X2 + (0.586 x (Maximum working temperature 46oC – Ambient Temperature X1))

The maximum fuel temperature must not exceed 90oC

7.If the Maximum fuel temperature is above 90oC in a 46oC ambient then a fuel cooler
is required.

5.3 Fuel Cooler Installation Positions

If a fuel cooler is required, this will be customer supplied. There are two possible positions for
the fuel cooler.
Option A – Return to tank line after the customer connection.
Option B – ECM inlet

If the fuel cooler is to be installed per Option B - ECM inlet, then the engine MUST be built in
the factory with quick fit connectors installed to allow the OEM to connect the fuel cooler.
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OEM must ensure that the plastic pipe linking the fuel cooler connections is removed only
when the fuel coolers is ready to be connected. It is not permitted to install the fuel cooler in
the following locations:

Do Not install the fuel cooler in any part of the system before the transfer pump.
Do Not break into the Engine supplied fuel system to install the fuel cooler.

5.4 Fuel Cooler Installation Considerations

The following aspects should be taken into account when installing the fuel cooler into the
application:

Fuel cooler should ideally be flexibly mounted to the machine chassis to prevent
fatigue damage from vibration.
If the Fuel Cooler is mounted off-engine then flexible pipes should be used to allow for
adequate engine movement.
For maximum efficiency, the fuel cooler should be mounted in a location that provides
adequate air flow over the cooler.
5.5 Fuel Cooler Specification

The following table gives the technical details for specifying a fuel cooler.

Fuel Cooler Technical Specification

1104D 1106D
Parameter Pre-ECM RTT Pre-ECM RTT
Flow 1.5L/min 0.75L/min 1.8L/min 0.85L/min
Temperature Drop* 10-20°C 15-25°C 10-20°C 15-25°C
Pressure Drop 60kPA 100 kPA 60kPA 100 kPA
Maximum burst pressure 8 Bar 8 Bar 8 Bar 8 Bar
Maximum Fin Spacing 6 FPI 6 FPI 6 FPI 6 FPI
Cleanliness Specification See Section 13.0 See Section 13.0 See Section 13.0 See Section 13.0
* The temperature the fuel cooler is required to drop is application dependent. This should be used only as a guide for
discussions with a supplier
Fuel cooler performance can only be approved with an in application test as detailed in section 4.2

6.0 Fuel Tank Design and Installation

6.1 Fuel Tank design

The fuel tank is an integral part to any fuel system and it is therefore important to make sure
the fuel tank design and material specification is to the correct standard in order to support
the integrity of the common rail fuel system. The following provides details of the mandatory
requirements and recommendations when designing the fuel tank.

The fuel tank MUST be designed using materials suitable for fuel oils.

The fuel tank MUST be designed using materials that do not corrode.

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It is recommended that the fuel tank include a sediment/water trap at the base of the
tank, that is accessible for periodic service.

The fuel feed line must be above the sediment trap to leave at least 3% to 5% of the
fuel in the tank.

The fuel return line to tank can be below or above the maximum fuel level in the tank.
If the fuel return to tank is below the maximum level it must be at least 150mm away
from the outlet from the tank. This is to avoid hot fuel being re-circulated into the
engine and allow any entrapped air to dissipate.

The fuel tank must be fitted with a 2 micron serviceable breather fitted to the tank.

It is not recommended to include a gauze on the fuel feed line inside the tank.

It is recommended that the fuel tank filler neck includes a serviceable mesh to prevent
debris from entering the tank during filling.

It is recommended that the fuel tank filler neck be located such that it is easy to clean
the area before removing the cap and so that debris will not enter the filler during the
machine refilling.

The inside of the fuel tank must not be painted.

The manufacturing of the fuel tank should be to Perkins cleanliness standard detailed
in section 13.0.

Typical Fuel Tank Design

Alternative extended filler

neck to prevent debris
entering during filling

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7.0 Fuel System Priming

7.1 Fuel System Priming

DO NOT UNDER ANY CIRCUMSTANCES CRACK THE INJECTOR HP

PIPES OR ANY OTHER PART OF THE FUEL CIRCUIT TO PRIME THE
SYSTEM

NEVER PRE-FILL THE PRIMARY OR SECONDARY FILTERS TO HELP

PRIME THE SYSTEM

The Perkins supplied Primary filter contains a mechanical, hand operated priming pump.
Hand priming requires easy access to the primary filter. Time to prime for the Perkins
supplied mechanical pump is up to 1.5minutes of continuous pumping.

An engine mounted electrical priming pump is available. Alternatively OEM’s can supply their
own priming pump. The specification requirements that must be fulfilled by an OEM supplied
priming pump are shown in section 7.2.

Electric priming pumps can be engine or chassis mounted. Pumps can be specified in either
24v or 12v configuration.

It is recommended that the operating switch is mounted near the engine, and set to prime for
at least 1.5 minutes with the possibility of an override.

Priming pumps must not be operated while the engine is running.

When priming the system after a filter change or first fill, no attempt should be made to
disconnect any of the low-pressure system. Both the low pressure and High Pressure (HP)
fuel systems are self-venting. Excess air will be vented during the priming process.

The HP system is sealed; no attempt must be made to break into the HP pipes. Excess air
will be automatically purged during priming.

7.2 OEM Supplied System Priming Pumps

OEM supplied electric priming pump must not cause a restriction in the pre transfer pump
line that drops below the standard system requirements, see Section 8.0.

All electric priming pumps must be fitted with a bypass one-way valve that complies with the
standard system specifications.

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The following table shows the technical requirements for customer supplied priming pumps.

Customer Supplied Priming Pump Design Specifications

Temperature range 80°C to –40°C
Maximum under bonnet temperature 125°C for 30 minutes, 105°C continuous
Recommended operating pressure 50kPa, with 3m of 13mm bore hose and 1.5m
head, Nominal
Recommended Pressure drop 5kPa Maximum
Recommended flow rate 1.5 litres/minute typical
Max Priming pressure 600 kPa
Cleanliness See Section 13.0

8.0 Fuel Technical Data – Operating Pressures and Temperatures

8.1 Fuel System Technical data
The following table gives the temperature and pressure limits for installations. Please refer to
fuel system schematic in section 12.0 for the locations of the measurement points.

Fuel System Technical Data

Parameter Location Limit Notes
Transfer Pump Depression 1 24 kPa Clean
Filter
30 kPa dirty Filter
Fuel Temperature out of ECM 5 90°C
HP Inlet Temperature 90°C
Return to Tank (RTT) Max Back -- 150kPa Including fuel cooler in RTT line

Pressure
Under Bonnet Temperature -- 125°C for 30
minutes, 105° C
Return to Tank Temperature -- < 90°C Out of engine pre-cooler.
Dependent on application

9.0 Fuel System Lines and Connectors

9.1 Fuel Connections to the Engine

Under No Circumstances MUST the OEM replace or disturb the fuel

line fittings installed on the engine.

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There are two connections to supply the fuel to and from the engines. The position of the
supply connections will be either on the primary filter (if supplied on engine) or the fuel
transfer pump if the OEM remote mounts the primary filter.

The return connection will be engine mounted after the non-return valve. The position on the
engine will be dependent on the filter option selected. All the connections supplied on the
engine are of the quick fit type.

Primary Filter Inlet - Factory Fitted primary filter 15.82mm Quick Fit Connector

Transfer Pump Inlet – For OEM mounted primary filter, 15.82mm Quick Fit Connector

Fuel Return to Tank – Engine Mounted, 9.49mm Quick Fit Connector

9.2 Quick Fit Connectors

The quick fit connectors to connect to the engine can be ordered directly from Perkins. The
following table details the quick fit connectors required to connect the fuel system to the
engine.

Quick Fit Connectors available for engine

Location Engine Connection OEM Orientation Perkins Part Caterpillar
Connection Number Part Number
Primary Filter Inlet Male 15.82 Quick Female 15.82 Straight (180 dg) 29990043 264-3522
Fit Quick fit Elbow (90 dg) 29990044 264-3518
Transfer Pump Inlet Male 15.82 Quick Female 15.82 Straight (180 dg) 29990043 264-3522
Fit Quick fit Elbow (90 dg) 29990044 264-3518
RTT* Female 9.49 Quick Male 9.49 Quick Straight (180 dg) 3763A045 TBA
fit fit
Fuel Cooler Female 9.89 Quick Male 9.89 Quick Straight (180 dg) TBA TBA
Connection fit Fit Elbow (90dg) TBA TBA
* The return to tank connections come fitted with a Female Quick fit connector for use with a customer line as
standard

9.3 Fuel Line Specifications

The following are recommendations for the fuel lines to and from the engine.

The minimum inside diameter for the feed line is 13mm with a maximum 3m
length.

The minimum inside Diameter for the return line is 8mm.

The hoses should be suitable to be used with fuel oils

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It is recommended that the hoses should be fuel resistant to SAEJ30R6

minimum

Lines should be resistant to UV degradation

Lines should be reinforced with crimped end fittings

The fuel lines should be adequately clipped to ensure that they do not rub or
touch other machine or engine components

All fuel lines must meet the cleanliness specification as detailed in section 13.0

10.0 ECM Installation Requirements

10.1 ECM Information
There are two types of ECM that can be specified on the engine, Fuel Cooled ECM and Air
Cooled ECM. Both ECMs requires control of local ambient air temperature as well as fuel
outlet temperature to ensure durability. The full outlet temperature and local air temperature
should be measured in the following locations:

Fuel outlet temperature measured at outlet from ECM – See section 5.2 for procedure
Air temperature 25mm above the centre of the ECM

10.2 ECM Temperature Limits

Local ambient temperature must not exceed 110oC continuous for Fuel Cooled ECM
Local ambient temperature must not exceed 85oC continuous for Air Cooled ECM
Max under bonnet temperature: 125°C for 30 minutes, 105° C
continuous (measured away from the exhaust)
ECM fuel outlet temperature must not exceed 90oC continuous. (Fuel Cooled ECM)

The following diagram shows where the ECM temperatures should be measured

ECM Ambient Temperature

should be measured 25mm
above the centre of the ECM

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10.3 ECM Temperature Testing Procedure

The ECM Should be tested during the fuel cooling test as detailed in section 4.2. If an air
cooled ECM is used a heat soak test MUST be completed to check the rise in ambient. The
test is to be conducted as follows:
After completing the arduous test cycle the engine MUST be switched off
immediately. The ECM local ambient temperature must be recorded until the
temperature has started to decrease.

11.0 Cleanliness and Service Requirements of Fuel System Components

It is important to maintain extreme cleanliness when working with the

fuel system. Even the smallest of particles that are not visible to the
human eye can cause engine or fuel system permanent damage.

11.1 Handling Fuel System

Cleanliness is paramount when working on the common rail fuel system. When servicing the
engine or fuel system the following guidelines MUST be followed.

Do not remove the protective caps from the OEM connections points until final
assembly. Do not remove as part of the sub assembly.

All new components should remain bagged and capped until immediately before use.

Parts must be inspected prior to use. Ensure capping is intact and parts are clean and
undamaged. Reject any parts that do not conform.

Before attempting any work on the fuel system, the entire engine should be washed
with a high pressure water system in order to remove dirt and loose debris that might
contaminate the fuel system.

The technician must wear suitable latex gloves and protective clothing. The latex
gloves should be disposed of immediately after completion of the repair in order to
prevent contamination of the system.

High pressure lines are not reusable. New High Pressure lines are manufactured for
installation in only one unique location. When a high pressure line is replaced, do not
bend or distort the new line. Even if the high pressure line has been loosened, it needs
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to be replaced

All new fuel filters, high pressure lines, tube assemblies and components are supplied
with sealing caps. These sealing caps should only be removed immediately before
installing the new part. If the new component is not supplied capped and bagged then
the component should not be used.

When a component is removed from the system, the exposed fuel connections must
be closed immediately with new sealing caps. The sealing caps should only be
removed when the component is reconnected.

The sealing caps must not be reused. Dispose of the sealing caps immediately after
use. Contact your nearest dealer or distributor to obtain the correct sealing caps.

Never pre-fill primary or secondary filters

When possible, the service area should be positively pressurised in order to ensure
that the components are not exposed to contamination from airborne dirt and debris.
11.2 Mandatory parts that require replacement during fuel system servicing

The following items MUST be replaced, under the following circumstances when servicing
the engine, or are found to be damaged. They must not be repaired or reused.

High pressure fuel line or lines are removed or loosened.

End fittings are damaged or leaking.
Outer coverings are chafed or cut.
Wires are exposed.
Outer coverings are ballooning.
Flexible parts of the hoses are kinked.
Outer covers have embedded armouring.
End fittings are displaced.

Consult your local Perkins distributor for replacement parts.

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13.0 OEM Required Cleanliness Standard

Caterpillar (Perkins) Common Rail OEM Component Cleanliness Standard

This specification defines cleanliness levels applicable to finished engine components and assemblies.
All cleanliness standards are based on flushing the specified area with solvent, filtering the flushed solvent onto
a membrane filter patch, measuring particle dimension with a microscope, and measuring total particle mass
with an analytical balance.
The specified cleanliness must be met at the time of assembly
Particles to be measured for size are metallic, rust (either free or loosely attached), slag, sand, and other
abrasives. If particles are fragile and break up with gentle probing (gentle probing will not tear membrane filter
patch), only the remaining solid pieces are to be measured for specification performance.
Largest Particle Allowed, in microns (A) Maximum No. Maximum Abrasive
Particles Allowed Mass Allowed (Oxide)
per given (B) Restricted
(B)
X Y Z # X mg/m2 mg 40 mg
1200 500 150 4 500 - 170 10 No 1.2
1200 (D)

B – Per Passage
D – For Fuel System Components only –
No more than 10 abrasives greater than
40 micron in size per cleanliness patch
# Number of Particles

Based on Caterpillar 1E2500A

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1104D-E44TA & 1106D-E70TA

Electronics Applications and

Installation

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Introduction and Purpose

This document is intended to provide necessary information for correct electrical and
electronic installation of 1106D-E70TA & 1104D-E44TA Industrial engines, into an
off-highway machine. Perkins expects that there will be some additions and
modifications to this document as the engine program development continues, and as
OEM requests for information not currently addressed are added. The Information
herein is the property of Perkins and/or its subsidiaries. Without written permission,
any copying, transmission to others, and any use except that for which it is loaned is
prohibited.

Applicable Engines
The information contained with this document is the best available at the time of
authoring to describe the application and installation requirements for a production
representative engine and software configuration. During development stages please
ensure the Applications Engineering department are consulted before implementing
any of the features contained within this document.

Early project engines will not have all the features described in this document
enabled. Contact the Electronic Applications Team for latest information on
software feature release dates.

Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details are
required, then please contact your Applications Engineer.

Safety
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 in order to perform these functions properly.

The information in this publication was based upon current information at the time of
publication. Check for the most current information before you start any job. Perkins
dealers will have the most current information.

Improper operation, maintenance or repair of this product may be dangerous.

Improper operation, maintenance or repair of this product may result in injury or
death.

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

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Perkins cannot anticipate every possible circumstance that might involve a potential
hazard. The warnings in this publication and on the product are not all inclusive. If a
tool, a procedure, a work method or an operating technique that is not specifically
recommended by Perkins is used, you must be sure that it is safe for you and for other
people. You must also be sure that the product will not be damaged and / or made
unsafe by the procedures that are used.

Warning – Welding
Welding can cause damage to the on engine electronics. The following precautions
should be taken before and during welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position
• Disconnect the negative battery cable from the battery. If the machine is fitted
with a battery disconnect switch then open the switch
• Clamp the ground cable of the welder to the component that will be welded. Place
the clamp as close as possible to the weld.
• Protect any wiring harnesses from welding debris and splatter.

DO NOT use electrical components in order to ground the welder. Do not

use the ECM or sensors or any other electronic components in order to
ground the welder.

Warning - Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to on engine
electronics. The damage can manifest itself through immediate failure of components,
or by weakening electronic components causing them to fail at a later date.

The following precautions should be taken when using electrostatic paint spraying
techniques on engines:

• Connect all 64 pins of the ECM J1 Connector directly to the spraying booth
ground.
• Connect the engine block to ground at 2 points. Ensure that good screwed
connections onto bright metal are used.

Warning – Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear across the
battery terminals. Care must be taken that this does not exceed the recommended
maximum voltage for the ECM.

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Engine Component Overview

Electronic Control Module (ECM)

The A4E2v3 ECM is an electronic control device that governs engine speed, torque
output and manages the engines performance and emissions via a number of sensors
and actuators. The device is assembled to a special mounting plate fitted to the
engine. The location is common on the 1100D series engines, left hand side close to
the fuel rail. The device has 2 connection sockets, one for the engine wire harness (J2)
that is blue in colour and the other for the machine OEM harness connection (J1) that
is grey in colour. There are two ECM options, a fuel cooled version and an air-cooled
version. The choice of option depends on the maximum ambient temperature (see
mechanical installation guide for details of fuel connection requirements and
temperature restrictions).

Sensor Details
Intake Manifold Pressure Sensor
The intake manifold pressure sensor measures the air pressure inside the intake
manifold, after the turbo. The range is 39 - 400 Kpa absolute

The sensor is used to determine atmospheric (barometric) pressure. During certain

operating conditions the ECM will take a snapshot of the measured pressure to set the
atmospheric pressure value. The atmospheric pressure is used to determine the
atmospheric related fuel limits (if any) e.g. at high altitude fuel may be limited during
cranking to prevent turbo over-speed. The ECM also uses the atmospheric value to
calculate gauge pressure of other absolute engine pressure sensors.

When the engine is running the sensor measurement is used as an input parameter to
calculate torque and air fuel ratio limits. This helps prevent black smoke during
transient engine conditions, mainly during acceleration or upon sudden load
application. i.e. If intake manifold pressure is too low for the requested fuel, then the
fuel is limited to prevent the over fuel condition. The measurement will also be used
to select certain timing maps.

Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted.
The turbo wastegate regulator control system regulates intake manifold pressure to a
desired value, calibrated in the software. In order to do this, the software needs to
know the actual value of intake manifold pressure, hence the need for the sensor
measurement.

If the intake manifold pressure sensor/circuit fails, then a low default value is used in
the software. The wastegate regulator control (if fitted) will go to open loop, whereby
the resultant intake manifold pressure will be low (as determined by the wastegate
hardware chosen) and hence fuel will be limited under certain engine conditions,
effectively providing a fuel/torque derate.

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Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold .The sensor option
on the 1106D-E70TA & 1104D-E44TA engine at time of authoring is a 2 pin passive,
with an operating range of –40°C to +150°C

Note that this is the sensor to which the engine is calibrated. Intake air
temperature measurement is very sensitive to location. If the OEM adds
additional inlet air temperature monitoring, for example during prototype
evaluation, it should be anticipated that there may be a difference of
several degrees Celsius between the engine sensor and the OEM
sensor.

Intake manifold temperature measurement is used as an input to the cold start

strategy. When the engine is running the sensor measurement is used as an input
parameter to calculate torque and air fuel ratio limits.

The OEM has no connection to this sensor, but if the intake air is required by some
machine system, for example for fan control strategy, then the data can be accessed on
the J1939 datalink.

It is possible, if extreme temperatures are measured at the intake that the engine will
derate. In the event of a derate, an event code will be generated on the J1939 datalink,
or displayed on the service tool, and the warning lamp will illuminate.

Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold start
strategy. The measurement is also used to select certain maps at certain temperatures.
The engine is considered warm at 65°C. The fuel delivery characteristics will change
dependant on the engine temperature. The sensor is also used for activating the glow
plugs for cold engine starting and for detecting high coolant temperatures for raising
an event. The range is –40C to +150C

If the sensor/circuit fails, then a default value is used and a diagnostic code is raised.
For glow plug control if this sensor/circuit is faulted, the intake manifold air
temperature sensor is used. It is possible that with this sensor/circuit in a failure
condition white smoke may result during a cold engine start. The high coolant
temperature event will not be raised under this fault condition.
The sensor reading of coolant temperature is also used to determine the maximum fuel
allowed during engine starting. If the sensor/circuit fails, it is possible the engine will
not start under cold engine conditions.

It is possible, if the coolant temperature exceeds the design limits, that the engine will
derate. In the event of a derate, a fault code will be generated on the J1939 datalink, or
displayed on the service tool, and the warning lamp will illuminate.

Fuel Rail Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure
fuel rail. (The fuel in the fuel rail then feeds all injectors. Injection takes place when
each injector is electrically operated.)

The fuel rail pressure measurement is used in conjunction with the high-pressure fuel

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pump to maintain the desired fuel pressure in the fuel rail. This pressure is determined
by engine calibrations to enable the engine to meet emissions and performance
objectives.

If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a
warning; a default value used and a 100% engine derate results. The default value for
fuel rail pressure will allow the engine to run in a limp home fashion whereby a
known fuel rail pressure will be controlled within reasonable engine conditions.
Emissions compliance cannot be guaranteed under this fault condition.

Fuel Pump Solenoid

Fuel Rail Pump Solenoid is used to control the output from the high-pressure fuel
pump.

The fuel rail pump solenoid is energized when fuel is required to be pumped into the
high-pressure fuel rail. Varying the energize time of the solenoid controls the fuel
delivery from the pump. The earlier the solenoid is energized (degrees before TDC),
the more fuel is pumped into the fuel rail.

The solenoid forms part of the fuel rail pressure closed loop control system in
conjunction with the fuel rail pressure sensor, ECM and software. The fuel rail
pressure sensor measures the fuel rail pressure; the signal is processed by the ECM
and software and compared to the desired fuel rail pressure for the given engine
operating conditions. The control algorithm then controls the fuel rail pump solenoid
energies time. There is no OEM connection to this component.

If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the
fuel rail and engine shutdown or failed start is expected.

Electronic Unit Injectors

Each fuel injector contains a solenoid to control the quantity of fuel injected. Both
positive and negative wires to each solenoid are wired directly back to the ECM

There is no OEM connection to this component. Voltages of up to 70V are used to

drive the injectors. The signals to the injectors are sharp pulses of relatively high
current. The OEM should ensure that any systems that are sensitive to electromagnetic
radiation are not in proximity to the harness components that lead to the injectors.

Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor is a Hall effect sensor. The sensor works in
conjunction with the timing ring fitted to the engine crankshaft.

The sensor produces a signal as the timing ring/crank rotates past the sensor. The
ECM then uses this signal to calculate crankshaft speed and crankshaft position. The
crank speed/timing signal is used during normal engine running since is more accurate
than the signal obtained from the cam speed/timing sensor.

If the crank speed/timing sensor signal is lost or faulted, the engine is capable of
starting provided the cam speed/timing signal is healthy. A diagnostic and warning
will be raised if the fault occurs during engine running. A full derate will result since
the engine is not then guaranteed to be emissions compliant due to the accuracy of the

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cam speed/timing signal. The diagnostic and derate will not be raised during engine
cranking (if fault present), but the service tool will provide a means to read the
condition of the cam and crank speed signals to aid fault finding.
The OEM has no connection to this sensor. If the OEM requires accurate engine
speed information then this may be obtained from the SAE J1939 datalink. The
software includes logic to prevent reverse engine running.

Speed Sensor

Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted on
the camshaft.
The sensor produces a signal as the timing ring rotates past the sensor. The ECM then
uses this signal to calculate camshaft speed, camshaft position and engine cycle. The
cam speed/timing signal is required for determining the correct engine cycle and is
also used for limp-home operation in the event of the crank speed sensor/circuit being
faulted/lost.

If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start
(since engine cycle is not known from the crank signal only), but if the engine is
already running, no engine performance effect will be noticed. A diagnostic and
warning will be raised if the fault occurs during engine running. The diagnostic will
not be raised during engine cranking, but the service tool will provide a means to read
the condition of the cam and crank speed signals to aid fault finding. The software
includes logic to compensate for minor timing errors.

Oil Pressure Sensor

The oil pressure sensor measures the engine oil pressure in Kpa. Oil pressure is used
for engine protection, whereby if insufficient oil pressure is measured for a given
speed, an event for low oil pressure would be raised. The low oil pressure threshold is
defined as a map against engine speed. Currently, two levels of event are specified.
Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises
a warning, which request the engine be shutdown. Automatic engine shutdown can be
configured for certain applications, such as Gensets to occur when a level 3 event is
raised.

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If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the
software, which has been chosen to be a healthy (high) pressure value. It is not
possible to raise an event whilst an oil pressure diagnostic is present.

Wastegate Regulator
The regulator controls the pressure in the intake manifold to a value that is determined
by the ECM. The wastegate regulator provides the interface between the ECM and the
mechanical system that regulates intake manifold pressure to the desired value that is
determined by the software.

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Engine Component Diagrams and Schematics

1106D-E70TA Factory Installed Wiring and Components
Electronic Unit Injectors

A4E 2 ECM
Diagnostic( If Equipped)

J1

J2

64 Pin Plug
Fuel Pump

Coolant Temperature

Oil Pressure Wastegate Regulator

( If Equipped)

Intake Manifold
Pressure
Cam/Timing
Sensor
Intake Manifold
Temperature

Crank Speed/
Fuel Rail Pressure
Timing

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1106D-E70TA Engine Wire Harness Schematic

A4E2v3 ECM
J 2 Connector

T 962 BK 1 X931YL 6 INJECTOR CYLINDER6 RETURN

T 956 BK 2 X 925PK 62 INJECTOR CYLINDER

6

X 930 GY 7 INJECTOR CYLINDER5 RETURN

T 961 BK 3 X 924 BR 63 INJECTOR CYLINDER

5

T 955 BK 4
X929BU 8 INJECTOR CYLINDER4 RETURN

T 960 BK 1 X 923 OR 64 INJECTOR CYLINDER

4

T 954 BK 2 X 928 GN 33 INJECTOR CYLINDER3 RETURN

X 922 WH 59 INJECTOR CYLINDER

3

T 959 BK 3
T 953 BK 4 X 927 YL 34 INJECTOR CYLINDER2 RETURN

X 921 PK 58 INJECTOR CYLINDER

2

T 958 BK 1
INJECTOR
CYLINDER6 T 952 BK 2 X 926 GY 35 INJECTOR CYLINDER1 RETURN

X 920 BR 57 INJECTOR CYLINDER

1

T 957 BK 3
INJECTOR
CYLINDER5 T 951 BK 4

INJECTOR
CYLINDER4
INTERNAL
INJECTOR ( ROCKER EXTERNAL
CYLINDER3 COVER)

INJECTOR
CYLINDER2

1 INJECTOR
INTAKE MANIFOLD CYLINDER1
2
PRESSURE SENSOR
3
T 997 OR 46 IMP POWER SUPPLY(+5V)

T 993 BR 38 IMP RETURN

X 731 BU 55 IMP SIGNAL

1 769 BU 47 OIL PRESSURE SENSOR PWR

(+5V)

2 Y 947 BR 39 OIL PRESSURE SENSOR RETURN

OIL PRESSURE SENSOR
3 994 GY 56 OIL PRESSURE SENSOR SIGNAL

1 Y 948 BR 40 FMP SENSOR GROUND

FUEL MANIFOLD 2 Y 946 BU 49 FMP SENSOR SIGNAL
PRESSURE SENSOR R 997 OR
3 48 FMP SENSOR POWER SUPPLY

COOLANT TEMPERATURE 1 995 BU 43 COOLANT TEMP SIGNAL

SENSOR 2

INTAKE MANIFOLD 1 C 967 BU 42 IMT SIGNAL

TEMPERATURE SENSOR 2 L 731 BR 37 TEMPERATURE SENSOR RETURN

CRANKSHAFT SPEED/ 1 996 GN 10 SPEED SENSOR POWER

(+8V)

TIMING SENSOR 2 E 965 BU 52 CRANK SPEED/ TIME SENS SIG

P 920 BR 53 PUMP/ CAM SPEED SENS SIG

CAM SPEED/TIMING 1
Y 950 YL 25 FUEL PUMP SOLENOID PWM SIG
SENSOR 2
Y 951 PU 26 FUEL PUMP SOLENOID RETURN

C 211 BK 19 WASTEGATE RETURN

M 795 WH 17 WASTEGATE PWM SIGNAL

FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ ( FOR COMMS ADAPTER
)

B 229 BK 45 BAT- ( FOR COMMS ADAPTER

)

DIAGNOSTIC D 944 OR 21 CDL+

CONNECTOR ( 9 PIN) E 945 BR 20 CDL-

F F 712GN 23 J 1939-

G F 711 YL 24 J 1939+

C N 874 BK 22 SHIELD

H
ELECTRONIC J
1
WASTEGATE
2
ACTUATOR

NOT ALWAYS FITTED

ON FIXED SPEED
ENGINES

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1104D-E44TA Factory Installed Wiring and Components

Electronic Unit Injectors

A4E2 ECM
Diagnostic( If Equipped)

J1

J2

64 Pin Plug
Fuel Pump

Coolant Temperature

Oil Pressure Wastegate Regulator

( If Equipped)

Intake Manifold
Pressure
Cam/Timing
Sensor
Intake Manifold
Temperature

Crank Speed/
Fuel Rail Pressure
Timing

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1104D-E44TA Engine Wire Harness Schematic

A4E2v3 ECM
J2 Connector

T960 BK 1 X929BU 34 INJECTOR CYLINDER 4 RETURN

T954 BK 2 X923 OR 58 INJECTOR CYLINDER 4

X928 GN 8 INJECTOR CYLINDER 3 RETURN

T959 BK 3 X922 WH 64 INJECTOR CYLINDER 3

T953 BK 4
X927 YL 7 INJECTOR CYLINDER 2 RETURN

T958 BK 1 X921 PK 63 INJECTOR CYLINDER 2

T952 BK 2 X926 GY 35 INJECTOR CYLINDER 1 RETURN

X920 BR 57 INJECTOR CYLINDER 1

T957 BK 3
T951 BK 4

INTERNAL EXTERNAL
INJECTOR
(ROCKER
CYLINDER 4
COVER)

INJECTOR
CYLINDER 3

INJECTOR
CYLINDER 2

INJECTOR
CYLINDER 1

1
INTAKE MANIFOLD
2
PRESSURE SENSOR
3
T997 OR 46 IMP POWER SUPPLY (5V)

T993 BR 38 IMP RETURN

X731 BU 55 IMP SIGNAL

1 769 BU 47 OIL PRESSURE SENSOR PWR (5V)

2 Y947 BR 39 OIL PRESSURE SENSOR RETURN

OIL PRESSURE SENSOR
3 994 GY 56 OIL PRESSURE SENSOR SIGNAL

1 Y948 BR 40 FMP SENSOR GROUND

FUEL MANIFOLD 2 Y946 BU 49 FMP SENSOR SIGNAL

PRESSURE SENSOR R997 OR 48
3 FMP SENSOR POWER SUPPLY (5V)

COOLANT TEMPERATURE 1 995 BU 43 COOLANT TEMP SIGNAL

SENSOR 2

INTAKE MANIFOLD 1 C967 BU 42 IMT SIGNAL

TEMPERATURE SENSOR 2 L731 BR 37 TEMPERATURE SENSOR RETURN

CRANKSHAFT SPEED/ 1 996 GN 10 SPEED SENSOR POWER (8V)

TIMING SENSOR 2 E965 BU 52 CRANK SPEED/TIME SENS SIG

P920 BR 53 PUMP /CAM SPEED SENS SIG

CAM TIMING/ SPEED 1

Y950 YL 25 FUEL PUMP SOLENOID PWM SIG
SENSOR 2
Y951 PU 26 FUEL PUMP SOLENOID RETURN

C211 BK 19 WASTEGATE RETURN

M795 WH 17 WASTEGATE PWM SIGNAL

FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ (FOR COMMS ADAPTER)

B 229 BK 45 BAT - (FOR COMMS ADAPTER)

DIAGNOSTIC D 944 OR 21 CDL+

CONNECTOR (9 PIN) E 945 BR 20 CDL-

F F712GN 23 J1939 -

G F711YL 24 J1939 +

C N874BK 22 SHIELD

H
ELECTRONIC
1 J
WASTEGATE
2
ACTUATOR

NOT ALWAYS FITTED

ON FIXED SPEED
ENGINES

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1106D-E70TA & 1104D-E44TA Principal Engine Electronic Components

Cam Speed Wastegate

Sensor

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Customer System Overview Key Elements

The following section provides details on both the mandatory and optional system
connections that need to be made as part of the customers machine wiring harness.

Mandatory Components to Install

Mandatory or Required Engine Family A&I Guide Section
Components
Battery All Power and Grounding
Considerations
Circuit Protection All Power and Grounding
Considerations
Key Switch All Starting the Engine
Warning Lamp All Operator Displays
Shutdown Lamp All Operator Displays
Wait to Start Lamp All Operator Displays
Glow Plug Relay All Cold Starting Aid
Speed Demand Input All Engine Speed Demand
J1939 All Communication Datalink
PDL All Perkins Datalink

Optional Customer Installed Components*

Optional Components A&I Guide Section
Low Oil Pressure Lamp Operator Displays
Remote Shutdown Switch (Normally Open) Stopping the Engine
Coolant Level Sensor Monitored Inputs for Customer Fitted
Sensors
Water in Fuel Sensor Monitored Inputs for Customer Fitted
Sensors
Air Intake Filter Restriction Switch Monitored Inputs for Customer Fitted
Sensors
PWM Throttle Position Sensor Engine Speed Demand
Analogue Throttle Position Sensor with Idle Engine Speed Demand
Validation Switch (1)
Analogue Throttle Position Sensor with Idle Engine Speed Demand
Validation Switch (2)
Throttle Selection Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
PTO On/Off Switch Engine Speed Demand
PTO Set/Lower Switch Engine Speed Demand
PTO Raise/Resume Switch Engine Speed Demand
PTO Disengage Switch Engine Speed Demand
Mode Switch (1) Engine Governor
Mode Switch (2) Engine Governor
Ambient Temperature Sensor Additional Options
Fuel Filter Differential Pressure Switch Monitored Inputs for Customer Fitted
Sensors
Fan Reversing Fan Reversing Solenoid Control
SWG Return Additional Options
Ether Start Cold Starting Aids

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Auxiliary Temperature Monitored Inputs for Customer Fitted

Sensors
Auxiliary Pressure Monitored Inputs for Customer Fitted
Sensors
Overspeed Verify Switch Engine Speed Demand
Fan Speed Sensor Monitored Inputs for Customer Fitted
Sensors
Hydraulic Fan Driver Hydraulic Governor
* Check Compatibility in specific sections, some components cannot be used together.

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Typical Customer Installed Component Diagram

Battery Isolation
Switch

Glow Plug
Relay

+ - PWM
Battery Throttle

Analogue
Throttle with
IVS
IVS

Circuit Protection
(Mandatory)

Air Filter Restriction

Switch
Keyswitch

Magnetic
Switch

Warning Lamp PTO On/Off Switch

PTO Raise/Resume Button

Stop Lamp
PTO Set/Lower Button
Wait to Start Lamp
PTO Disengage
Low Oil Pressure Lamp
Modes Switch 1
Maintenance Due Lamp
Modes Switch 2

Service Tool Connector Shutdown Switch

Maintenance Due
J1939 Termination Resistor Reset Switch

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Example OEM Schematic

The engine can be configured and wired many different ways dependent on the
requirements of the OEM. The following four example schematics and descriptions
provide a guide for the OEM.

Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or additional
engineering is a requirement when compared to the solution used for a mechanical
engine. This solution can be used in most mechanically governed engine replacement
situations. The OEM needs to consider only basic functions these being Power
Supply, Operator Indication, Cold Start Aid and a simple method of controlling the
engine speed.

Example 2 Construction Application

An application where the engine, in response to an arrangement of switched inputs
will operate at one of a range of defined speeds. This is suitable for applications
where the device has multiple operating speeds that are either defined for the specific
output reasons, for simplicity of operator use or for operation dependent upon the
environment - e.g. quiet modes. This could include: auxiliary engine on road sweeper,
multiple speed water pumps, etc. There are sixteen possible set speeds based on four
discrete ECM inputs. In addition to the Key-Switch a separate engine shutdown
switch is used to stop the engine.

Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input, e.g. a button press,
accelerates from idle speed up to the pre-defined operating engine speed. Once at the
pre-defined operating speed, the engine speed may be raised or lowered by increment
/ decrement button presses. This is suitable for enhancing some of the applications of
the single speed (set speed) control, or to provide a variable speed control without
having a throttle pedal / lever. This functionality may benefit when the user wants to
use ‘set speed operation’, but with the capability to adjust it themselves - users may
have a favorite operating speed. This could include concrete pumps, hydraulic driven
machines.

Example 4 Agricultural Application

The application will allow single or twin throttles, engine twin set speed control,
Multi mode operation, integrated display drive, etc. This set-up is suitable for
applications where the customer requires a high degree of operator control over the
machine’s behavior. It is one of the most complex applications. Typically this is used
in mobile applications that may be driven to the place of work and then require
operator selectable speed operation whilst performing their chosen task. This could
include: Tractors, Combines, Backhoe loaders.

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Example 1 - Basic Schematic OEM Harness

A4E2v3 ECM
Basic OEM Wiring Schematic J1 CONNECTOR
June 2012
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY
Caterpillar Confidential Green
Template file: Unity series OEM wiring_

NOTE 7
7 BATTERY +

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -
OFF

ON 5A
START
40 IGNITION KEYSWTICH

IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

COLD START - WAIT TO START LAMP

63 COLD START LAMP

LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)

NOTE 4

57 START AID CONTROL

NOTE 5

TO GLOW
PLUGS
GLOW PLUG
RELAY

Battery

43 SENSOR SUPPLY 8V

PWM
THROTTLE 53 PWM THROTTLE SENSOR INPUT
SENSOR

33 SENSOR RETURN

NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependant on system voltage

Rear View of J1 Plug Front View of J1 Plug

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Example 2 - Construction Schematic OEM Harness

120
Construction OEM Wiring Schematic OHM A4E2 ECM
J1 CONNECTOR
June 2012
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +

Caterpillar Confidential Green NOTE 1

21 CAN J1939 -

Template file: Unity OEM wiring 22 CAN J1939 SHIELD

23 CDL +
NOTE 3
24 CDL -

120
NOTE 7 OHM
7 BATTERY +

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH

IGNITION KEY
SWITCH STOP LAMP
TO STARTER MOTOR 60 STOP LAMP

MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP

COLD START - WAIT TO START LAMP

63 COLD START LAMP

LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)

NOTE 4

57 START AID CONTROL

NOTE 5

TO GLOW
PLUGS
GLOW PLUG
RELAY

Battery

S1 49 THROTTLE POSITION SWITCH 1

10
POSITION S2 50 THROTTLE POSITION SWITCH 2
CMN
ROTARY S3 51 THROTTLE POSITION SWITCH 3
SWITCH
S4 52 THROTTLE POSITION SWITCH 4

SHUTDOWN SWITCH (CLOSE TO

48 STOP)

35 SWITCH RETURN

NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage

Rear View of J1 Plug Front View of J1 Plug

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Example 3 – Industrial Open Power Unit Schematic OEM Harness

IOPU OEM Wiring Schematic A4E2 ECM
J1 CONNECTOR
June 2012
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY
Caterpillar Confidential Green
Template file: Unity OEM wiring

NOTE 7
7 BATTERY +

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH

PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)

IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

COLD START - WAIT TO START LAMP

63 COLD START LAMP

LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)

NOTE 4

57 START AID CONTROL

NOTE 5

TO GLOW
PLUGS
GLOW PLUG
RELAY

Battery

ON / OFF

SET / LOWER

52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49

35 SWITCH RETURN

NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage

Rear View of J1 Plug Front View of J1 Plug

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Example 4 - Agricultural Schematic OEM Harness

120
Agricultural OEM Wiring Schematic OHM A4E2v3 ECM
J1 CONNECTOR
June 2012
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +

Caterpillar Confidential Green NOTE 1

21 CAN J1939 -

Template file: Unity OEM wiring_ 22 CAN J1939 SHIELD

23 CDL +
NOTE 3
24 CDL -

120
NOTE 7 OHM
7 BATTERY +

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH

PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)

IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

COLD START - WAIT TO START LAMP

63 COLD START LAMP

LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)

MAINTENANCE DUE LAMP MAINTENANCE DUE LAMP

58 (OPTIONAL)

MAINTENANCE DUE RESET MAINTENANCE DUE RESET

36 SWITCH
SWITCH

NOTE 4

57 START AID CONTROL

NOTE 5
41 SENSOR SUPPPLY 5V

TO GLOW ANALOGUE ANALOGUE THROTTLE INPUT 1

54
PLUGS THROTTLE
GLOW PLUG
SENSOR 1
RELAY 33 SENSOR RETURN

45 IDLE VALIDATION (IVS 1) N/C

42 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE 55 ANALOGUE THROTTLE INPUT 2
SENSOR 2
34 SENSOR RETURN

Battery

ON / OFF

SET / LOWER

52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49

39 MODE SWITCH 1

46 MODE SWITCH 2

MODE SWITCH 1
MODE SWITCH 2

THROTTLE SELECTION SWITCH

THROTTLE SELECTION SWITCH 47 (cannot be used in conjunction with
IVS2)

35 SWITCH RETURN

NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and systme voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage

Rear View of J1 Plug Front View of J1 Plug

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Power and Grounding Considerations

System Grounding
Although the engine electronics are all directly grounded via the ECM connector, it is
also necessary that the engine block be properly grounded to provide a good return
path for components such as Starter Motor, Alternator and Cold Start Aids.

Improper grounding results in unreliable electrical circuit paths. Stray electrical

currents can damage mechanical components, and make electronic systems prone to
interference. These problems are often very difficult to diagnose and repair.

Ground stud on Starter Motor

If the Starter motor has a grounding stud then this should be used. The ground
connection should be preferably be made directly back to the battery negative
terminal.

The starter motor ground path must not include any flanges or joints. Painted surfaces
and flexible mounts in particular must be avoided. Star washers must not be relied
upon to make contact though paint.

The ground cable should be of sufficient cross sectional area to ensure that the total
starter motor supply circuit resistance does not exceed 1.7mOhms for a 12V system
and 3.4mOhm for a 24V system.

Please refer to the Starting and Charging Systems A&I Manual for further information
on starter motor, alternator, battery and complete system installation guidelines.

Engine Block Ground Connection

A separate engine block ground should be used in addition to the starter motor
ground. A ground cable, direct from the battery negative or starter ground terminal,
should be connected to a ring terminal which connects to one of the three tappings
shown in diagram 1 and 2. The tapped holes will be reserved for customer use and
can be used for grounding purposes.

If a tapping is used then it should be checked to be free of lacquer, paint and dirt
before the connection is made. A M10 metric screw should be used plated with Zinc.
A washer should retain the ring terminal and the screw tightened to 44 Nm (32Ibft)

It is preferable to use a conductive grease to ensure the reliability of this connection.

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Ground Point
Ground Point Option2
Option1(behind
bracket)

Diagram 1. Ground Point 1 & 2

Ground Point
Option 3

Diagram 2. Ground Point 3

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Power and Grounding Considerations

Voltage and Current requirements
The ECM power supply requirements must be carefully considered when designing
the supply circuit; there are specific limitations that must be considered in the design
to ensure a reliable consistent power supply to the engine electronic components. The
table provides the electrical characteristics and limitations for the A4E2v3 ECM.

VOLTAGE SUPPLY SYSTEM 12V 24V

Max Peak Current 60A 60A
Peak Current Cranking 36A 36A
Max RMS Current* 13A 7.5A
Suggested Fuse Rating** 25A 20A
Sleep Current <8mA <10mA
Min Running Voltage 9V 18V
Max Running Voltage*** 16V 32V
Minimum ECM Voltage during 5.5V 5.5V
Cranking
Maximum total ECM power circuit 50 mOhmns 100 mOhmns
wire resistance
Target circuit resistance 40 mOhms 80 mOhms

*Max RMS current measurements conducted on engine running at rated speed and
load. RMS current will vary with engine speed (assuming constant voltage) no Lamp
Drivers or application side components fitted during measurement.
** Suggested fuse rating are based on automotive blade type fuses and are for
guidance only.
***The ECM can survive higher voltages. ECM will survive for at least 2 minutes on
a supply voltage of 30V for 12V systems and 48V for 24V systems.

ECM power supply circuit resistance

Often during engine cranking the battery voltage will drop to values much lower than
the normal system operating voltage. The minimum permissible voltage measured at
the ECM during cranking is 6V. The power requirements to drive the engine
electronic components such as the Injectors and fuel pump circuit remain the same
during cranking; for this reason the ECM power supply circuit resistance becomes
very important and will affect the voltage seen at the ECM. The table below illustrates
the difference between the voltage at the ECM during cranking and normal running
conditions:

Parameter Engine Cranking Engine Running

System Voltage at the Battery 8V 13.8V
Engine ECM Current Draw 36A 36A

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Total ECM power supply resistance 40 mOhms 40 mOhms

Voltage Drop (I*R) 1.44V 1.44V
Voltage at the ECM 6.56V 12.36V

Table 4.1

The maximum permissible circuit resistance including positive and negative wires is
50mOhms for 12V systems and 100mOhms for 24V systems, however Perkins
recommends that this value should not be targeted during design, as it is often difficult
to predict the final circuit resistance when considering other factors such as fuse
holders, connector resistance and aging. A target calculated circuit resistance
including wire and connections of 40mOhms for 12V systems 80mOhms for 24V
systems is recommended. The table below provides typical wire resistance for various
cross sections of copper wire.

Conductor mohm/m at mOhm at 20Deg C for Cable Length

Material
CSA 20Deg C 2m 4m 6m 8m 10m
2 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
2.5 Ni-plated Copper 7.92 15.84 31.68 47.52 63.36 79.2
3 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
4 Ni-plated Copper 4.91 9.82 19.64 29.46 39.28 49.1
5 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
6 Ni-plated Copper 3.27 6.54 13.08 19.62 26.16 32.7
10 Ni-plated Copper 1.9 3.8 7.6 11.4 15.2 19
16 Ni-plated Copper 1.21 2.42 4.84 7.26 9.68 12.1
25 Ni-plated Copper 0.774 1.548 3.096 4.644 6.192 7.74
35 Ni-plated Copper 0.549 1.098 2.196 3.294 4.392 5.49
50 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
70 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
95 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
120 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59

American mohm/m at mOhm at 20Deg C for Cable Length

Material
Wire Gauge 20Deg C 2m 4m 6m 8m 10m
14 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
12 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
10 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
8 Ni-plated Copper 2.59 5.18 10.36 15.54 20.72 25.9
6 Ni-plated Copper 1.55 3.1 6.2 9.3 12.4 15.5
4 Ni-plated Copper 1.06 2.12 4.24 6.36 8.48 10.6
2 Ni-plated Copper 0.62 1.24 2.48 3.72 4.96 6.2
0 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
00 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
000 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
0000 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59

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A4E2 ECM

Total Circuit Length

Circuit Load (ECM)

Negative Wire Resistance

Positive Wire Resistance

(Ohms)
(Ohms)

+ - Battery

Note: Circuit protection not shown

As with all electrical circuits wire should be selected so that the rated maximum
conductor temperature is not exceeded for any combination of electrical loading,
ambient temperature, and heating effects of bundles, protective braid, conduit and
other enclosures. Consult wire manufacturers data sheets for further information.

Important Voltage Supply Circuit Considerations

Poorly designed or installed ECM supply circuitry can lead to intermittent engine
problems and reduce the engine ECM’s ability to maintain optimum performance
under harsh conditions.

To ensure that the integrity of the electrical supply circuit is not compromised during
design and installation the following recommendations should be adhered to.

- Supply cable wire gauge or CSA must be capable of meeting the maximum
electrical requirement demanded by the engine ECM under all conditions.
- When specifying ECM circuit supply and return cables, which are to be
routed around hot components or form part of a machine wiring harness
bundle the appropriate cable current carrying capacity derate should be
applied.
- All ECM power pins must be connected to the main battery supply to ensure
a complete and robust electrical circuit is made.

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- When splicing the ECM supply or return cables the main supply cable must
be rated to carry the total circuit current to the ECM and provide the correct
amount of mechanical durability for the number of splices made.
- The total ECM circuit resistance must meet the stated limits (50mOhms for
12V and 100mOhms for 24V systems) to ensure that voltage drop across these
cables is minimized.

It should also be noted that the ECM supply circuit must be routed directly back to the
application battery to maintained optimum system performance under all conditions.
Failure to do so will lead to excessive system voltage drop and high circuit resistance
as well as increased levels of supply circuit noise.

Battery (+) Connection

The ECM requires four un-switched battery positive inputs; the inputs should be
permanently connected to the machine battery. When the ignition key switch is off the
ECM is in a sleep mode during which it draws a very small residual current through
the four battery connections. When the ignition key switch is turned on the ECM will
become active. It is recommended, therefore that the ignition keyswitch is turned to
the off position when connecting or disconnecting the ECM J1 connector, to prevent
large sparks which may cause damage to the pins.

The power supply to the ECM should be taken from the battery, and not from the
starter motor terminals to avoid unnecessary system noise and voltage drops. Note
that there are 4 ECM pins allocated for battery positive. All 4 pins must be used.

The correct system voltage must be applied (12V or 24V), as the following
components on the engine are system voltage sensitive:

-Glow Plugs
-Alternator
-Starter Motor
-Electric prime Fuel Pump (where fitted )
It is recommended that one supply cable from the battery be used. This single supply
cable should then be spliced as shown as below.
Please note that it is the customer’s responsibility to ensure that the ECM supply
circuitry meets the limits stated within table 4.1. For this reason it may be necessary
to increases the supply cable AWG (CSA) in order to meet the system design criteria.

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ECM Power Supply Wiring

A B

A4E 2 ECM

J1

J2

MAIN MACHINE ENGINE

DISTRIBUTION ECM

Diagram shown is an example of the ECM

supply and ground connection. All fuses must
BATTERY be chosen in conjunction with the data supplied
in table 4.1. Fuses must be rated to protect the
MACHINE ECM supply cables and not the engine ECM.
BATTERY

Note A: Ensure cable splices are made using 14AWG wire and kept to a
minimum length.
Note B: Ensure that the main supply cable is correctly specified in terms of
length, resistance, voltage drop and current carrying capacity.
May need to add specifics into the section for Bosch and Tyco ECMs

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Battery (-) Connection

The ECM requires five un-switched battery negative inputs; the inputs should be
permanently connected to the machine battery.
Battery Connection – Do Not supply power to the ECM from the starter
motor connections:

Right Wrong

+ - Battery
Starter Motor

+ -
Battery

Note: Circuit protection not shown

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Correct method of ECM battery connection.

Right
ECM
Connector

Engine

Starter
Motor

Fuse

Chassis

Correct Power Supply Wiring

• ECM Positive wires connected direct to battery, not via starter motor
• Power supply wires go to all 4 positive pins and all 5 negative pins on the
ECM Connector
• ECM Negative is wired to the battery rather than return through chassis
• The engine is grounded to the machine chassis.

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Incorrect method of ECM battery connection.

Wrong
ECM
Connector

Engine

Starter
Motor

Chassis

Chassis

Incorrect wiring
• Positive wired via starter motor. High volt drop to ECM on starting
• Single pin on ECM used for each of positive and negative supply. Possibly
exceeding pin ratings and possibly causing risk of arcing or over heating.
• ECM return through chassis – risk of conducted noise and also additional
voltage drop.
• Engine not grounded – risk of engine component damage.

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Engine ECM Power Supply Circuit Resistance Test

It is not possible to accurately measure the machine ECM power supply wire
resistance using a standard ohmmeter alone; it is therefore necessary to use a specific
test circuit. The diagram and table below details the test apparatus used in the circuit
to determine the engine ECM circuit resistance. The circuit consists of two voltmeters
and a resistor connected to the J1 ECM plug that can be switched in and out of circuit
using a relay. It’s very important to keep the test circuit resistance to a minimum, use
a relay with low contact resistance (preferably silver oxide or gold) and short lengths
of heavy gauge wire.
Component Perkins part Supplier Part number Quantity
number
J1 Receptacle 1244365 1
Pins T400047 0460-202-16141 10
2.2 Ohm Resistor N/A N/A 1
200W
Relay (low contact N/A N/A 1
resistance
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2

Voltmeter 1
V1
2.2 Ohms 200 watts
R1

Voltmeter 2
7 8 15 16 1 2 3 9 10 J1 Engine ECM Plug

V2 Machine
Harness

+ -

Machine Battery

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Note: The total ECM supply circuit resistance forms part of the Application
Appraisal. Circuits which do not meet the 50mOhm requirement for a 12V
system and 100mOhm’s for 24V will be classed as a failure during the
Appraisal sign off.

Test Procedure
Record the measured resistance value of the test resistor used. Disconnect the J1
engine ECM plug from the ECM and connect the test apparatus detailed in the above
diagram to the plug. Press the button for three seconds at the same time record the
voltage measured from Voltmeter 1 and Voltmeter 2.

Formula:

Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/ V1)

V1 = Voltmeter 1 Measured Value

V2 = Voltmeter 2 Measured Value
R1 = Measured Resistor Value

Worked Example

V1 = 11.8
V2 = 12
R1 = 2.21 Ohms

1000 * (2.21 * (12 – 11.8)/11.8)

1000 * (2.21 * 0.1695)
1000 * (0.375)

Harness Resistance = 37.5 mOhms

Suppression of Voltage Transients

Suppression Methods & Best Practice
Note: The installation of transient suppression at the source of the transient is
required. Perkins follows a stringent electrical environment standard that is
similar to SAE recommended practices.

The use of inductive devices such as relays and solenoids can result in the generation
of voltage transients in electrical circuits. Voltage transients that are not suppressed
can exceed SAE specifications and lead to a degradation in the performance of the
electronic control system.

The customer should specify relays and solenoids with built-in voltage transient
suppression. Refer to figure 4.7 for ways to minimise voltage transients from relays
and solenoids without built-in voltage transient suppression. Techniques include the
installation of a diode or resistor of the proper size in parallel with the solenoid or the
relay coil.

Diodes and resistors accomplish suppression in different ways. Diodes clamp the
voltage across the coil to approximately –0.7V when the switch opens. The current

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circulates in the loop until it eventually diminishes. Suppression resistors will allow
the transient voltage to increase to a value determined by the forward current flow
through the coil and the value of the resistance of the suppression resistor. However,
resistor suppression causes the current in the loop to diminish much faster than would
a diode.

Figure 4.7 Voltage Suppression Diagram

Diode selection should be based on the normal voltage and current seen by the coil.
For example, if the normal voltage applied to the coil is 24V and the coil has a
resistance of 50Ohms, then the current passing through the coil is 480mA (I = V/R).
The diode then would need to be able to withstand a reverse voltage of 24V and a
forward current of 480mA when the current to the coil is interrupted by the opening of
the switch since the collapse of the coil’s magnetic filed will attempt to maintain that
current.

Suppression resistors are a low-cost alternative and can be less stressful on relay coils.
Resistor selection should be determined by the voltage applied across the coil, the
resistance of the coil, maximum power dissipation allowed, and the level of transient
voltage to be tolerated. For example, if the coil is 50Ohms and the voltage applied is
24V, an 82Ohm suppression resistor would allow the transient voltage to reach –
39.6V (V = IR = -.48A x 82Ohms, the voltage is shown as negative since the polarity
reverses once the switch opens). Using a 330Ohm resistor would allow a –158V
transient but the current would diminish in the loop faster. For power dissipation
concerns, the resistors power rating should be considered. For example, if 24V were
applied across a 330Ohm resistor, the power dissipated by the resistor would be
1.75W (P = V2/R). Therefore a 330Ohm resistor should be selected with the
capability of dissipating at least 2W. The heat generated by the resistor should be
considered when selecting a resistor.

Note: If the resistance of the suppression resistor is too low, the driver circuitry
in the ECM may be loaded to a point where the relay or solenoid does not
function properly. If the resistance is too high, the transient voltage may reach
undesirable levels.

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There are other techniques that can be used for transient suppression. Snubbers,
Zener diodes, and varistors are all methods that have characteristics that make them
better suited for some applications. But for simple applications of relays or solenoids,
diodes or resistors should suffice.

Inductive devices such as relays or solenoids should be located as far as possible from
the components of the electronic control system. Wiring harnesses that are installed
by the customer should be routed as far as possible from the wiring harness of the
electronic control system in order to avoid problems that are associated with electrical
noise.

Voltage Load Protection Modules (VLPM)

Direct Battery connection requirements

The following components require a power supply direct from the application battery,
these components are voltage dependant.
-Fuel System Electric Fuel Pump
-Starter Motor
-Alternator

Powering The Engine ECM Via Auxiliary Power Supplies

If the engine is to be supplied with electrical power via any other means than a
standard machine battery arrangement, care must be taken when choosing the power
supply. Engine ECM’s powered by devices such as switch mode power supplies can
be particularly troublesome due to the intermittent high current load demands of the
engine ECM during engine operation. To ensure that the power supply operates
correctly, management of these intermittent high current spikes is employed. For
more assistance when implementing auxiliary power supplies please contact the
Electronic Applications Engineering Department.

Sensor Common Connections

Certain components that interface directly with the ECM require connection to one of
the dedicated sensor/switch return pins on the ECM customer machine interface
connector J1. Separate sensor/switch returns are provided for analogue and digital
signals. All components requiring connection to one of the ECM ground connections
must be connected to the correct ground path to ensure the correct operation of the
component.

Analogue Sensor Return

All of the following Features and switches must be connected back to the engine
ECM J1 Analogue return pin (35).

ECM Feature
Analogue Throttle 2
Auxiliary Pressure Sensor
Auxiliary Temperature Sensor
Air Inlet Temperature Sensor
Analogue Throttle 1
Table 4.6 Analogue Sensor Connections

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Switch Return
All of the following Features and switches must be connected back to the engine
ECM J1 GND switch return pin (35).

ECM Feature
Idle Validation switch 1 /
PTO / MPTS

Idle Validation Switch 2 /

Throttle Arbitration Switch
MPTS 1 / PTO Disengage
User Defined Shutdown Switch
/ PTO Mode Speed 1 & 2 Select
Fan Reverse Switch /
Overspeed Verify Switch
MPTS 2 / PTO Mode On / Off
Switch
MPTS 3 / PTO Raise / Resume
MPTS 4 / PTO Set / Lower /
Table 4.7 Switch to Ground Connections

Digital Return
All of the following Features and switches must be sensor supplied (8v) form ECM J1
pin 43 and connected back to the engine ECM J1 digital return pin (33).

ECM Feature
PWM Throttle 1
Water In Fuel Switch
Coolant Level Switch
Table 4.8 Digital Signal Connections

Connectors and Wiring Harness Requirements

ECM connector
The A4E2v3 engine ECM has an integral rectangular 64-pin Delphi Packard socket;
the socket is grey in appearance and is the customer/OEM connection point. To make
a connection to the engine ECM the components listed in the table below are required.

Qty Description (photo ref.) Delphi Part Perkins Part Number

Number
1 Plug Assembly (1) 15488667 28170110 (Superseded by
28170033)
1 Wire Dress Cover (2) 15488664 28170035
2 Terminal Lock (TPA) (3) 15404650 28170034
N/A Contact Socket 15359002 N/A
(Terminal)(4) formed option
for high volume machine
crimping only.

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N/A Contact Socket (Terminal) N/A 28170085

machined option for hand
crimping with CH11155
N/A Sealing Plugs 12129557 28170088

The above components are available in kit form. The kit will provide all the necessary
components to make one basic engine connection.

Description Perkins Part Number

Connector kit U5MK8198 (superseded by U5MK1229)

Components required for A4E2v3 engine ECM connection

The wire dress cover must be fitted to prevent direct jet washing onto the rear
connector seals.

Connector Layout
The diagram below illustrates the pin layout, looking from the rear of the connector

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Tightening the OEM Connector

A central 7mm AF hex screw retains the connector. This screw should be tightened to
a torque of 5Nm+/- 1 (3.7+/-0.7lbft).

Perkins does not recommend the use of “non conductive grease” with the ECM
connector.

ECM connector Wire Gauge Size

All connections must be made with 0.82mm² (18AWG) wire with GXL type
insulation.

Min outside diameter (Inc Insulation) = 1.85mm

Max outside diameter (Inc Insulation) = 2.5mm

ECM Connector Terminals

The OEM connector terminals should be Delphi p/n 15359002

Terminal Retention
Two terminal position assurance components should be used once all terminals have
been crimped and inserted into the connector body. Terminal Position Assurance -
Perkins part No. 28170035 (Delphi p/n 15404650)
Note: It is critical that two terminal position assurance components are
used.

Connector body and terminal assurance components

When a terminal has been properly crimped and retained, it will be able to withstand a
“pull test” of 45N (10lb)

Hand Crimping For Prototype machines and Low Volume

Production:
A hand crimp tool and appropriate Die are required for crimping contact sockets -
(Delphi p/n 15359002). The hand crimp tool and removal tool for removing the
sockets from the connector body are available from Power and Signal Group (PSG).

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Perkins hand crimping solution

Component Perkins part Supplier Part number

number
Contact socket 28170085 10-613370-020
Crimp Tool number CH11155 Deutsch HDT-48-00
Removal tool N/A 15314902
Delphi Solution

Component Perkins part Supplier Part number

number
Contact sockets N/A 15359002
HT micro 100W Crimp N/A HT42000480-1
Tool with Die – European
Use Only
Delphi Crimp Tool N/A 12129557
Removal tool N/A 15314902
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a
single wire must be crimped into each terminal.

ECM connector sealing plug installation guidelines

All unused connector socket slots must be filled with sealing plugs - Delphi p/n
12129557.

Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in
all cavities, and then remove those which are not required, rather than to try to fit the
sealing plugs when wires have already been inserted into the back of the connector.

Note: do not use “non conductive” grease to seal unused terminal cavities.

OEM harness Retention at the ECM

A wire strain relief component should be used to prevent ECM connector damage.
The wire strain relief component is assembled to the engine ECM during engine
manufacture and will be supplied on the engine.

Wire bundle size may vary between applications. Cable tie/Wire tie slots are provided
for correct bundle retention. Use the correct slots.

Use Strain Relief and correct slots for the harness bundle size:

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Small Medium Large

Bundle Bundle Bundle

Machine Crimping For High Volume Production

The hand tool may not be the appropriate solution for crimping terminals in a high
volume production environment. The OEM’s harness manufacturer should contact
their local Delphi component distributor directly.

Harness Wiring Standards

General Recommendations for Machine Wiring harnesses
The following are general “good practice” for wire harnesses. It is the responsibility
of the machine designer to follow standards appropriate to the application type and to
the geographical territory where the machine will be operated. These
recommendations do not replace in any way any industrial standards or legislative
requirements:

Connectors
It is strongly recommended that high quality, sealed connectors are used throughout.
Automotive standard components are not necessarily suitable as they are often only
designed for a very low number of disconnect/reconnect cycles.

Connectors should be horizontally mounted rather than vertically mounted to prevent

ingress of water/chemicals. Whenever possible, connectors should be mounted such
that they are protected from direct exposure to extreme cold. Connectors can be
damaged by frost if water does penetrate the seals.

Cables should not bend close to the connector seals, as the seal quality can be
compromised.

The correct wire seal must be selected for the diameter of wire used.

Cables should be selected of an appropriate cross section for the current and voltage
drop requirements

Where large numbers of wires go to the same connector, it is essential that no single
wire is significantly shorter than the others, such that it placed under exceptional
strain.

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Cable routing.
Cables should be routed such that bend radii are not too tight. A cable should not be
either in compression or tension, nor should it be excessively long or loose, such that
sections may become caught or trapped. Clips should be used at regular intervals to
support cables. These clips should be of the correct diameter to grip the cable firmly
without crushing it.

Ideally, harnesses should not rub against any mechanical components. The only points
of contact should be clamps and connectors. If this is not possible then as a minimum
they should not touch components that are hot, that move or vibrate, or that have
sharp edges

Conductors carrying high currents or voltages, particularly when these are alternating
or switched, should be physically separated from conductors carrying small signal
currents. In particular, high current and signal wires should not run parallel in the
same harness bundle for any significant distance. Ideally, if high current wires must
be in proximity to signal wires then they should cross at right angles.

The engine wire harness should not be used by the installer for as a support for any
components that are not supplied as part of the engine. For example, external hoses
and wires should not be tied to the engine harness.

Mounting location for electronic modules

The least harsh possible location should be selected for an electronic component or
module, even one that is robustly designed. Select the mounting location carefully,
therefore, considering exposure to frost, vibration, heat, mechanical damage, or
ingress of water, dust or chemicals.

Care should be taken during design to ensure that components are accessible for repair
and possible replacement in the field. Poor maintenance access may lead to poor
quality repairs in the field.

Electromagnetic Compliance (EMC)

Special measures should be taken to shield cables if the application is to be used in
extreme electromagnetic environments – e.g. aluminum smelting plants.
If screened cable is used, the screens should be connected to ground at one point only.
That point should be central if possible

Diagnostic Connector

A 9 pin diagnostic connector is fitted to the engine wire harness on all industrial
engines. Various diagnostic and development tools may use the connector to access
the engine data links.

If the connector is inaccessible when the engine is in the application or no connector

is fitted to the engine wire harness, provisions should be made to allocate an

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alternative location for diagnostic connection. In this case it is recommended that a

diagnostic connector be wired in a location that can be easily accessed, free from
possible water/dirt ingress and impact damage. The engine wire harness must not be
changed or modified. To wire a diagnostic connection use the data link pins available
on the OEM J1 ECM connector.

It is recommended that all customer installed 9 pin diagnostic connectors be wired

according to the diagram below:
Battery +
Battery -

Service Tool
Connector

A
J1 ECM
B

PDL + D 23 PDL +

PDL - E 24 PDL -

J1939 + G 20 J1939 +

J1939 - F 21 J1939 -

Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engines PDL and
J1939 CAN data links.

Termination Resistor
It is recommended that termination resistors be wired to the OEM machine harness as
stated in the SAE standard. If the engine is the only CAN J1939 devise ever present
on the machine it is not necessary to wire the resistors. It is important to note,
however that if devices such as handheld code readers, CAN PC tools or Navigation
systems are installed in field later, resistors will be required.

9 Pin Diagnostic Connector Part Numbers

Description Deutsch Part Number Perkins Part Number

Receptacle HD10-9-96PE 2900A026
Receptacle End Cap HDC-16-9 2900A018

Pin Information
Pin Description Diagnostic Connector J1 OEM 64 way Connector
Battery + Pin A
Battery - Pin B
PDL + Pin D 23
PDL - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20

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Starting and Stopping the Engine

Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump
solenoid is necessary. To activate the engine ECM battery voltage needs to be
constantly applied to pin 40. When the ECM is active the engine crankshaft needs to
be rotated above a minimum cranking speed, a typical cranking speed is 180rpm (this
will differ dependent on the application). Once the ECM has determined engine
cranking speed and engine position, fuel pressure and delivery will be controlled.
The most popular way to control engine starting is by a specifically designed 3
position key switch. The key switch controls battery voltage to the keyswitch input
and the starter motor circuit. Some application may require a 4-position switch to run
auxiliary equipment when the engine is not running.

OFF 2
4 ON
START 1 POSITION TERMINALS

POSITION 1 - OFF 2&4

POSITION 2 - RUN 1&4
POSITION 3 - START 1, 3 & 4
IGNITION KEY START 3
SWITCH

Automatic Starting – Some applications need to be started automatically. There is no

automatic start feature available on this product. If an automatic start sequence is
required the following points must be considered:

Start Aid - Wait to Start Control

Starter Cranking Duration
Starter Abutment Detection
Number of Start Attempts
Starter Disengagement Speed
Warm Up Period
Cool Down Period

The ECM software considers the engine running when the engine speed is 100rpm
below the desired engine speed or has reached 1400rpm, at this point after a
predetermined period of time the engine will switch from cranking fuel maps to
running fuel maps. It is important to note that starter motors must be disengaged
earlier to prevent the starter motor being driven by the engine. The engine is
considered stalled when the engine has dropped below 300rpm.

When the engine is running the engine firing order is:

Engine Firing Order

1104D-E44TA 1-3-4-2
1106D-E70TA 1-5-3-6-2-4

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Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used to either
stop the engine or to prevent it from starting. These devices may be divided into the
following categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• Datalink stop

Each of these devices is described below to assist the OEM in selecting the method
that is most suitable for his machine and his market. It remains, however, the
responsibility of the OEM to ensure compliance of the machine with legislation in the
territories into which it is sold.

It is recommended that the OEM performs a risk assessment such as a Failure Mode
Effects Analysis (FMEA) on the application to determine the most appropriate
method of stopping the engine and/or preventing it from being restarted.

Ignition Keyswitch
It is a Perkins requirement that all machines have an simple intuitive and accessible
method of stopping the engine. This will normally be a directly wired Ignition
Keyswitch. When the keyswitch is turned to the off position or when the key is
removed, power must be removed from the ignition keyswitch pin (pin 40) of the
ECM J1 connector.

Emergency Stop Button

An emergency Stop button is a failsafe method for an operator to stop a machine to
protect people or equipment.

Emergency Stop buttons are defined by national or international standards in terms of

colour, functionality, shape, size, latching /locking. In the EU for example, they are
described in the Machinery Directive.

For mobile machines, however, true emergency stop buttons are not always
appropriate and are rarely fitted, due to the following issues:
• Legislation is designed principally for static industrial machinery (e.g. lathe)
where the main power source is mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In
particular the vehicle may need the power to move to a safe position (for
example off the public highway, or off a railway track)
• In practice it is difficult to find components such as safety relays which are
suitable for mounting on mobile machines due to the high vibration and water
ingress protection, and the low voltages that occur during starting
• Fail-safe wiring can be a cause of machine unreliability and can create faults
that are difficult to detect in the field.

If a true emergency stop button is required for an application it is recommended that it

is implemented such that both the +battery and the ignition keyswitch lines are cut
directly by the emergency stop button.

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Perkins do not provide a standard recommendation, or approval, for a circuit for

multiple emergency stop buttons, as the differences between application mean that
significant time and resources are necessary to design a system which will be fail safe
without adversely affecting reliability.

Battery Isolation Switches

Battery Isolation switches are usually fitted in the battery or the engine compartment
of a machine. On some machines there may be a small number of low current devices
which are not switched off by this device e.g. clocks or anti-theft tracking devices.

The function of a battery isolation switch is as follows:

• Prevent battery discharge during vehicle shipping or storage
• Protect service technicians from danger caused by inadvertent engine crank or
start .To offer good protection of service personnel is it possible to provide a
switch which can be locked in the open position (e.g. with a padlock) and the
key removed and given to the service engineer who is working on the
dangerous components

The battery isolation switch is not a suitable method for stopping an engine, as it is
not guaranteed to stop the engine as the ECM may continue to operate with power
generated by the alternator.

It is also possible that opening the battery isolation switch when the engine is running
will cause an “alternator load dump”. This is a kind of electrical transient that can
cause damage to electronic components

Battery isolation switches are normally fitted in the negative path, close to the battery.

Remote Stop Button

Remote stop is intended to provide a convenient method of stopping the engine. It is
not designed to be fail safe and so should not be used assure the protection of either
personnel or equipment

Remote stop buttons may be used on large machines, which can be operated from
ground level and where the operator wants to stop the machine without climbing into
the cab.

There are a number of variations on remote stop button circuits. The engine uses a
single normally open contact, which must be closed to stop the engine.

The remote stop button will function as follows:

A single switch to ground input on pin 48 of the ECM J1 Connector (Several stop
buttons can therefore be connected in parallel)
When the switched is closed (or if a button is pressed for longer than 150mS), then the
engine will stop.
The ECM will remain ON, so it will continue to communicate over J1939 and with
the service tool. Note however that it will continue to draw power from the battery so
if it is left in this state it will eventually result in a flat battery.

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Remote Stop Button

J1 ECM

48 REMOTE STOP SWITCH

35 SENSOR RTN

The engine may be restarted by opening the switch and activating the starter motor.

The red “mushroom” emergency stop buttons must not be used for remote stop
functions as they may be mistaken for emergency stop buttons as described above.

Datalink stops
It will be possible to stop the engine via a datalink (J1939 or PDL). As per the remote
stop button, described above, the datalink stop is not fail safe and does not meet the
requirements of emergency stop legislation so should not be relied on to assure the
safety of machine operators or other personnel.

Datalink stops may be used in the following circumstances

• Immobilisers
• Machine protection strategies
• Automatic machine features (e.g. idle shutdown timer)
• Stopping machines by radio control or other telemetry. Geo-fencing is a
particular application, where a machine will not operate outside defined map
coordinates

It is recommended that if such features are implemented, then they are clearly
documented and communicated to the final users and owners of the machine. If this is
not done then there may be complaints that the engine is stopping unexpectedly.

Common problems with the application of stop devices

• It is possible, although extremely rare, that diesel engines continue to run even
if all electrical power is removed. This can happen when high quantities of oil
vapour or other inflammable gases are present in the air into the engine. The
only way to prevent this is to provide an air inlet shut-off valve (slicer valve).
It is not common practice to fit such devices to all engines, but they should be
considered where there is a risk of flammable gases (e.g. in petroleum
applications), or where the application demands high engine gradebility
(slopes)
• Some hazards are present when the engine is being cranked by the starter
motor, as well as when it is running. For example, components will still rotate,
hydraulic pressure will still be present, fuel may still be pump to high
pressures.
• If an emergency stop button is pressed, to cut power to ECM and ignition, but
is released while the engine is still turning, it is possible for the engine to
continue to run.

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Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the engine
operator or controller to an electrical signal recognized by the engine ECM. There are
five types of speed demand input:

• Pulse Width Modulation (PWM) Sensor

• Analogue Sensor
• PTO mode - also known as “engine speed cruise control” or “set speed control”.
• Multi Position Throttle Switches (MPTS)
• Torque Speed Control - TSC1 (Speed control over CAN J1939)

The speed demand type must be carefully considered and appropriate for the
application. The options must be selected at the time of engine order so that the ECM
will be configured correctly, for the type or pedal, lever or control device selected.

There are two dedicated software input channels that can be configured to accept
specific types of speed demand inputs. The valid combinations and throttle logic are
given in the following diagram. PTO mode can be used with Analogue/PWM
combinations; it cannot be used with multi position switch. The J1939 TSC1
parameter will override any speed demand input when broadcast. Droop is applied to
the requested desired engine speed.

VALID THROTTLE COMBINATIONS AND DROOP

DROOPED DESIRED ENGINE
REQUESTED DESIRED

DESIRED ENGINE SPEED

ARBITRATED DROOPED
VALID COMBINATIONS
ENGINE SPEED

SPEED

THROTTLE 1 THROTTLE 2
NOT PTO MODE (NOT
ANALOGUE VALID WHEN USING
INSTALLED MPTS)
NOT
PWM THROTTLE 1 % DROOP
INSTALLED
NOT
MPTS
INSTALLED
ANALOGUE ANALOGUE
THROTTLE 1 & 2 OVERALL
ARBITRATION ARBITRATION
PWM ANALOGUE
MANUAL OR
ANALOGUE MPTS HIGHEST WINS OR
SUMMING
PWM MPTS THROTTLE 2 % DROOP

MPTS ANALOGUE % DROOP

NOT NOT
INSTALLED INSTALLED

J1939 TSC 1
REQUESTED
SPEED

DESIRED ENGINE SPEED

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Analogue Sensor
Device Description
Two inputs are available for Analogue throttle devices, which may be either a pedal,
lever or cable operated. The Analogue sensor gives a DC Analog output in the range
0.5 to 4.5 volts, when connected to the engine ECM. The ECM provides a regulated
5V 200mA power supply.

Analogue Sensors –Connection details

Analogue Throttle 1 J1 ECM
+5 VDC 41 SENSOR SUPPLY +5 VDC

SIGNAL 54 ANALOGUE THROTTLE INPUT 1

RTN 33 SENSOR RETURN

IVS 45 IDLE VALIDATION SWITCH

IVS CMN 35 SWITCH RETURN

Analogue Throttle 2 J1 ECM

+5 VDC 42 SENSOR SUPPLY +5 VDC

SIGNAL 55 ANALOGUE THROTTLE INPUT 2

RTN 34 SENSOR RETURN

IVS 44 IDLE VALIDATION SWITCH

IVS CMN 35 SWITCH RETURN

The Analog sensor should use non-contact Hall effect technology. Robust
potentiometer contact sensors designed for use in vehicles may be considered under
no circumstances should ordinary carbon track or wire wound potentiometers be
used, as they will not be reliable.

For all mobile applications, and those where a rapid change in engine speed could
cause a hazard, an idle validation switch is required. The idle validation switch closes
to ground when the sensor is in the minimum position.

Off idle switches and kickdown switches are not monitored by the engine ECM.

This Analogue input must only be used to control engine speed from a direct operator
input, and is not suitable as the mechanism for speed control by another electronic
controller.

There is no special requirement for a relationship between angular movement of the

pedal and output voltage.

This document does not measure component acceptability in terms of:

• Temperature
• Vibration
• Electromagnetic Compatibility
• Design life
• Supply voltage requirements (min, max, stability)
• Legal Compliance

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It the responsibility of the OEM and the throttle device manufacturer to ensure that
the component is suitable for the application in which it is to be used.

Evaluating Component Compatibility

The following procedure should be used to evaluate whether an Analogue throttle is
compatible with the engine ECM. This may be used either by the OEM in selecting
components or by the manufacturer of devices which are to be connected to the
engine.

The following test circuits must be used when evaluating Analogue throttle devices.

Analogue Input Test circuit

22K

V+
normal
supply Device Sig
voltage of Under
device under Test 13V DC
test V-

V1

Idle Validation Switch Test Circuit

2K

IVS
V+
Normal
supply
voltage of Device IVS
device Under
(Hall Effect Test 13V DC
Devices only) IVS
ground

V2

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Test Procedure
Test 1: Output at Min position
Place the Device Under Test (DUT) in it’s minimum or “released” condition.
Measure the voltage V1

Test 2: Output at Min position: forced

Without causing damage, pull the pedal/ handle hard against the minimum travel end
stop. Measure the voltage V1

Test 3: Output at Max position

Place the DUT in it’s maximum or “fully depressed” condition.
Measure the voltage V1

Test 4: Output at Max position: forced

Without causing damage push the pedal/ handle hard against the maximum travel end
stop. Measure the voltage V1

Test 5: IVS switch Closed Voltage

Place the DUT in it’s minimum or “released” condition.
Measure the voltage V2

Test 6: IVS switch Opening Threshold

Place the DUT in it’s minimum or “released” condition.

Test 7: IVS switch Open Voltage

Place the DUT in it’s maximum or “fully depressed” condition.
Measure the voltage V2

Test 8: IVS switch Closing Threshold

Place the DUT in it’s minimum or “released” condition.

Test 9: track resistance (potentiometer type sensors only)

If the DUT is a potentiometer type device, disconnect it from the test circuit and
measure the resistance across the track (from V+ to V-)

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Required Values
If the results obtained from the tests above are in the ranges specified below, then the
device will be compatible with the default values in the ECM.

Test Parameter Units Min Nominal Max

1 Output at Min position Volts 0.45 0.6 0.7
2 Output at Min position: forced Volts 0.4 0.6 -
3 Output at Max position Volts 3.8 4 -
4 Output at Max position: forced Volts - 4 4.5
5 IVS switch Closed Voltage Volts 0 0.5 1.2
6 IVS switch Opening Threshold Volts 1.08 1.15 1.22
7 IVS switch Open Voltage Volts 4 10 24
8 IVS switch Closing Threshold Volts 1.08 1.15 1.22
9 Potentiometer Track resistance K Ohms 1 2.5 3

If the results of the tests are not in the range specified in the table above, then the
device will not be compatible with the default settings in the ECM. Contact the
electronic applications team to determine whether it will be possible to configure the
input to meet the device.

Analogue Throttle Switch - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior to using
the analogue throttle feature. The parameters are selectable in the main throttle
configuration screen. See the Throttle Calibration section of this guide parameter
details.

PWM Sensor - Compatibility

Device Description
One input is available for a PWM throttle devices that may be pedal, lever or cable
operated. A regulated 8V, 100mA power supply is provided by the ECM.

Component Compatibility
The sensor should have a sinking output driver with a frequency of 500hz (+/- 50hz).
The sensor should give a valid output within 150ms of power being applied.

When mounted on the pedal and lever the target duty cycle should be as follows,
however it is possible to deviate from these values by adjusting the throttle
configuration in EST.

Position Acceptable signal duty cycle range

Released (low idle) 10 to 22%
Fully Depressed 75 to 90%

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Connection details
PWM Throttle Sensor J1 ECM
+8 VDC 43 SENSOR SUPPLY +8 VDC

SIGNAL 53 PWM THROTTLE SENSOR INPUT

RTN 33 SENSOR RETURN

PWM Throttle - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior to using
the PWM Throttle feature. The parameters are selectable in the main throttle
configuration screen. See the Throttle Calibration section of this guide parameter
details.

PTO mode

PTO mode has also previously been referred to as “engine speed cruise control” or
“set speed control”

PTO mode cost effective way to control engine speed as it only requires switched
inputs.

Another benefit is that it can be used in an application where it is necessary to

control the engine speed from several different points on the machine.

The disadvantage of controlling engine speed via PTO mode is that it takes
some time to ramp up or down to the required speed.

J1 ECM
ON/OFF
52 PTO MODE - ON/OFF
SET/LOWER
51 PTO MODE - SET/LOWER
RAISE RESUME
50 PTO MODE - RAISE RESUME
DISENGAGE
49 PTO MODE - DISENGAGE

35 SWITCH RETURN

PTO Mode ON/OFF switch

When this switch input is open then the PTO mode cannot be engaged, and none of
the other buttons will have any effect. When the switch is turned off, any adjusted
memorized speed will be lost.

PTO Mode Set/lower Button

When the PTO mode is on but not engaged, the first time that the set button is pressed
it will save the current engine speed as the memorized speed, and the engine will try
to run at this speed.

Once that a PTO speed has been engaged, if the pressed again, or if it is held down,
then the engine speed will be lowered.

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PTO Mode Raise/ Resume Button

If the resume button, is pressed before the set button, immediately after start or after
switching ON the cruise control ON/OFF switch then the engine will go to the preset
speed as described below.

If a the PTO mode has already been engaged by the set button, then the resume/raise
button can be pressed or held down to increase the speed.

After the PTO mode has been disengaged using the disengage switch described
below, then pressing the Resume/Raise button will set the engine speed to the last
memorized speed.

PTO Mode Disengage Switch

The disengage switch input is opened the engine speed will not follow the memorised
speed, but will return to the next highest engine speed demand

The disengage switch may be a operator panel switch, or may be a micro switch on
the brake, clutch, or other component of the application

PTO Mode Preset Speed

The preset speed is programmed via the service tool. A speed may be selected such
that if the resume button is pressed, before the set button has been pressed, then the
engine speed will jump straight to this speed.

PTO Mode - EST Configurable Parameters

Four parameters must be configured in Perkins EST prior to using the PTO feature.
The parameters are listed in the main configuration screen

PTO and Throttle Lock Parameters

EST Description
Throttle Lock Feature Installation
Not Installed/Installed
Status
PTO Engine Speed Setting
Throttle Lock Increment Speed
Ramp Rate
Throttle Lock Engine Set Speed
Increment
Range or Option Description
Used to install the PTO
feature
Memorised speed used as the
0 to 2500 rpm
initial resume speed.
Speed at which the engine
will accelerate or decelerate
20 to 600 rpm/sec
when holding the raise or
lower button down
Speed at which the engine
will increment or decrement
10 to 200 rpm/sec
when the raise or lower
button is pressed quickly.

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Example of PTO mode operation

It is recognized that the precise function of the PTO mode is difficult to understand from a written text document, especially for engineers who
do not have English as their first language. The following table illustrates the operation of the PTO mode feature. In this example, the preset
speed has been set on the service tool to 1800 rpm.

On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Quickly Quickly
Interrupt Switch 1 1 1 1 1 1 1 1 1 open 1 open 1 1 1 1 1 1 1

Quick Quick Quick Quick

Set/Lower Switch 0 0 0 0 0 0 0 0 Close 0 0 0 Close Close 0 0 0 0 Close
Hold Hold
Quick Quick Close Quick Close Quick Quick
Raise resume 0 0 Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close
Throttle Pedal demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Memorised Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Resulting engine speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200

PTO mode switched off. Preset memorised speed

Disengage - speed retuns to next highest demand

Disengage - speed retuns to next highest demand

Memorized speed lowered by 20RPM but now

no effect if both buttons are pressed at once

Sets memorised speed to current speed

no effect as PTO mode is not enabled

PTO mode disengaged

PTO jumps to memorised speed

pedal is highest wins

Resumes to 2030

( Throttle pedal)

Speed ramps up
(Throttle pedal)
Pedal overrides PTO (max wins)
Comments

now
Speed raised by 20 RPM
PTO mode not enabled

PTO mode disenaged

Lowered by 20 RPM
Speed ramps up

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Multi Position Throttle Switch (MPTS)

Four switch inputs are available on the ECM for a switch-controlled throttle. The
ECM may be configured so that different combinations of switch inputs will relate to
different engine speed demands. There are 16 different combinations of states of these
4 switches, although not all of these combinations need to be programmed.

Rotary Switch
J1 ECM
S1 49 THROTTLE SWITCH INPUT 1

S2 50 THROTTLE SWITCH INPUT 2

S3 51 THROTTLE SWITCH INPUT 3

CMN S4 52 THROTTLE SWITCH INPUT 4

35 SWITCH RETURN

If a switch combination is detected which has been configured as “Not Valid” then a
fault code will be raised and the ECM will ignore the MPTS for the rest of the key
cycle.

This is a very powerful and flexible feature that may be used in a number of ways. For
example:
• Controlling hydrostatic machines where engine speed is selected and then not
required to be frequently changed by the operator. It is in this respect a good
alternative to a hand throttle as the speeds selected on the switch. Can be
designed to correspond to the optimum operating speeds of hydraulic pumps.
A rotary encoded 10 position switch component is available for this function.
Please contact the electronic applications team for further details.
• Machine limp home speed feature. For example, if the normal throttle fails
the operator could remove a fuse or a link and the engine would go to a speed
that would allow the machine to be moved. In this application only one of the
available 4 switch inputs would be used.
• Elevated idle. For example the OEM could increase the idle speed when work
lights are switched on so that the alternator will provide sufficient current to
recharge the battery. In this application only one of the available 4 switch
inputs would be used.

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The following table illustrates how the ECM may be configured for a 10 position
rotary switch.

Multi-Position Switch Configuration Example

Switch 4 Switch 3 Switch 2 Switch 1 Switch Engine
position Speed
Open Open Open Open Not valid 800
Open Open Open Closed 1 800
Open Open Closed Open 3 1800
Open Open Closed Closed 2 1400
Open Closed Open Open 7 2050
Open Closed Open Closed 6 2000
Open Closed Closed Open 4 1900
Open Closed Closed Closed 5 1950
Closed Open Open Open Not valid 800
Closed Open Open Closed Not valid 800
Closed Open Closed Open Not valid 800
Closed Open Closed Closed Not valid 800
Closed Closed Open Open 8 2100
Closed Closed Open Closed 9 2200
Closed Closed Closed Open Not valid 800
Closed Closed Closed Closed 10 2350

The service tool configuration allows the user to specify the number of switch
inputs to use. It is recommended that where possible the user configures 4
inputs and mark those not used as ‘not valid’. If however the user chooses to
configure less then 4 inputs using the service tool the physical input allocation
vs software input description changes as described in the table below.

MPTS Pin Allocation Logic

Pin 49 Pin 50 Pin 51 Pin 52
4 configured Software Input Software Input Software Input Software Input
inputs 1 2 3 4
3 configured Software Input Software Input Software input 3
inputs 1 2
2 configured Software input 1 Software Input
inputs 2
1 configured Software Input
inputs 1

Multi Position Throttle Switch - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior to using
the MPTS feature. The parameters are selectable in the main throttle configuration
screen.

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Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other
electronic devices to control or to limit the engine speed. This message is explained in
detail in the J1939 section of this application and installation guide

Arbitration of speed demand

In applications where there is more than one source of engine speed demand, it is
necessary to arbitrate between the different demands. There are 3 methods of
arbitration:
• Max Wins. The highest speed demand is the one that controls the engine. This
is the default configuration
• Manual Selection switch. A switch input can be used to define which speed
input has control. This is particularly useful in applications where there are 2
driver seat positions. Cannot be used in conjunction with coolant level switch
– pin clash
• TSC1 override. As described above, the Tsc1 message over J1939 will
override speed demand from any other source.

Manual Throttle Selection Switch

A switch input is available on pin 47of the ECM J1 connector, which can be
configured to manually select the active speed demand channel. If the switch input is
open then Speed demand 1 is selected. If the switch is closed then speed demand 2 is
selected. Function cannot be used in conjunction with IVS 2.

Ramp Rate

It is possible to limit the overall acceleration rate of the engine speed. The
acceleration limit applies to overall engine speed, irrespective of applied strategy. The
rate may be configured in EST. The rate is defined in units of rpm per second. 0 rpm/s
represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp
rate will be 0 rpm/s.

Throttle Calibration

The majority of throttle components have mechanical and electrical tolerances that
affect the final output of a device, for example two components of the same design
and part number may produce a different voltage output in the open position. Also
after a period of time throttle components can mechanically wear, affecting/changing
the output of a device. To accommodate these differences and changes the engine
ECM may be configured to automatically calibrate to differing input values at the
upper and lower positions. The diagrams below give an example pedal design where
the open and closed position of the throttle pedal are set by adjusting the
manufacturing adjustment screws. With this type of arrangement the mechanical
accuracy is limited and therefore auto calibration may be used. The calibration control
logic needs a number of parameters specific to the chosen device to allow auto
calibration.

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This feature is configurable for Analogue and PWM inputs. The algorithm treats
either a PWM or analogue input as a ‘raw signal’ in the range 0 to 100% for example
the analogue voltage range is 5V therefore 0.05V is treated as 1%.

Several parameters are used to:

Define the boundaries for calibration in the open and closed positions
Define the amount of ‘deadzone /play’ from the open and closed positions
Define the upper and lower diagnostic boundaries

Initial Lower Position

n Limit
it
Lim

adzone
wer

Positio
Lo

De
stic

Lower

Lower
gno
Dia
5%

20%
0% 5% 10%

e
on n
dz itio
ea os
rD rP
pe pe
er
Up p
ialU
Init
ev
5%
L
or ion 70%
ns tat
Se R o r Po sition
Limit
Uppe
85%

Sensor

95% Diagnostic Upper Limit

100%
Pedal Rotation

Lock Screws

Foot Force

Pedal

The diagram above is a simplified representation of a throttle pedal assembly; a small

lever attaches the pedal to a throttle position sensor. Two lock screws limit the open
and closed pedal movement, one for each position. The lever movement is directly
proportional to the electrical output signal of the throttle sensor. The electrical raw
signal is shown as a percentage of the total permissible input range.

Eight parameters are shown on the diagram scale, each parameter has a purpose; these
parameters are required for correct calibration. The parameters are expressed as a
percentage of raw signal, the parameters may be changed/configured to match the
chosen device:

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Throttle Parameter Description

Diagnostic Lower Limit

The lower diagnostic limit is the absolute minimum raw value accepted as a valid
signal by the engine ECM. Any values below this point will flag appropriate
diagnostics and invoke the limp-home strategy. Most analogue devices are classed as
faulted with a voltage of 0.25V and below (5%) this is to prevent a possible open or
short circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle
should not fall below 5% duty cycle.

Lower Position limit

This is the minimum point of the lower calibration boundary

Initial Lower Position limit

This is the maximum point of the lower calibration boundary. This value is also used
as the initial lower position when no calibration has been applied.

Lower Deadzone
This position is given as a discrete raw signal percentage value. The lower dead zone
effectively gives some play at the lower position. This dead band is expressed in
terms of a raw signal percentage, such that the initial lower position plus the lower
dead zone will give the 0% throttle position.

Initial Upper Position limit

This is the minimum point of the upper calibration boundary. This value is also used
as the initial upper position when no calibration has been applied.

Upper Position Limit

This is the maximum point of the upper calibration boundary

Upper Deadzone
This position is given as a discrete raw signal percentage value. The upper dead zone
effectively gives some play at the upper position. This dead band is expressed in
terms of a raw signal percentage, such that the initial upper position minus the upper
dead zone will give the 100% throttle position.

Diagnostic Upper Limit

The upper diagnostic limit is the absolute maximum raw value accepted as a valid
signal by the engine ECM. Any values above this point will flag appropriate
diagnostics and invoke the limp-home strategy. Most analogue devices are classed as
faulted with a voltage of 4.75V and above, this is to prevent a possible open or short
circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle should
not go above 95% duty cycle.

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Throttle Calibration Function

When the engine ECM is active the raw throttle signal is continuously monitored. The
following diagrams explain how the automatic calibration functions. The adjustment
screws in the diagram have been purposely adjusted and differ from the previous
throttle pedal diagram. When the engine ECM is active the raw throttle value is
checked, if the value falls within the lower calibration region (defined by the ‘lower
position limit’ & ‘Initial lower position limit’) calibration will take place. In the
diagram below the lever position is at 11% and falls within the lower calibration area
so auto calibration will be applied.

Initial Lower Position

it
tion Lim
it
Lim

zone
er
Low

Dead
Posi
stic

Lower

Lower
gno
Dia
5%

20%
0% 5% 10%

ne n
zo
ad sitio
De Po
p er p er
er
Up l Up
ia
Init
ev
5%
L
or ion 70%
e ns tat
OUTPUT 11% S Ro r Pos
itio n Lim
it

Uppe
85%

Sensor

95% Diagnostic Upper Limit

100%
Pedal Rotation

Lock Screws

Foot Force

Pedal

Diagram A, before calibration, the sensor output falls within the lower calibration
region, without auto calibration the ‘initial lower position limit’ is used by the engine
ECM as the throttle start point. Once clear of the deadzone the desired engine speed
will change. In this case the lever would have to move 14% of the raw signal (9% +
5% deadzone) before desired engine speed changes. This is situation is undesirable.

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Initial Lower Position

it
tion Lim
it
Lim

zone
er
Low

Dead
Posi
stic

Lower

Lower
gno
Dia
5%

20%
0% 5% 10%

e
on n
dz itio
ea os
rD rP
pe pe
er
Up U p
ial
Init
ev
5%
L
or ion 70%
e ns tat
OUTPUT 11% S Ro r Po sition
Limit
Uppe
85%

Sensor

95% Diagnostic Upper Limit

100%
Pedal Rotation

Lock Screws

Foot Force

Pedal

Diagram B, after calibration, the start position used by the engine ECM has changed;
with this new initial lower position the lever needs to travel through the deadzone
only. Once clear of the dead zone the desired engine speed will change.

The same principal applies for the upper calibration region as shown in the following
diagram.

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Initial Lower Position

Limit
it im

e
er L

eadzon
Position
Low

D
stic

Lower

Lower
iagno
D
5%

20%
0% 5% 10%

e
on n
dz itio
ea os
e rD e rP
p pp
er
Up U
ial
Init
ev
5%
r L n 70%
nso atio
t
Se Ro r Pos
ition
Limit
Uppe
85%

Sensor
OUTPUT 75%

95% Diagnostic Upper Limit

100%
Pedal Rotation

Lock Screws

Foot Force

Pedal

Diagram C, before calibration, the sensor output falls within the upper calibration
region, without auto calibration the ‘initial upper position limit’ is used by the engine
ECM as the throttle maximum point. Once clear of the deadzone the desired engine
speed will change. In this case the lever would have to move 10% of the raw signal
(5% + 5% deadzone) before desired engine speed changes. This is situation is
undesirable.

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Initial Lower Position

Limit
it im

e
er L

eadzon
Position
Low

D
stic

Lower

Lower
iagno
D
5%

20%
0% 5% 10%

e
on n
dz itio
ea os
e rD e rP
p pp
er
Up U
ial
Init
L ev
r n 70% 5%
nso atio
t
Se Ro r Pos
ition
Limit
Uppe
85%

Sensor
OUTPUT 75%

95% Diagnostic Upper Limit

100%
Pedal Rotation

Lock Screws

Foot Force

Pedal

Diagram D, after calibration, the maximum position used by the engine ECM has
changed; with this new initial upper position the lever needs to travel through the
deadzone only. Once clear of the deadzone the desired engine speed will change.

The auto calibration feature is continuously active during engine operation if a lower
minimum position or higher maximum position is seen auto calibration will take place
on the new values. The initial positions (defined by the initial lower position limit and
initial upper position limit) will be re-instated whenever the power to the ECM is
recycled.

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Idle Validation Switch

Analogue devices must use an idle validation switch. The idle validation switch is
required to validate that a change in signal is indeed valid and not a potential
electrical fault. Two parameters need to be defined for correct operation. When
configured the engine ECM continually monitors the speed demand request and the
Idle validation switch.

Idle validation maximum ON threshold (Closed)

The value is defined as percent raw signal. At low idle the Idle Validation switch
should be ‘ON’ (the input should be switched to ground). When increasing engine
speed the ECM will continually monitor the idle validation switch. The switch needs
to have switched ‘OFF between the two IVS thresholds. If the switch state does not
change by the ‘Idle validation maximum ON threshold’ the ECM will invoke the limp
home strategy and the throttle will not respond.

Idle validation minimum OFF threshold (Open)

The value is defined as percent raw signal. At high idle the Idle Validation switch
should be ‘OFF’ (the input should be switched to open). When decreasing engine
speed the ECM will continually monitor the idle validation switch. The switch needs
to have switched ‘ON’ between the two IVS thresholds. If the switch state does not
change by the ‘Idle validation minimum off threshold’ the ECM will invoke the limp
home strategy and the throttle will not respond.
Idle Validation Switch
ON

OFF
OFF
ON

ON

OFF

5%
21% 25%

5%

Sensor

100%
Pedal Rotation

Lock Screws

Foot Force

Diagram, Shows the Idle

validation switch transition.

Pedal

Cold Starting Aid.

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Control of Glow Plugs by the Engine ECM

Glow plugs are fitted as standard on the 1106D-E70TA & 1104D-E44TA.

When the ignition key switch is switched ON, the engine ECM will monitor the
coolant temperature and the inlet air temperature and decide whether the glow plugs
are required. If so then the ECM will drive ECM connector pin 57 to ground,
activating the glow plug relay.

The Glow plug relay is supplied and fitted by the OEM, EST configuration is not
necessary. This feature is permanently enabled.

Relay, Fuse and Cable Gauge Specification

Key Switched + Battery Supply J1 ECM

57 Start Aid Control

FUSE
+ Battery
TO GLOW PLUGS

GLOW PLUG
RELAY

The relay coil should not draw more than 1A and should be fitted with either a resistor
or diode to suppress flyback energy (back emf) when the relay is de-energized.

As the glow plugs may be activated during cranking, when the battery voltage may be
low, it is recommended that relay is specified such that it will close at a voltage of
60% of nominal battery voltage or lower.

The relay contacts should be rated to withstand the current characteristics outlined in
the table below. Note that for the purpose of relay specification, the glow plugs are a
purely resistive load (no inductive element).

Although the glow plugs are normally operated only for a short time, in cold ambient
conditions, best practice would be to size the cable to withstand the stabilized
glowplug current permenantly. This will allow for a relay that fails closed. For
example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to
the recommended cable sizes in the table below.

Engine: 1104D-E44TA 1106D-E70TA

Supply Voltage: 12V 24V 12V 24V
Current - Initial 82A 36A 122A 54A
Current after 4 seconds 64A 29A 97A 43A
Current after 8 seconds 50A 24A 74A 36A
Recommended Fuse 50 30 80 40
To SAEJ1888 ( slow blow)
Recommended min cable gauge - mm2 5mm2 2mm2 8mm2 3mm2
(SAE J1128 GLX cable)

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Wait-to-Start / Start Aid active lamps

On a cold start, when the ECM decides that it is necessary for the glowplugs to be
activated prior to starting, a lamp output will indicate to the operator that he needs to
“wait to start”. Note that it is possible that start aids will also be used either during
cranking or when the engine has started. The wait to start lamp will not be active in
these conditions. For further information refer to the Lamp Output section.

Note that the ECM will also transmit a parameter on the J1939 datalink indicating the
status of the Wait to Start lamp (see section on J1939 support).

Start Aid Control

Key ON

Engine Coolant Temperature Sensor ECM selects

coldest
Engine Intake Temperature Sensor temperature

Temperature N
No Start Aid required
<= +5 degC ?

Y Coolant Temp

ECM activates
The operator should wait
Wait to
until after the Pre-heat period
Start Lamp Pre-heat map
before cranking. The Glow
and Glow Plugs
Plugs will remain off after the
for period
Pre-heat period until the
determined from
Intake Temp

engine is cranked
Pre-heat map

e
m
Ti
Operator crank
engine when lamp Typical Values (May Vary)
turns off

ECM activates
Glow Plugs during
cranking for
maximum of 10 sec

Engine speed >= to

N low idle -200 rpm?

ECM activates
Glow Plugs for
Post-start period
of 15 seconds

Start Aid End

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OEM / Operator control or override of the Glow Plugs

The ECM glow plug control strategy has been developed in a cold chamber to be
suitable for the majority of applications.

There may be some applications that require a specially adapted strategy for
control of the start aid. In such cases it will be necessary for the OEM or
operator to control the start aid. Examples of applications that may require
special starting strategies are:
• Engines in extremely cold climates that are fitted with block heaters.
• Engines that drive high loads during run up e.g. compressors.

Busbar
connection
point

An insulated M6 terminal post is provided for the machine harness connection to the
busbar, this is located to the top right hand side of the ECM bracket. A 5.5-6 mm
diameter ring terminal is required to connect the machine harness; this should be
capable of handling an 80Amp current and insulated by a terminal insulator cap.

The existing terminal nut is used to locate both the engine-side and harness-side ring
terminals to the post. A 10mm ring spanner is required to tighten the terminal nut to a
torque of 6 Nm ± 2Nm.

Customers who paint their engine are required to shield the terminal post prior to
painting.

Ether Cold Start Systems

Ether Cold start systems are not currently approved for use with 1106D-E70TA &
1104D-E44TA industrial engines.

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Water Jacket Heaters

When an engine water jacket heater is installed Perkins recommend the installation of
an ambient air temperature sensor. When installed and configured the ambient sensor
measurement will be used by the ECM to ensure optimum engine starting and run-up.

Temperature Sensor J1 ECM

+5 VDC A 42 SENSOR SUPPLY +5 VDC

RTN B 33 SENSOR RTN

SIGNAL C 56 AMBIENT AIR TEMP SIG

Required Parts
Part Number Description Qty
2874A026 Temperature Sensor 1

The Perkins sensor is required for correct operation. The sensor should be located in
a position that measures the application external ambient air temperature. A location
should be chosen that avoids any radiated or conducted heat produced by the engine
water jacket heater. The location and mounting design should protect the sensor from
damage; the sensor probe is particularly vulnerable and should be guarded from
possible impact damage.

NOTE: Do not splice the sensor signal wire for input to third party devices.

Recommended connector mounting for component with a pigtail harness:

The connector interface should never be tied directly to a vibrating member.
Pigtail wire lead should be tied down on only one side of the connector interface.
Choose one of these two locations:

- midpoint on the sensor pigtail, OR

- 150 mm from the connector on the wire harness side

Ambient Temperature Sensor - EST Configurable Parameter

The ‘Ambient Air Temperature Sensor Installation Status’ listed under start aid
configurable parameters must be configured installed in Perkins EST prior to using
the sensor. The working range of the sensor is -40 to 150°C

46 mm

External Thread
HEX
M18 x 1.5 6g M22

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Operator Displays
Gauge Drivers
OEM’s are increasingly selecting datalink driven intelligent displays for their
applications, instead of traditional gauges and lamps directly driven from sensors or
engine ECM.

If a needle type Analog gauge is required, to display an engine parameter such as

engine speed, oil pressure or coolant temperature, then it is recommended that the
OEM uses a gauge or display that can use the parameters broadcast by the ECM on
the J1939 datalink.

As an alternative, traditional single wire gauge “senders” may be used if a suitable

tapping is available. If this implementation is required, then please contact the
electronic applications team to discuss requirements.

A traditional tacho signal may be obtained from the “W” terminal of the alternator,
although this will not be as accurate as the value sent on the J1939 datalink.

Warning: The engine wiring harness must NEVER be modified to use the
signal from the sensors connected to the engine ECM. This action would
invalidate the engine warranty.

Lamp Outputs
The lamp strategy is designed to display the maximum amount of information on the
minimum number of lamps.

There are four lamp outputs available:

Lamp Description Pin Allocation

Red Stop Lamp Pin 60
Amber Warning Lamp Pin 59
Wait to Start Lamp (Cold Start Aid) Pin 63
Low Oil Pressure Lamp Pin 62

It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2)
and the Wait to Start Lamp (3) unless a datalink driven intelligent display is fitted,
which fulfils the specification outlined in the next section.

Lamp four is optional.

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Indicator lamps Logic

Warning Shutdown Lamp State Description of what Lamp Engine State
Management
Lamp
System Lamp Status is Indicating
(Also known as
(Also known as
Alert Lamp)
Action Lamp)
Bulb Check When the ignition is turned on the Key on but engine has yet to
ECM shall illuminate each bulb be cranked.
On On for 2 seconds and extinguish them
afterwards.
No Faults With both lamps off whilst engine Engine is running with no
Present. is running then there are no detected faults.
Off Off currently active warnings
diagnostic’s or events.
Active Should the warning lamp Engine is running normally
Diagnostic illuminate during engine running but has one or more faults
this indicates that an Active with the engine management
On Off diagnostic (Electrical fault) is system.
present.
Derate. Should the warning lamp Engine is running but has
(Invoked by illuminate and the shutdown lamp one or more Active
Active flash during engine running this diagnostic events that have
Diagnostic) indicates that an Active initiated engine derate.
On diagnostic (Electrical fault) is
Flash present. The diagnostic is
sufficiently serious to invoke
engine derate.
Warning Should the warning lamp flash Engine is running normally
(Warning during engine running this but has one or more
only) indicates that one or more of the monitored engine
engine protection strategy parameters outside of the
Off warning values have been acceptable range.
Flash
exceeded but not to a level that
will invoke Derate or Shutdown.
Derate. Should both the Warning lamp Engine is running but one or
(Warning and Shutdown lamp flash during more of the monitored
and Derate). engine running this indicates that engine parameters has gone
one, or more, of the engine beyond that of warning only
Flash Flash protection strategy values have and has now exceeded those
been exceeded beyond the level set for engine derate.
required to invoke engine Derate.

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Engine Should both the Warning lamp Engine is either shutdown or

Shutdown and Shutdown lamp illuminate shutdown is imminent, one
during engine running this or more monitored engine
indicates that either parameters have gone
1. One or more of the engine beyond that of warning or
protection strategy derate and have now
shutdown values has been exceeded those set for
On On exceeded. engine shutdown. Or a
2. A serious Active serious Active diagnostic
diagnostic has been has been detected
detected.
Shortly after (time duration to be
agreed) engine will shutdown.

Datalink Driven Intelligent Displays

Displays may be connected to the engine ECM using J1939 datalink.
Some products that use the PDL may also be compatible. Please contact your local
applications team to confirm before selecting a PDL display.

Devices that are connected to the J1939 datalink should meet the following standard if
the OEM does not intend fitting the indicator lamps, described above.
Minimum Functional Specification for J1939 display.
• The display always on when the engine is running
• The display should be line-of-sight of machine operator during machine
operation
• Display of the whole J1939 fault code including Suspect Parameter Number,
Failure Mode Indicator, and Occurrence number.
• Clear indication of what action, if any the operator is required to take.
• Display of engine speed
• Audible or bright lamp warning when new fault code is detected
• The scaling of any gauges (e.g. coolant temperature) should be such that the
needle is not far to the right of vertical when the engine is in normal operation
(this would give the impression that the engine was abnormally hot, when in
fact it is running within it’s design limits).

Perkins will under no circumstances change the engine J1939 implementation in order
to resolve compatibility issues with gauges or displays other than those supplied
directly by Perkins.

Gauge manufacturers may contact the Electronic Applications team, however for
information and assistance in ensuring that their products are compatible with the
engine ECM.

To support new standards and requirements Perkins may add to the fault code table.
Therefore any active engine fault codes including those not recognized or referenced
should be displayed. Perkins recommends that any suspect parameter number and the
associated failure mode identifier are displayed.

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Customer Triggered Engine Fault codes

The engine will raise fault codes (event codes) when it’s design limits are exceeded.
For example, for excessive coolant temperature. The fault code algorithms are
carefully designed and validated so that they do not cause spurious codes when there
is in fact no fault.

Some intelligent instrument clusters available on the market are also capable of
raising fault codes themselves, based on the information that the engine transmits on
J1939 such as “engine coolant temperature”. The machine designer could set a limit
that is more conservative (lower) than the warning threshold defined by Perkins. This
raises the possibility that the display will say that the engine has a fault, when the
engine is in fact running within its design limits. This is undesirable as it may result in
a service technician being called to resolve a “problem” when in fact no problem
exists. It will also cause damage to the reputation of Perkins and of the OEM.

Perkins recommend therefore, that intelligent display DO NOT have their own fault
detection for engine over temperature / oil pressure etc, but that they use the fault
codes generated by the engine, sent in the J1939 “Diagnostic Message#1 (DM1)”.

Engine Software Features

Engine Monitoring System
Software will monitor the engine during operation and in extreme conditions make
decisions to protect the engine from damage. The values of four main operating
parameters are monitored Engine Coolant Temperature, Engine Oil Pressure, Intake
Manifold Air Temperature and Engine Speed. The monitoring system will compare
parameters predetermined as dangerous to the engine and depending on the parameter
values take appropriate action. There are three levels of action Warning, De-rate and
Shutdown.
General
All parameters work independently using individual threshold values and guard
timers. Consequently, it is possible for more than one parameter to register a warning
or de-rate condition at any one time.
Warning
Each monitored parameter has its own warning trigger threshold. A warning will be
triggered when any parameter equals or exceeds its warning. In addition, for oil
pressure, the trigger threshold varies with engine speed. The ECM will log these
events and turn on the appropriate lamp driver.
De-rate
Each monitored parameter that uses the de-rate function has its own de-rate trigger
threshold. If the de-rate threshold is equaled or exceeded by any parameter for a de-
rate protection will be set active. The engine will de-rate. The ECM will log these
events and turn on the appropriate lamp driver. Whilst de-rate protection is set active,
the de-rate percentage may vary with parameter value
Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter
equals or exceeds it shutdown threshold for a time exceeding its shutdown indication
guard time. Physical engine shutdown will occur only if enabled by the configurable
parameter. The ECM will log these events and turn on the appropriate lamp driver.

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Note: All values quoted in tables below are subject to change. Also, the percentage
derate can be confusing. 100% derate does not mean that the engine has no power at
all, it means that the engine will be running on a derate rating. The percentage of
normal power that is available on the derate curve will depend on the rating used, but
will normally be approximately 50% of nominal power

Monitoring Mode - EST Configurable Parameters

Monitoring Mode (listed under Miscellaneous in EST)
EST Description Range or Option Description
Switches on or off the shutdown
Monitoring Mode Shutdowns Disabled/Enabled
feature
Monitoring Mode Derates Enabled/Enabled Switches on/off the derate feature

Monitoring Mode Thresholds

Coolant Temperature
Parameter Temp De-rate %
Warning (for top tank temp 109 N/A
108 degC)
De-rate 111 25
112 50
113 75
114 100
Shutdown Configurable N/A

Engine Oil Pressure

Parameter Engine Speed Trigger
(rpm) Pressure
(kPa)
Warning 700 150
900 150
1000 175
1200 200
1400 250
2500 250
3000 250
Shutdown 700 100
900 100
1000 100
1200 100
1400 100
2500 100
3000 100

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Intake Manifold Temperature (subject to change)

Parameter Temp De-rate %
Warning 123 N/A
De-rate 126 20
127 30
128 40
129 50

Other De-rate Reasons

Diagnostic and Events Derate Latch utill next
key cycle?
Turbo Wastegate
Turbo wastegate current low diagnostic 100% No
Turbo wastegate current high diagnostic 100% No

Low intake manifold pressure event 100% Yes

High intak manifold pressure event 20% Yes
Fuel Rail Pump and Pressure Sensor
Fuel rail pump solenoid current low diagnostic 100% Yes
Fuel rail pump solenoid current high diagnostic 100% Yes
Rail Pressure sensor voltage low diagnostic 100% No
Rail Pressure sensor voltage high diagnostic 100% No
Low fuel rail pressure event 100% Yes
High fuel rail pressure event 100% Yes
Others
5V sensor supply voltage low diagnostic 100% No
5V sensor supply voltage high diagnostic 100% No
168-01 Low battery power to ECM diagnostic 100% No
Crank speed sensor diagnostic 60% No
Injector data incorrect 60% Yes
Injector not responding 20% No

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Monitored Inputs for Customer Fitted Sensors

Configurable options will be available that enable the use of discrete ECM inputs to
function as operator warnings and engine protection. The three options to be offered
include:

De
bounce J1 Pin
Input State Warning/Shutdown
Time Assignment
(secs)
Air Filter Normally
SWG 30 Disabled or Warning J1-38
Restriction Closed
Engine Coolant Normally Disabled, Warning
SWG 30 J1-47
Level Low Closed or Shutdown
Normally Disabled or
Water in Fuel SWG 30 J1-44
Open Warning

Configurable States
The ECM may be configured to take the following action when the monitored
element has reached or exceeded the predetermined limit (switched).

Disabled, the input will not be monitored.

Warning, the input will be monitored when the device is switched the warning light
will illuminate and an event flagged.
Shutdown, the input will be monitored and when switched will illuminate the
shutdown lamp; flag an event and shutdown the engine.

Air Filter Service Indicator – Air Filter Restriction Switch

Indicates that the air intake circuit is restricted. The switch is installed or piped to the
air filter housing or air induction pipe so that it is monitoring clean filtered air
(between the air filter and engine). The customer will select an appropriate restriction
switch. The switch shall be connected to the engine ECM. The switch should open
when the maximum permitted restriction is detected – Normally closed.

Air Intake Restriction Switch

J1 ECM

38 SENSOR SIGNAL

35 SENSOR RTN

Coolant Low Level Switch

Indicates that the engine coolant reservoir is at or has exceeded the minimum level.
The sensor needs to be installed such that when coolant level is normal the sensing
element is always completely immersed. Typically a device switches when the
sensing element is fully immersed and when the fluid touches the body of the sensor.
–Normally closed

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Coolant Level Switch J1 ECM

+8 VDC A 43 SENSOR SUPPLY +8 VDC

RTN B 33 SENSOR RTN

SIGNAL C 47 COOLANT LEVEL SIGNAL

Water in Fuel Trap Switch

Indicates that the fuel filter water trap is full. Typically a switch is installed in the
bottom of the water trap. During normal engine operation the switch is immersed in
diesel fuel. As water collects and reaches the maximum level the water enables a
conductive path between electrodes. –Normally open switch. Some fuel filter options
offer a standard pre-installed switch from the factory. The factory fitted switch may
be connected the engine ECM as detailed below.

One parameter must be configured as installed in PERKINS EST.

1.Fuel/Water Separator Switch Installation Switch Status.
Water In Fuel Sensor
J1 ECM
SENSOR SIGNAL 1 44 SENSOR SIGNAL (SWG 9)

SENSOR RETURN 2 33 SENSOR RETURN

SENSOR SUPPLY +8 VDC 3 43 SENSOR SUPPLY +8 VDC

Operating Voltage 8V-28V @ 5mA

Connector Details

Component Perkins part Supplier Part number

number
Sensor 523161
Male Connector AMP 1-142854-0
Connector Female AMP C-282191-1
Housing
Female Terminal AMP 929939-3
Rubber Seals AMP

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Engine Governor
All speed
The default governor type is an All Speed Governor, also known as a variable Speed
Governor. The diagram below illustrates the torque and speed characteristics of this
governor

Torque limit curve

Note that the engine may not be capable of reaching the torque fuel limit curve in
some circumstances. For example, if the turbocharger is not providing the required
boost pressure, then the fuel will be limited so that the engine does not emit black
smoke

Droop
Droop is the variation of engine speed as load is applied. For example, if an engine
has 10% droop and is running at 1500RPM without load, then as load is applied the
operator will feel and hear the engine speed gradually decreasing. This is represented
by the diagonal dotted lines under the torque curve in the diagram below.

When the load reaches the torque limit curve of the engine, the engine will lug back
along the curve.

Note that droop values can be assigned to the multi-position throttle switch input,
PWM accelerator pedal/lever input and the TSC1 speed demand over J1939. Droop
does not apply, however to the PTO mode, which always operates isochronously (0%
Droop)

High Speed Governor (Governor Run-Out)

The parameter Top Engine Limit (TEL) will no longer be offered on the 1106D-
E70TA & 1104D-E44TA engines. Flexibility is improved, however, by allowing the
high idle (HI) speed to be configured. High Idle is the maximum speed that the
engine will reach. Note that this is on the bare engine and when installed in an
application, it may not be possible to reach this speed due to the parasitic loads of the
driven equipment. The range of possible high idle speeds is defined by the parameters
High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL). High Idle cannot
be specified to be less than Rated Speed (RS) and the HIUL will be dependant on the
mechanical limits of the engine.

The rated speed (RS) may not be changed by customer configuration.

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Example Governing1 - showing droop and HSG slopes approximately equal

Flywheel
Torque RS 2200
HILL 2200
HIUL 2600
HI 2354
Droop 7%
governor all speed

RS

DROO

HSG
P
HIUL
HILL
Speed
HI
(RPM)
800 1800 2200

Example Governing 2 – Showing isochronous droop but with a shallow HSG slope

Flywheel
Torque RS 2200
HILL 2200
HIUL 2600
HI 2350
Droop 0%
governor all speed

RS
DROOP = ISOCHRONOUS

HSG

HIUL
HILL
Speed
HI
(RPM)
800 1800 2200

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Auxiliary Governor
It is possible to control the engine by the output shaft speed of another module.
Perkins do not offer a speed sensor for this component, nor is there a direct speed
sensor input, however this is for the following reasons:
• There are a wide variety of speeds to be measured
• Speed sensors output signals are low in amplitude and sensitive to
electromagnetic interference
• The engine is often not close to the output shaft to be measured, thus resulting
in poor quality speed signals

The recommended solution for this requirement is as follows:

The speed measured close to the output shaft by a third party electronic control
module, which would give an engine speed demand to the engine, using J1939 TSC1
speed control or PTO mode raise and lower inputs. The third party module could also
incorporate a display and/or operator control buttons. The electronic Application team
can give advise on specifying and selecting the third party electronic module for this
function.

The advantage of this approach is that, although the initial cost of the additional
module is higher than a direct speed input, the cost of the additional components is
reasonable and the advantages in reliability and ease of commissioning outweigh the
disadvantages.

Rating selection via Service Tool

Some engines will have the capability to run more than one power rating. If this is the
case then the highest allowed rating may be changed via the “rating” parameter on the
configuration screen of the service tool. Note, however that the engine may not be
running the highest enabled speed due to the status of the mode switches or due to
requests from another electronic module on the machine over J1939 datalink.

Mode Switches
A mode is a performance characteristic in terms of power / torque, Droop and rated
speed. There are up to 4 modes configurable on the 1106D-E70TA & 1104D-E44TA
engines, and these can be selected in operation when the engine is running and on
load.

The mode switches are of the Switch to Ground type and the ECM J1 pin connections
are as follows:
Function ECM - J1 connector pin assignment
Mode switch 1 39
Mode switch 2 46

The following table is an example of how the mode switches can be configured. The 2
switch inputs provide a total of four possible combinations. Two ratings have been
configured such that if switch 2 is open the engine will run on the lower rating, and if
the switch is closed it will run on the higher rating. Switch 1 is configured such that if
it is open then the droop on throttle 1 and 2 is 10%, which may be suitable for road

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operation in an agricultural tractor, for example. When Switch 1 is closed, however, a

tighter droop is applied which may be suitable in “field” or “work” operation

Note that the highest rating available in the mode switch feature will be defined by the
“rating” parameter on the configuration screen of the service tool
Example of mode switch configuration
Switch Switch 1 Mode Rating Droop (%)
2 No. Throttle 1 Throttle 2 Tsc1
Open Open 1 100KW @ 2200 10 10 10
Open Closed 2 100KW @ 2200 5 2 0
Closed Open 3 120KW @ 2200 10 10 10
Closed Closed 4 120 KW @ 2200 5 5 0

Rating and Droop changes requested via the J1939 datalink

It will be possible to select an alternative droop and alternative rating via the J1939
link, instead of via the hardwired switch inputs.

This feature is still in development, although the messages to be used are outlined in
the J1939 datalink section of this applications and installation guide

Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable option; its
purpose is to inform the operator that a pre-determined time set in the service tool has
elapsed. The feature may be installed using the EST service tool. When configured,
the default configuration for the service interval is 500hrs. This can be configured
through the service tool configuration screen. The number of hours cannot be
increased above 500hrs however the hours may be decreased to a lower value.

· Disabled - no monitoring needed

· Manual Hours - software monitors hours since the last reset

When the number of hours since the last service is greater than configured
maintenance interval the software will permanently illuminate the maintenance due
indicator lamp connected to J1-58. The number of hours until the next service,
displayed in EST, will also become negative, i.e. two hours past the service interval
will be indicated by –2.The maintenance due indicator lamp is available in the service
tool as a status parameter, “Maintenance Indicator Lamp Status”. The override
“Maintenance Indicator Lamp Override” such that the lamp status can be overridden
for testing purposes.

At any time, before or after the maintenance interval has expired, the maintenance due
counter can be reset through any of the following mechanisms:

· Using the Maintenance Due service tool feature, the maintenance due counter will
be reset when the reset button is clicked.
If Pin J1-36 (SWB) is held high for greater than two seconds.
· If the ECM receives J1939 SPN 1584, “Service Component Identification”, with
data value (decimal) 32, “Engine oil-engine #1”, the maintenance due counter will be
reset. (If the SPN is received with any other data value it will be disregarded.)

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Using the EST service tool.

The latest version of EST will be required to view or modify some of the 1106D-
E70TA & 1104D-E44TA engines software parameters and features. It is important
that the engineer regularly updates their service tool to ensure compatibility. In
addition it is the responsibility of the engineer to confirm software release dates.
During project engine development features may not be available or viewable and
may be dependant on later software release dates.

Datalink Support
There are 2 datalinks available for OEM connection to the engine. J1939 and Perkins
Data link (PDL). It is recognized, however that other CANbus standards (higher level
protocols) do exist and are used in off-highway applications, so some notes are also
provided for users of those standards.

SAE J1939
The SAE J1939 standard was initially developed for the US truck and bus industry. It
has been expanded and is now the most widely used datalink standard for industrial
powertrains, with compliance from almost all engine manufacturers and most
transmission manufacturers.

Summary of Key J1939 Application Issues

This is a summary of some of the key points and answers to frequently asked
questions relating to design of a J1939 compatible network. It is intended to give a
design overview and does not in any way replace or contradict the recommendations
contained in the SAE J1939 standard documents.

Physical layer
• The data rate is 250 KBits/sec
• Twisted pair cable, of a 120Ohm impedance characteristic, should be used
throughout. Note that most commercially available twisted pair cable is not
suitable.
• It is recommended that this cable is shielded (as per J1939-11)and that the screen
is grounded at a central point in the network. Unshielded-twisted pair cable is used
by some machine manufacturers, however (as per J1939-15), offering lower cost
but lower immunity to electromagnetic noise.
• The bus is linear and should be terminated with 120-Ohm resistors at either end.
It is a common mistake to use one 60-Ohm resistor instead of two 120-Ohm
resistors. This does not work correctly however.
• Maximum bus length is 40m
• The terminating resistors should not be contained in Network Nodes
• Network nodes are connected to the bus via stubs of maximum recommended
length 1 meter.

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Network Layer
• J1939 recommends a bit sample point of 87% . This relatively late sample point
gives best compromise for immunity to noise and propagation delay. It does
restrict the size of the software jump width (SJW), however.
• All nodes should have the same bit timing
• Accurate bit timing is essential (4µs +/- 0.2%)
• It is recommended that the average bus load is not greater than 40%
• Hardware filtering (masking) of CAN messages should be used under high bus
loads to limit demands on processors.
• The Engine ECM always assumes a fixed address 0. It will not change it’s address
in the arbitration process described in J1939-81
• The multi-7packet protocol (described in J1339-21) is used for sending messages
with more than 8 bytes of data. In the Perkins application this will be used
principally for the diagnostic messages DM1 and DM2.
• Information may be broadcast, at regular intervals, or requested. For example the
engine will broadcast its “current speed” every 20ms but it will only send “hours
run “ information if another node requests it.

Application Layer
• The messages (PGN’s)supported by Perkins ECM are only a subset of the
messages described in J1939-71 and J1939-73
• Some PGN’s may be partially supported i.e. only those bytes for which the ECM
has valid data will be supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid
information is sent as FE

J1939 Supported Parameters Quick reference Summary Table

J1939 Document
Section of SAE

PGN (decimal)

(Hexidecimal)

Parameter (parameters in

Receive /
Transmit
italics are proposed but
PGN
SPN

PGN description
may not yet be available /
fully validated )

71 0 0 Torque Speed Control (Tsc1) Rx

71 518 Requested Torque / Torque Limit
Requested Speed / Speed
71 898
Limit
71 695 Override Control Modes
Electronic Brake Controller 1
71 61441
(EBC1)
71 970 Auxillary Engine Shutdown Switch
Electronic Engine Controller 2
71 61443 F003 Tx
(EEC2)
Percent load at current
71 92
speed
Accelerator Pedal 1 Low
71 558
Idle Switch

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J1939 Document
Section of SAE

PGN (decimal)

(Hexidecimal)
Parameter (parameters in

Receive /
Transmit
italics are proposed but

PGN
SPN
PGN description
may not yet be available /
fully validated )

Accelerator Pedal 2 Low

71 2970
Idle Switch
Accelerator Pedal Position
71 91
1
Accelerator Pedal Position
71 29
2
Electronic Engine Controller 1
61444 F004
(EEC1)
71 190 Engine Speed
71 899 Engine Retarder Torque Mode
Actual Engine Percent
71 513
Torque
71 65174 FE96 TurboWastegate (TCW) Tx
71 1188 Turbo1 Wastegate Drive
FEB
71 65213 Fan Drive Tx
D
71 977 Fan Drive States
71 975 Estimated Percent Fan Speed
71 65241 FED9 Aux Discrete IO State (AUXIO) Tx
71 701 Aux IO discrete channel_1
71 702 Aux IO discrete channel_2
71 703 Aux IO discrete channel_3
71 704 Aux IO discrete channel_4
71 705 Aux IO discrete channel_5
71 706 Aux IO discrete channel_6
71 707 Aux IO discrete channel_7
71 708 Aux IO discrete channel_8
71 709 Aux IO discrete channel_9
71 710 Aux IO discrete channel_10
71 711 Aux IO discrete channel_11
71 712 Aux IO discrete channel_12
71 713 Aux IO discrete channel_13
71 714 Aux IO discrete channel_14
71 715 Aux IO discrete channel_15
71 716 Aux IO discrete channel_16
71 1083 Aux IO Analog channel_1
71 1084 Aux IO Analog channel_2
71 65242 FEDA Software Identification (SOFT) Tx/OR
71 234 Software Identification
71 965 Number of software ID fields
Engine Fluid Level_Pressure_2
71 65243 FEDB Tx
(EFL/P2)

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J1939 Document
Section of SAE

PGN (decimal)

(Hexidecimal)
Parameter (parameters in

Receive /
Transmit
italics are proposed but

PGN
SPN
PGN description
may not yet be available /
fully validated )

Injector Metering Rail1

71 157
Pressure
Electronic Engine Controller 23
71 65247 FEDF Tx
(EEC3)
Engine Desired Operating
71 515
Speed
71 65251 FEE3 EngineConfig (EC) Tx
71 118 Engine Speed At Idle Pt1
71 539 Percent Torque At Idle Pt1
71 528 Engine Speed At Pt2
71 540 Percent Torque At Pt2
71 529 Engine Speed At Pt3
71 541 Percent Torque At Pt 3
71 530 Engine Speed at pt4
71 540 Percent Torque at pt4
71 531 Engine Speed at pt5
71 541 Percen Torque at pt5
71 532 Engine speed at high idle pt6
71 544 Reference Engine Torque
71 65252 FEE4 Shutdown (SHUTDOWN) Tx
71 1081 Wait To Start Lamp
Engine Hours Revolutions
71 65253 FEE5 Tx
(HOURS)
71 247 Total Engine Hours
71 65257 FEE9 FuelConsumption Tx/OR
71 250 Total Fuel Used
71 65259 FEEB Component Identifier (CI) Tx/OR
71 586 Make
71 587 Model
71 588 Serial Number
71 233
71 65260 FEEC Vehicle Identification (VI) Tx/OR
71 237 Vehicle Identification Number
71 65262 FEEE Engine Temp (ET1) Tx
Engine Coolant
71 110
Temperature
EngineFluidLevel_Pressure
71 65263 FEEF Tx
(EFL/P1)
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx
71 984 PTO Set Switch
71 982 PTO resume Swich

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J1939 Document
Section of SAE

PGN (decimal)

(Hexidecimal)
Parameter (parameters in

Receive /
Transmit
italics are proposed but

PGN
SPN
PGN description
may not yet be available /
fully validated )

71 980 PTO Enable Switch

71 983 PTO coast / Decelerate Switch
71 981 PTO accelerate Switch
71 65266 FEF2 Fuel Economy (LFE) Tx
71 183 Fuel Rate
71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx
71 105 Intake Manifold Temp
71 102 Boost Pressure
71 106 Air Inlet pressure
71 65271 FEF7 VehicleElectricalPower#1 (VEP1) Tx
71 Electrical Potential
71 Battery Potential Switched
Off highway engine control selection
71 64967 FDC7 Tx
state (OHCSS)
71 2888 Alternate Rating Select State
Alternate Droop Accelerator 1 Select
71 2889 State
Alternate Droop Accelerator 2 Select
71 2893 State
Alternate Droop Remote Accelerator
71 2894 Select State
Off highway engine control selection
71 64971 FDCB Rx
(OHECS)
71 2882 Alternate Rating Select
71 2881 Alternate Droop Accelerator 1 Select
71 2879 Alternate Droop Accelerator 2 Select
Alternate Droop Remote Accelerator
71 2886 select
Operator Primary Intermediate
71 64968 FDC8 TX
Speed (ISCS)
Operator Primary Intermediate Speed
71 2892 Select State
73 65226 FECA DM1 (active codes) Tx
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
73 65227 FECB DM2 (logged codes) Tx/OR
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn

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J1939 Document
Section of SAE

PGN (decimal)

(Hexidecimal)
Parameter (parameters in

Receive /
Transmit
italics are proposed but

PGN
SPN
PGN description
may not yet be available /
fully validated )

73 Fmi
73 Oc
73 Spn Conversion Method
DM3 (diagnostic data clear/reset of
73 65228 FECC Rx
previously active DTCs)
73 Request To Clear Logged Fault Codes
21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx
21 TP_DT
21 60416 EC00 Transport protocol (TP_CM) Tx/Rx
21 BAM and RTS
21 59392 E800 Acknowledge (ACK and NACK) Tx
21 PGN number
21 Control Byte
21 59904 EA00 Request PGN Rx
21 Requested PGN

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J1939 Parameters – Detailed Descriptions

The engine ECM has been programmed to comply with the SAE J1939 standard
according to the specification available on August 1st 2006, this section summarises
the functionality included in the generic industrial engine software. Where the J1939
standard is vague on functionality, then notes on implementation have been included.
This section is broken down into the different sections J1939-71 and J1939-73 in
accordance with the J1939 documentation. J1939 messages are referenced in
ascending numerical order by their Parameter Group Number (PGN).
Note: The PGN numbers are written in some documents in decimal form (e.g.61444).
This document will use the Hexidecimal form (e.g. F004) as it is easier to remember
and simpler to decode when using tools to analyse traffic on the CAN J1939 bus.

Sending Messages to the Engine ECM

There are a number of messages that are sent by system electronic control devices that
the ECM will respond to, these include; TSC1, OHECS, EBC1, RequestPGN and
DM”, as well as the RTS/CTS handshake protocol. Messages intended to be sent to
the ECM require that the correct source and destination address protocol is followed.

Source Address
The source address is used to identify different components and electronic control
modules on a CAN bus, source address assignment is given in Appendix B of SAE
J1939. Engine #1 source address is 00, and the Service tool source address is F0.
Preferred J1939 Source addresses vary between industry groups, when designing a
system, check Tables B1-B7 in the SAE J1939 document to ensure the correct Source
Address is allocated.
The ECM will accept messages from modules with any source address. For instance,
TSC1 messages do not necessarily have to be sent by the transmission.
The engine ECM source address is not configurable, and therefore cannot be set to
any of the other engine source addresses for a multiple engine CAN network
installation.

Destination Address
For messages controlling engine functionality, such as TSC1 and OHECS, the engine
will only respond to messages with the destination address 00.
The Request PGN message is also sensitive to destination address. When the Engine
#1 destination 00 is requested, then the engine ECM responds with the RTS Transport
protocol message, and will not release the requested information until the handshake
message, CTS, is returned.
When the global destination is given for a RequestPGN message, FF (Global), then
the engine ECM responds by sending the requested message. If the message is larger
than 8 bytes, then it will be released via the Transport Protocol BAM message. When
the global destination is used, there is no need to use the RTS/CTS protocol.

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J1939 Section 71 - Vehicle application Layer

Torque Speed Control
The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices
connected to the CAN network to request or limit engine speed, this feature is often
used as part of a closed engine control system with broadcast message parameters
such as Engine Speed (EEC1). Usage is particularly common in machines that have
complex hydraulic systems.
TSC1 is a powerful feature; the OEM is responsible for ensuring that the
implementation of TSC1 speed control is safe and appropriate for the engine and the
machine. Furthermore, it is necessary for the OEM to perform the necessary risk
assessment validation of the machine software and hardware used to control the
engine speed via TSC1.

ECM Response Time To TSC1 Request

The mean response time for the ECM to alter the desired speed following a TSC1
request is 52ms +/-5ms. Note, there will be a further delay in the engine’s actual
speed response due to the driving of mechanical components. If TSC1 response time
is critical to transmission development and operation, contact your Electronic
Applications Engineer.

TSC1 Configuration
TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic
Code is not active, the engine will prioritize the TSC1 request above all other speed
demand inputs. In effect, TSC1 over-rides all other configured throttle inputs.
There are currently 2 TSC1 fault-handling options available in the service tool and the
CEOS, these are described as ‘TSC1 Continuous Fault Handling: Disabled or
Enabled’.

TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as Transient fault detection, it is suitable for applications
where there is more than one throttle input into the ECM, for instance, in a wheeled
excavator where the analogue throttle is used to control road speed, but TSC1 is used
to control the machine hydraulics. The TSC1 message will override any other speed
demand such as PWM throttle pedal. TSC1 override is switched on and off using the
Override Control Mode SPN.

End of Transmission – Fault Detection

The ECM needs to differentiate between the end of a transmission by another
controller and an intermittent failure. The ECM expects, therefore, that when a
controller no longer wishes to demand engine speed then it will terminate with at least
one message with the Control Override Mode SPN set to 00. If the engine sees that
TSC1 messages have stopped, for 90ms or more, and TSC1 has not been terminated
correctly then the ECM will recognize this as a fault, a J1939 Diagnostic code will be
raised and the ECM will not accept any TSC1 speed requests for the remainder of the
key cycle.

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TSC1 Continuous Fault Handling: [Enabled]

This mode is also known as Continuous fault detection, it is suitable for applications
where either TSC1 is the only throttle used or where TSC1 is continuously used to
limit the top engine speed. The TSC1 speed control / speed limit cannot be switched
off using the Override Control Mode SPN. For instance, in a wheeled excavator the
analogue throttle is connected to the machine ECM that sends the TSC1 message to
control road speed, and to control the machine hydraulics. When TSC1 Continuous
Fault Handling is active, other throttles will be permanently over-ridden, and will only
become available if a TSC1 fault is detected.
TSC1 - Feature Summary Table
TSC1 Mode Transient Continuous
TSC1 Continuous Fault Handling Disabled Enabled
Speed request Yes Yes
Speed limit Yes Yes
Torque request No No
Torque Limit (temporary) Yes Yes
Fault Detection – 90ms Timeout Yes Yes
Fault Detection – Message present at start No Yes
Accepts TSC1 messages from several sources No No
simultaneously
Override Control Mode Switching Yes No

Rating and Droop Control

In addition to Torque Speed Control, the complimentary message ‘OHECS’ allows
droop and rating selection over J1939 with a similar effect to the hard-wired ‘Mode
Selection’ feature. The OHECS PGN is described later in this section.
Torque Speed Control (TSC1)
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
0C 00 00 xx 10 000000 3 0 0 See notes 00

S R B B L S U
e e y i e t n Range N
n c t t n a i
Resolution o
d e Parameter name e g t t
(unit/bit) t
i t e s
Min Max e
v h
e
X Override Control Mode (spn 695) 1 1 2
X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit Control 11
Requested Speed Control Conditions (spn
3 2
696)
X Override Control Mode Priority (spn 897) 5 2 A
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
X Requested Speed / Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032
X Requested Torque / Torque Limit 4 1 8 % 1 -125 +125 B

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Note A: The ECM does not prioritize or arbitrate between speed requests or limit
from more than one source and so this situation may result in erratic engine operation.
The OEM must ensure that TSC1 messages are not sent from more than one source at
a time.

Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although
this may only be used for temporary conditions, such as during a gear change.
Electronic Brake Controller 1 (EBC1)
The EBC1 message is normally used to control a machine braking system. The
Auxiliary Engine Shutdown Switch SPN allows an external component on the J1939
network to shutdown the engine without using the key-switch, and sending the ECM
into sleep mode. The resulting stop should not be used as a safety related fail-safe stop
function.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18F00100 100 F001 6 0 0 - 00

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
Min Max
v h
e
X Auxillary Engine Shutdown Switch (970) 4 5 2
Off 00
On (engine will be shutdown) 01
Electronic Engine Controller 2 (EEC2)
EEC2 identifies electronic engine control related parameters, including pedal position
for throttles 1 and 2, and IVS status for Throttle 1, and the Percent Load at current
speed.
Note that the name “accelerator pedal” is not always accurate for off highway
machines. Accelerator pedal 1 refers to any pedal, lever or other device that uses
either the Analogue 1 or PWM throttle 1 input. Likewise, Accelerator pedal position 2
refers to any device that uses the Analogue Throttle 2 input.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
0C F0 03 00 50 00F003 3 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Accelerator Pedal 1 Low Idle Switch (spn 558) 1 1 2 C
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11

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Accelerator Pedal Kickdown Switch 3 2

X Accelerator Pedal 2 Low Idle Switch (spn 2970) 1 7 2 A
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100
X Engine Percent Load at Current Speed (spn 92) 3 1 8 %1 0 125 B
Remote Accelerator Pedal Position 4 1 8
X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A

Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new
parameters only recently defined by The SAE. The start byte / bit of accelerator pedal
low idle switch 2 is still to be defined.
Note B: Percent load at current speed is estimated from the steady state engine
calibration maps. This parameter is not accurate at low loads or during transient
conditions.
Note C: When there is discrepancy between the pedal position and the idle validation
switch position, then the Accelerator Pedal Low Idle Switch parameter will be
transmitted as 10 (error) and the accelerator pedal position will be transmitted as FE
(error). However, if a pedal is not configured, then it will be sent as not supported.
This will apply to both accelerator 1 and accelerator 2.
Electronic Engine Controller 1 (EEC1)
EEC1 identifies the Electronic Engine Control related parameters, including; Engine
Torque Mode, Actual Engine Percent torque, and Actual Engine Speed.
Rate Default
Identifier PGN R1 DP Source Destination
(msec) Priority
0C F0 04 00 20 A 00F004 3 0 0 00

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Engine Torque Mode 1 1 4
Drivers Demand Engine - Percent Torque 2 1 8 % 1
X Actual Engine - Percent Torque 3 1 8 % 1
X Engine Speed 4 1 16 rpm .125 B
Source Address of Controlling Device for 6 1 8 None 1 0 253
Engine Control
Engine Starter Mode 7 1 4
Note A: The J1939 standard describes the frequency of transmission of this PGN as
engine speed dependant. The ECM actually transmits the message every 20ms,
however, irrespective of engine speed
Note B: During the engine cranking cycle, whilst the ECM is detecting engine
position and speed, engine speed is transmitted as FE00, or ‘Unavailable’. When this
value is converted to engine speed, it gives the value of 8128rpm.
Turbocharger Wastegate (TCW)
TCW contains the SPN, Turbocharger 1 Wastegate Drive. The implementation is that
this value directly equates to the PWM duty cycle of the Smart Wastegate Solenoid. A
value of 0% represents fully closed and a value of 100% represents fully open”. Due

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to the fact that the wastegate is also Intake Manifold Pressure dependent, this value
does not necessarily align to the actual position of the wastegate.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FE9600 100 FE96 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Turbocharger 1 Wastegate Drive (spn 1188) 1 1 8 % 0.4 0 100
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger 3 Wastegate Drive 3 1 8
Turbocharger 4 Wastegate Drive 4 1 8
Turbocharger Wastegate Act Control Pressure 5 1 8
Auxillary Discrete IO state (AUXIO)
The AUXIO PGN is used to transmit the status of all the customer side switch
inputs, and two of the analogue voltage inputs of the ECM, irrespective of
whether the input is used by the ECM for an application software feature. The
spare inputs of the ECM are available for use by the machine designer as
additional input channels for non-engine systems. The Table below indicates
the inputs, the switch connectors, and the associated J1939 SPN.
Table of Input pins to SPN’s
Input name ECM J1 Connector Pin J1939 SPN
SWG1 52 702
SWG2 51 703
SWG3 50 701
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 713
SWB2 38 714
AIN_ACT5 55 1083
AIN_ACT4 56 1084
The 2 “SWB” inputs below are “Switch To Battery”, meaning that when battery
voltage is applied to the pin then it will be “closed”. All the other switch inputs are
switch to ground, which means that when an input is at ground potential it will be
“closed”.

Rate Default
Identifier PGN R1 DP Source Destination
(msec) Priority
18FED900 Note A FED9 6 0 0 00 -

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S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Auxiliary I/O #04 (spn 704) 1 1 2 B
X Auxiliary I/O #03 (spn 703) 1 3 2 B
X Auxiliary I/O #02 (spn 702) 1 5 2 B
X Auxiliary I/O #01 (spn 701) 1 7 2 B
X Auxiliary I/O #08 (spn 708) 2 1 2 B
X Auxiliary I/O #07 (spn 707) 2 3 2 B
X Auxiliary I/O #06 (spn 706) 2 5 2 B
X Auxiliary I/O #05 (spn 705) 2 7 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O #11 (spn 711) 3 3 2 B
X Auxiliary I/O #10 (spn 710) 3 5 2 B
X Auxiliary I/O #09 (spn 709) 3 7 2 B
Auxiliary I/O #16 (spn 716) 4 1 2 B
Auxiliary I/O #15 (spn 715) 4 3 2 B
X Auxiliary I/O #14 (spn 714) 4 5 2 B
X Auxiliary I/O #13 (spn 713) 4 7 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any
of the supported switch inputs (spn’s 701 through 716) change state
Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not
connected) and 01 if it is closed.
Note C: The analogue channels are scaled at 0.955Volts per bit with a 0.5V offset. For
example a voltage of 2.5Voltages would be transmitted as (2.5volts – 0.5 v
offset)/0.000955 volts/bit = 209410 or 82E16
Software Identification (SOFT)
The Software Identification PGN is requested via the Request PGN message, the
message includes the Software Part number and the software version release date.
This PGN has more than 8 bytes of data, therefore, the message content is returned
using the Transport Protocol, and the format of the content is given below.
ASCII code as follows:
02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701
Software release date (SWDT) will be of the form MAY05

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FEDA00 On Req FEDA 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Number of software identification fields (spn 1 255 A
X 1 1 8
965)

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X Software Identification (spn 234) 2 1 N ASCII B

Note A: The number of software identification fields will be transmitted as “02”
Note B: The software identification is ASCII text, with the fields delimited by a “*”
Engine Fluid Level / Pressure 2 (EFL/P2)
EFL / P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge
pressure of fuel in the high pressure rail supplying the injectors.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FEDB00 500 FEDB 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Injector Control Pressure 1 1 16
X Injector Metering Rail 1 Pressure 3 1 16 Mpa 1/256Mpa/Bit 0 251
(spn157)
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16

Electronic Engine Controller 3 (EEC3)

EEC3 identifies the Electronic Engine Control related parameter; Engine Desired
operating speed. Engine desired operating speed is calculated as requested speed
demand from the throttle input; the speed at which the engine would run if all load
were removed and current speed demand conditions maintained.
This is not the same as the implementation for Tier 2 product, the change has been
implemented to make the parameter more relevant to customers who need to
determine how far and how rapidly the engine is lugging back. One effect will be that
in many applications where there are high parasitic loads, the engine speed will never
actually reach its desired operating speed.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE DF 00 250 FEDF 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a i t
d e e g t t Min Max e
i t e s
v h
e
Nominal friction – Percent Torque 1 1 8 % 1 -125 +125
X Engine´s Desired Operating Speed (spn 2 1 16 Rpm .125 0 8031 A
515)
Engine´s Operating Speed Asymmetry 4 1 8 Ratio 0 250
Adjustment
Engine Configuration (EC)
The Engine Configuration PGN describes the stationary behavior of the engine via an
engine speed torque map; defining several points on the torque curve (rating) that are
active in the engine. This map is only valid for steady state engine behavior at
maximum boost pressure. The values will change if a different torque curve is
selected or to reflect if the engine is derating e.g. due to excessive engine temperature.

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As this PGN is more than 8 bytes long, it will always be transmitted via the transport
protocol

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
See Note A See Note A FEE3 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 Rpm 0.125 0 8031
X Percent Torque at Idle, Point 1 (spn 3 1 8 % 1 -125 +125
539)
X Engine Speed at Point 2 (spn 528) 4 1 16 Rpm 0.125 0 8031 C
X Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 C
X Engine Speed at Point 3 (spn 529) 7 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125
X Engine Speed at Point 4 (spn 530) 10 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 4 (spn 542) 12 1 8 % 1 -125 +125
X Engine Speed at Point 5 (spn 531) 13 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 5 (spn 543) 15 1 8 % 1 -125 +125
X Engine Speed at High Idle, Point 6 (spn 16 1 16 Rpm 0.125 0 8031 C
532)
Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813 0 50.2
X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B
Maximum Momentary Engine Override 22 1 16 Rpm 0.125 0 8031
Speed, Point 7
Maximum Momentary Override Time 24 1 8 S 0.1 0 25
Limit
Requested Speed Control Range Lower 25 1 8 Rpm 10 0 2500
Limit
Requested Speed Control Range Upper 26 1 8 Rpm 10 0 2500
Limit
Requested Torque Control Range Lower 27 1 8 % 1 -125 +125
Limit
Requested Torque Control Range Upper 28 1 8 % 1 -125 125
Limit

Note A: This PGN is sent every 5 seconds but also whenever there is a change in
active torque limit map.

Note B: Engine reference torque is the advertised bare engine torque of the highest
“enabled” rating in the box. That is the highest rating that can be selected via mode
switches or J1939, whilst the engine is running.

Note C: As both point 2 and point 6 are supported, and Gain (Kp) of Endspeed
Governor is not, the support of this message conforms to Engine Configuration
Characteristic Mode 1 as described in the J1939-71 specification
Shutdown (SHUTDOWN)
Shutdown PGN contains the SPN ‘Wait to Start Lamp’. This indicates that the engine
is too cold to start and the operator should wait until the signal becomes inactive
(turns off).

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Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE E4 00 1000 FEE4 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Idle shutdown has shut down engine 1 1 2
Idle shutdown driver alert mode 3 2
Idle shutdown timer override 5 2
Idle shutdown timer state 7 2
Idle shutdown timer function 7 2
A/C high pressure fan switch 3 1 2
Refrigerant low pressure switch 3 2
Refrigerant high pressure switch 5 2
X Wait to start lamp (spn 1081) 4 1 2
X Off 00
X On 01
Engine protection system has shut down
5 1 2
engine
Engine protection system approaching
3 2
shutdown
Engine protection system timer override 5 2
Engine protection system timer state 7 2
Engine protection system configuration 7 2
Engine Hours / Revolutions (HOURS)
HOURS PGN contains the SPN ‘Total Engine hours’. The SAE defines this PGN as
being sent on request. However, there are some gages and displays on the market,
which require this to be broadcast. Consequently, this message is broadcast at a low
update rate, to ensure compatibility with these devices.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
1000
18 FE E5 00 FEE5 6 0 0 00 -
Note A

S R Parameter name B B L S U Resolution N

e e y i e t n (unit/bit) Range o
n c t t n a i t
d e e g t t e
i t e s
v h Min Max
e
X Total engine hours (spn 247) 1 1 32 Hr .05 0 210,554,060
Total engine revolutions 5 1 32 Rev 1000 0 4,211,081,215,000
Fuel Consumption
The Fuel Consumption PGN contains the SPN, Total Fuel Used. This parameter is not
a direct measurement. It is calculated from standard test fuel at standard test
temperatures. The characteristics of most fuels in the field will differ from the test
fuel, particularly at very high or very low temperatures. It is recommended, therefore,
that this value is taken to be an indication only of the fuel used by an engine.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority

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18 FE E9 00 On Req 00FEE9 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Trip fuel 1 1 32 L .5 0 2,105,540,607
X Total fuel used (spn 250) 5 1 32 L .5 0 2,105,540,607
Component ID (CI)
The Component Identification PGN is requested via the Request PGN message; the
message includes the Engine Make, the engine model number and the engine serial
number. This PGN has more than 8 bytes of data, therefore, the message content is
returned using the Transport Protocol. The format of the content is given below.
All these parameters are supported as ASCII text delimited by “*”
“Make” will be transmitted as “CTRPL”
“Model” will be transmitted in the form “1106D-E70TA” or “1104D-E44TA”
“Serial Number” will be the engine serial number as marked on the nameplate of the
engine

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE EB 00 On Req 00FEEB 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Make (spn 586) ASCII None A
X Model (spn 587) ASCII None A
X Serial Number (spn 588) ASCII None A
Unit Number (spn 233) ASCII None

Vehicle Identification (VI)

The Vehicle Identification PGN is requested via the Request PGN message. The
message includes only the Vehicle Identification Number PGN. This PGN has more
than 8 bytes of data, therefore, the message content is returned using the Transport
Protocol. This PGN may be requested from the ECM but currently the message will
simply contain the ASCII text “NOT PROGRAMMED”.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FEEC00 On Req FEEC 0 0 00 -

S R B B L S U N
Resolution
e e Parameter name y i e t n Range o
(unit/bit)
n c t t n a i t

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d e e g t t e
i t e s
Min Max
v h
e
X Vehicle Identification Number (spn 237) ASCII None A
Engine Temperature (ET1)
ET1 contains the SPN ‘Engine Coolant Temperature, this SPN contains the engine
coolant temperature as sensed by the engine control system,

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE EE 00 1000 FEEE 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210
Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735
Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735
Engine Intercooler Temperature 7 1 8 deg C 1 -40 210
Engine Intercooler Thermostat Opening 8 1 8 % 4 0 100
Engine Fluid Level / Pressure (EFL/P1)
EFL/P1 contains the SPN ‘Engine Oil Pressure; this SPN contains the Oil Pressure as
sensed by the engine control system.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE EF 00 500 FEEF 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 KPA 2 0 500
Coolant Level 8 1 8 % .4 0 100
PTO information (PTO)
PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate
Switch, PTO Resume Switch and PTO Accelerate Switch.
Some of the PTO mode switch inputs on the ECM have dual functions. For example,
one button provides both SET and LOWER functions and another button provides
both RAISE and RESUME functions. When the SET/LOWER button is pressed, both
SPN 984 and SPN 938 will go to the active state, for at least one message

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transmission. Similarly, when the RAISE/RESUME button is pressed then both SPN
982 and SPN 981 will go to the active state.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FEF000 100 FEF0 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 Rpm Rpm 0 8031
X PTO Enable Switch (spn 980) 6 1 2
Remote PTO preprogrammed Speed Control 6 3 2
Switch (spn 979)
Remote PTO variable Speed Control Switch (spn 6 5 2
978)
X PTO set switch (spn 984) 7 1 2
X PTO Coast / Decelerate Switch (spn 983) 7 3 2
X PTO Resume Switch (spn 982) 7 5 2
X PTO Accelerate Switch (spn 981) 7 7 2

Fuel Economy (LFE)

LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is
calculated from standard test fuel at standard test temperatures. The characteristics of
most fuels in the field will differ from the test fuel, particularly at very high or very
low temperatures. It is recommended, therefore, that this value is taken to be an
indication only for the fuel usage by an engine.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE F200 100 FEF2 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100

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Inlet / Exhaust Conditions (IC1)

IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature and Air Inlet
Pressure. All these parameters are broadcast as sensed by the engine control system.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE F6 00 500 FEF6 6 0 0 00 -

S R Parameter name B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e e g t t e
(unit/bit)
i t e s
v h Min Max
e
Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125
X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B
X Intake Manifold Temperature (spn 105) 3 1 8 deg C 1 -40 210
X Air Inlet Pressure (spn 106) 4 1 8 kPa 2 0 500 A
Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5
Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735
Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125
Note A: Inlet air pressure will be supported as the absolute pressure as measured by
the inlet manifold pressure sensor.
Note B: Boost pressure will be calculated from inlet manifold sensor. Boost pressure
will never be transmitted as a negative number, even though a slight depression at the
inlet is possible for some engines when running at low idle speed.
Vehicle Electrical Power (VEP)
VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential
and battery potential parameters are both supported with the same value, which is the
voltage measured between the battery (+) and battery (-) terminals of the ECM

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18 FE F7 00 1000 FEF7 6 0 0 00 -

S R Parameter name B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e e g t t e
(unit/bit)
i t e s
v h Min Max
e
Net Battery Current 1 1 16 Amp 1 -125 125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212
X Battery Potential (Voltage), Switched (158) 7 1 16 V .05 0 3212

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Operator Primary Intermediate Speed (ISCS)

The ISCS PGN is used to describe the logical state of the throttle position switch
input (also known as multi-position throttle switch).
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FDC800 1000 FDC8 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Operator Primary Intermediate Speed 1 1 4
Select State (spn 2892)
Intermediate speed not requested 0000 A
X Logical Position 1 0001
X Logical Position 2 0010
X Logical Position 3 0011
X Logical Position 4 0100
X Logical Position 5 0101
X Logical Position 6 0110
X Logical Position 7 0111
X Logical Position 8 1000
X Logical Position 9 1001
X Logical Position 10 1010
X Logical Position 11 1011
X Logical Position 12 1100
X Logical state 13, 14, 15 or 16 1101 B
Reserved 1110
X Not available 1111 C

Note A: “intermediate speed not requested” state is not supported. Note however, that
on most applications where throttle position switch is used, logical position 1 will be
all four switches in the open position and will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the 4
switch inputs. No known application has used more than 10 states however, or is
expected to use more than 10 states in the future, so this is not envisaged that this will
cause a problem. If 16 states are use then logical states 14, 15 and 16 will be
transmitted as 13.
Note C: If the throttle position switch is not configured on an application then the
ECM will send 1111 not available.

Off highway engine control selection (OHECS)

OHECS is sent to the engine to select engine rating and droop percentage, in a similar
way to the hardwired “mode switches”. The J1939 request will have precedence over
the hard-wired switch inputs to the ECM.
When the ECM receives this PGN, it will over-ride the mode selection configuration,
and switch to the requested rating and droop setting. The engine will remain in this
new state until either another message is received with a different rating and droop
request, or until the key switch is cycled

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Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FDCBxx 500 FDCB 6 0 0 - 00

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Auxillary Governor Switch 1 1 2
Multi-Unit Synch On/Off switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 select 3 1 4
X Accel 1-Default Droop (default) 0000
Accel 1 –Alternate Droop 1 through 10 = 1% 0001
X through 10% -
1010
Accel 1 –Alternate Droop 11 (Isochornous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select 3 5 4
X Accel 12-Default Droop (default) 0000
Accel 2 –Alternate Droop 1 through 10 = 1% 0001
X through 10% -
1010
Accel 2 –Alternate Droop 11 (Isochornous) 1011
Error 1110
X Not Available 1111
Alternate Droop Remote Accelerator 4 1 4
X
Select
X Remote Accel-Default Droop (default) 0000
Remote Accel –Alternate Droop 1 through 10 0001
X = 1% through 10% -
1010
Remote Accel Alternate Droop 11 1011
(Isochornous)
Error 1110
X Not Available 1111
Alternate Droop Auxillary Input Select 4 5 4
Note A: Ratings 1 to n are populated with all the ratings available in the ECM with
“1” being the lowest and “n” being the highest rating. If the ECM receives the “0”
then the rating value entered through the mode selection switches should be used.

Off highway Engine control selection state (OHCSS)

OHCSS broadcasts the SPNs corresponding engine rating select and droop select.
When the engine is controlled by the hard-wired mode selection, then OHCSS will
contain this data, however, when the OHECS PGN is used to control rating select and
droop, the OHCSS message will mirror the over-ride information.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18FDC700 500 FDC7 6 0 0 00 -

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S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Auxillary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X Alternate Rating Select State 2 1 8
X Alternate Droop Accelerator 1 Select 3 1 4
State
X Alternate Droop Accelerator 2 Select 3 5 4
State
X Alternate Droop Remote Accelerator 4 1 4
Select State
Alternate Droop Auxillary Input Select 4 5 4
State
This PGN is intended for the ECM to provide Feedback on the OHECS messages
described above

J1939 Section 73 - Diagnostic Layer

Active Diagnostics Trouble Codes (DM1)
The information communicated by DM1 is limited to currently active diagnostic
trouble codes. DM1 will be transmitted whenever a Diagnostic Trouble Code (DTC)
becomes an active fault and once per second thereafter. The message contains
diagnostic lamp status, indicating the severity of the problem, followed by the DTC
identifiers, SPN and FMI. The DM1 message is not sent if there are no active fault
codes.
If only 1 DTC is active then DM1 will be transmitted as a single message with the
identifier FECA. If there is more than one fault code present then the DM1 message
will be longer than 8 bytes, thus the transport protocol (BAM) will be used to send the
message.
Note: This is different from the Tier 2 functionality where the transport protocol
(BAM) is used to send all DM1 messages, even if only one fault code is active.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
See Note A See note B 00FECA 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Malfunction indicator lamp A
Protect lamp A

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Stop lamp A
Warning lamp A
X SPN (Suspect Parameter Number)
X FMI (Failure Mode Identifier)
X Occurrence Count
X SPN conversion method

Note A: The J1939 diagnostic lamp description and function is not supported –
Diagnostic lamp implementation is supported as follows:
Diagnostic and Event codes have been split into 3 categories of severity called
“Warning Category Indicators (WCI)”.
The lowest level (Level 1) is used for “warning” level faults, such as when engine
design limits for temperature have been reached, or for a sensor short circuit.

The highest level (Level 3) is used for events where the severity merits the machine
and the engine being immediately stopped.
Level 2 is an intermediate level used particularly for events or diagnostic which cause
an engine derate
The status lamps in the DM1 message will be switched on according to the following
table:

WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF
2 ON ON OFF
3 ON ON ON

Previously Active Diagnostic Trouble Codes (DM2)

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
See note A On Req FECB 6 0 0 00 -

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Malfunction indicator lamp A
Protect lamp A
Stop lamp A
Warning lamp A
X SPN
X FMI
X Occurrence Count
X SPN conversion method
Note A: Lamp support as per DM1

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Diagnostic Data Clear / Reset of Previously Active DTCs (DM3)

DM3 is sent as a ‘Request PGN’ message, and has the function of erasing the record
of all previously active fault codes. The ECM responds to the DM3 message by
clearing all “diagnostic codes” but not “event” codes. The ECM will send an
Acknowledge message (ACK) to say that this action is complete.
Diagnostic Trouble Codes defined as faults on the electronic system, for instance if
there is a sensor failure. Event codes are raised when the engine system is operating
outside of its defined diagnostic limits, for instance, if the engine coolant temperature
is excessive.
Event codes can only be cleared with the service tool and require a factory password.

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
See Note A On req FECC 6 0 0 - 00

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
X Request to clear fault codes

Supported Parameters – Section 21 - Simplified Descriptions

J1939 Section 21 describes in detail the framework, structure and protocol of J1939
messages. The on-engine application of Section 21 is considered too detailed to give a
comprehensive functional description in this guide. For reference, the message PGNs
and descriptions are given to help network identification of these messages.

Transport Protocol – Connection Management (TP.CM_BAM))

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
1CECFF00 - EC00 7 0 0 - -
Support as per J1939 – 21. Note that this mechanism is used principally as a
multipacket protocol for sending messages larger than 8 bytes of data for example to
send diagnostic messages DM1 and DM2 or for the Engine Configuration PGN. This
uses the Broadcast Announce Message (BAM) as shown in the example below:

Transport Protocol – Data Transfer (TP.DT)

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
1CEBFF00 See note A EB00 7 0 0 - -
Note A: If a module is required to decode any information that is sent via the transport
protocol, then it must be capable of receiving and processing messages with the same
identifier within 50 ms.

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Proprietary A- Service Tool

Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18EF00xx - EF00 6 0 0 - -
This message is used for communication between the ECM and the service tool. It
must not be used by any other electronic system on the machine, as this may
cause unpredictable operation when the service tool is connected.

Acknowledge
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18E8xxxx - E800 6 0 0 - -
Both Acknowledge (ACK) and negative acknowledge (NACK) are supported as per
the J1939 specification

Request PGN
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18EA00xx - EA00 6 0 0 - 00
Supported as per the J1939 specification. This PGN is sent to the ECM to request
parameters that are only sent “on-request”. For example if an electronic module on the
machine requires engine hours information then it must send a Request PGN for the
Engine Hours/ Revolutions PGN

Supported Parameters – Section 81 Network Management -

Detailed Descriptions
The engine does support the network initialization requirements as outlined in
Specification J1939-81.
This includes the claiming of addresses. The engine will always claim address zero
and will not accept any other address.
Most off-highway machines do not implement this section of the specification. If
further information on this subjected is required, however, then please contact the
Electronic Applications Team Directly

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Perkins Data Link

For industrial engines, the Perkins Datalink (PDL) is principally used for service tool
support. If an application does have a requirement to communicate with another
system on PDL, for example with a Perkins transmission or a display, then please
contact your local applications team for further information.

Other Datalink Standards

CANopen
CANopen may become a popular choice of CAN higher level protocol in off-highway
machines which use significant numbers of electro-hydraulic controllers.
If CANopen is used as the main communications standard in a vehicle, then a J1939
gateway is required
A specification for a CAN open to J1939 gateway may be obtained from the the
website of “CAN in Automation (CIA)” .

OEM Proprietary CAN standards

It is accepted that the J1939 standard cannot meet all the diverse needs of the many
specialised applications in the off-highway market. The OEM may have to use a small
number of proprietary messages on the same bus as the J1939 messages. If a large
number of proprietary messages are required for an application, then the machine
designer should consider the use of a CAN gateway to isolate the proprietary
messages from the J1939 bus.
The risk of OEM defined messages is that they will clash with some of the J1939
standard messages.

List of Appendices
• Appendix 1 - ECM J1 Connector Terminal Assignments

• Appendix 2 – List of Diagnostic and Event Codes

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Appendix 1 - ECM J1 Connector Terminal Assignments

Pin No. Description Preferred Function Alternative Function

1 Battery -ve -B direct N/A
2 Battery -ve -B direct N/A
3 Battery -ve -B direct N/A
4 AIN_PAS 1 Aux Temperature 1 N/A
5 AIN_PAS 6 ATTAC Temperature N/A
6 N/C DO NOT USE N/A
7 Battery +ve +B direct N/A
8 Battery +ve +B direct N/A
9 Battery -ve -B direct N/A
10 Battery -ve -B direct N/A
11 DF_PWM 1 Shield Unused N/A
12 DF_PWM 1- Fan Speed Input N/A
13 DF_PWM 1+ Fan Speed Input N/A
14 N/C DO NOT USE N/A
15 Battery +ve +B direct N/A
16 Battery +ve +B direct N/A
17 DOUT_0.3A 5 Unused N/A
18 DOUT_0.3A 6 Unused N/A
19 DOUT_0.3A 7 Unused N/A
20 CAN A+ J1939 (+) N/A
21 CAN A- J1939 (-) N/A
22 CAN A Shield J1939 Shield N/A
23 PDL + PERKINS DataLink (+) N/A
24 PDL - PERKINS DataLink (-) N/A
25 PWM Out - Ether driver return N/A
26 PWM Out - Hydraulic Fan Solenoid - N/A
27 N/C DO NOT USE N/A
28 N/C DO NOT USE N/A
29 I_PWM_2A 2 (J2:9) Ether driver (if equipped) N/A
30 N/C DO NOT USE N/A
31 AIN_ACT 8 (J2:50) DO NOT USE N/A
32 I_PWM_2A 1 Hydraulic Fan Solenoid + N/A
33 VS_RETURN 1 Water in fuel Return N/A
34 VS_RETURN 1 Unused N/A
35 SWG RETURN SWG Return N/A
36 SWB 2 Intermediate Speed N/A
37 SWB 1 Overspeed Verify N/A
38 SWG 11 Air Filter Restriction N/A
39 SWG 10 Mode Switch 1 N/A
40 SWK 0 Key switch N/A
41 VS_5_200mA Sensor 5V supply N/A
42 VS_5_200mA Sensor 5V supply N/A
43 VS_8_100mA Water in fuel sensor power N/A
44 SWG 9 Throttle 2 IVS Water in Fuel Sensor
N/A
45 SWG 8 Throttle 1 IVS

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46 SWG 7 Mode 2 switch N/A

47 SWG 6 Coolant Level Switch Throttle Arbitration
48 SWG 5 User Defined Shutdown PTO Speed 1& 2 Selection
49 SWG 4 MPTS1 PTO Mode Disengage
50 SWG 3 MPTS2 PTO Raise / Resume
51 SWG 2 MPTS3 PTO Set / Lower or Intermediate Speed
52 SWG 1 MPTS4 PTO Mode on / off
53 PWM_I 1 Throttle 1 PWM input N/A
54 AIN_ACT 7 Throttle 1 Analogue Input N/A
55 AIN_ACT 5 Throttle 2 Analogue Input N/A
56 AIN_ACT 4 Ambient air temp N/A

57 DOUT_1A 1 Glow Plug relay control N/A

58 DOUT_0.3A 10 Maintenance Ind Lamp N/A

59 DOUT_0.3A 9 Warning Lamp N/A

60 DOUT_0.3A 8 Shutdown Lamp N/A

61 DOUT_0.3A 4 PTO Engaged Lamp N/A

62 DOUT_0.3A 3 Low oil pressure warning lamp N/A
63 DOUT_0.3A 2 Wait to start lamp N/A
Fan Reversing Solenoid
64 DOUT_0.3A 1 N/A
Control

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Appendix 2 – List of Diagnostic and Event codes

Note that in some cases there are differences in the codes which are transmitted on the
J1939 bus and those that are transmitted on the PDL bus (those normally viewed on
the service tool) additionally codes may be added on later software that are not
present on this table.

N/A No Diagnostic Code Detected N/A N/A 551

0001-02 Cylinder #1 Injector erratic, intermittent, or incorrect J651-2 651-2 111
0001-05 Cylinder #1 Injector current below normal J651-5 651-5 111
0001-06 Cylinder #1 Injector current above normal J651-6 651-6 111
0001-07 Cylinder #1 Injector not responding properly J651-7 651-7 111
0002-02 Cylinder #2 Injector erratic, intermittent, or incorrect J652-2 652-2 112
0002-05 Cylinder #2 Injector current below normal J652-5 652-5 112
0002-06 Cylinder #2 Injector current above normal J652-6 652-6 112
0002-07 Cylinder #2 Injector not responding properly J652-7 652-27 112
0003-02 Cylinder #3 Injector erratic, intermittent, or incorrect J653-2 653-2 113
0003-05 Cylinder #3 Injector current below normal J653-5 653-5 113
0003-06 Cylinder #3 Injector current above normal J653-6 653-6 113
0003-07 Cylinder #3 Injector Not Responding J653-7 653-7 113
0004-02 Cylinder #4 Injector erratic, intermittent, or incorrect J654-2 654-2 114
0004-05 Cylinder #4 Injector current below normal J654-5 654-5 114
0004-06 Cylinder #4 Injector current above normal J654-6 654-6 114
0004-07 Cylinder #4 Injector not responding properly J654-7 654-7 114
Cylinder #5 Injector erratic, intermittent, or incorrect ( C6.6
0005-02 J655-2 655-2 115
engine only)
Cylinder #5 Injector current below normal (1106D engine
0005-05 J655-5 655-5 115
only)
Cylinder #5 Injector current above normal (1106D engine
0005-06 J655-6 655-6 115
only)
Cylinder #5 Injector not responding properly (1106D engine
0005-07 J655-7 655-7 115
only)
Cylinder #6 Injector erratic, intermittent, or incorrect (1106D
0006-02 J656-2 656-2 116
engine only)
Cylinder #6 Injector current below normal (1106D engine
0006-05 J656-5 656-5 116
only)
Cylinder #6 Injector current above normal (1106D engine
0006-06 J656-6 656-6 116
only)
Cylinder #6 Injector not responding properly (1106D engine
0006-07 J656-7 656-7 116
only)
0041-03 8 Volt DC Supply voltage above normal J678-03 678-03 517
0041-04 8 Volt DC Supply voltage below normal J678-04 678-04 517
0091-02 Throttle Position Sensor erratic, intermittent, or incorrect J91-02 91-02 154
0091-03 Throttle Position Sensor voltage above normal J91-03 91-03 154
0091-04 Throttle Position Sensor voltage below normal J91-04 91-04 154
Throttle Position Sensor abnormal frequency, pulse width, or
0091-08 J91-08 91-08 154
period
0100-03 Engine Oil Pressure Sensor voltage above normal J100-03 100-03 157
0100-04 Engine Oil Pressure Sensor voltage below normal J100-04 100-04 157
0100-10 Engine Oil Pressure Sensor abnormal rate of change J100-10 100-10 157
0110-03 Engine Coolant Temperature Sensor voltage above normal J110-03 110-03 168
0110-04 Engine Coolant Temperature Sensor voltage below normal J110-04 110-04 168
0168-00 Electrical System Voltage high J168-00 168-00 422
0168-01 Electrical System Voltage low J168-01 168-01 422
0168-02 Electrical System Voltage erratic, intermittent, or incorrect J168-02 168-02 422
Intake Manifold Air Temperature Sensor voltage above
0172-03 J105-03 105-03 133
normal
Intake Manifold Air Temperature Sensor voltage below
0172-04 J105-04 105-04 133
normal
Engine Speed Sensor abnormal frequency, pulse width, or
0190-08 J190-08 190-08 141
period
0247-09 SAE J1939 Data Link abnormal update rate - - 514
0247-12 SAE J1939 Data Link failure - - 514
0253-02 Personality Module erratic, intermittent, or incorrect J631-02 631-02 415

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0261-11 Engine Timing Offset fault J637-11 637-11 143

0262-03 5 Volt Sensor DC Power Supply voltage above normal J1079-03 1079-03 516
0262-04 5 Volt Sensor DC Power Supply voltage below normal J1079-04 1079-04 516
Programmed Parameter Fault erratic, intermittent, or
0268-02 J630-02 630-02 527
incorrect
Secondary Engine Speed Sensor abnormal frequency, pulse
0342-08 J723-08 723-08 142
width, or period
0526-05 Turbo Wastegate Drive current below normal J1188-05 1188-05 177
0526-06 Turbo Wastegate Drive current above normal J1188-06 1188-06 177
0526-07 Turbo Wastegate Drive not responding properly J1188-07 1188-07 177
Secondary Throttle Position Sensor erratic, intermittent, or
0774-02 J29-02 29-02 155
incorrect
0774-03 Secondary Throttle Position Sensor voltage above normal J29-03 29-03 155
0774-04 Secondary Throttle Position Sensor voltage below normal J29-04 29-04 155
Secondary Throttle Position Sensor abnormal frequency,
0774-08 J29-08 29-08 155
pulse width, or period
1639-09 Machine Security System Module abnormal update rate J1196-09 1196-09 426
Engine Operation Mode Selector Switch erratic, intermittent,
1743-02 J2882-02 2882-02 144
or incorrect
1779-05 Fuel Rail #1 Pressure Valve Solenoid current below normal J1347-05 1347-05 162
1779-06 Fuel Rail #1 Pressure Valve Solenoid current above normal J1347-06 1347-06 162
1785-03 Intake Manifold Pressure Sensor voltage above normal J102-03 102-03 197
1785-04 Intake Manifold Pressure Sensor voltage below normal J102-04 102-04 197
1785-10 Intake Manifold Pressure Sensor abnormal rate of change J102-10 102-10 197
1797-03 Fuel Rail Pressure Sensor voltage above normal J157-03 157-03 159
1797-04 Fuel Rail Pressure Sensor voltage below normal J157-04 157-04 159
1834-02 Ignition Key Switch loss of signal J158-02 158-02 439
2246-06 Glow Plug Start Aid Relay current above normal J676-06 676-06 199
Event Codes
E172-1 High Air Filter Restriction J107-15 107-15 151
E194-1 High Exhaust Temperature J173-15 173-15 185
E232-1 High Fuel/Water Separator Water Level J97-15 97-15 -
E360-1 Low Oil Pressure - Warning J100-17 100-17 157
E360-3 Low Oil Pressure - Shutdown J100-01 100-01 157
E361-1 High Engine Coolant Temperature - Warning J110-15 110-15 168
E361-2 High Engine Coolant Temperature - Derate J110-16 110-16 168
E361-3 High Engine Coolant Temperature - Shutdown J110-00 110-00 168
E362-1 Engine Overspeed J190-15 190-15 141
E396-1 High Fuel Rail Pressure J157-00 157-00 159
E398-1 Low Fuel Rail Pressure J157-01 157-01 159
E539-1 High Intake Manifold Air Temperature - Warning J105-15 105-15 133
E539-2 High Intake Manifold Air Temperature - Derate J105-16 105-16 133
E2143-3 Low Engine Coolant Level J111-01 111-01 169

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2 HYDROD
HYDRODYNAMICTRANSMISSION
ODYNAMIC
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2 HYDROD
HYDRODYNAMICTRA
ODYNAMIC VEL DRIVE
TRAVEL

The drive is designed as one unit consisting of the following components:

- Perkins 1106D common rail diesel engine

- torque converter
- Dana TE13, 3-speed power shift transmission with a hydraulic pump mounted
for the working and steering hydraulics
- universal propshaft
- drive axle type D 81 NLB with differential and planetary hub reduction gears

2.1 SCHEMATIC DIAGRAM OF THE POWER TRAIN

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1 Hydraulic pump 23 cm³/rev, braking 6 Power shift transmission

system 7 Universal propshaft
2 Perkins engine 8 Parking disc brake
3 Torque converter 9 Drive axle
4 Working hydraulics pump 44 cc/rot. 10 Planetary hub reduction gear
5 Steering pump and working hydraulics pump 11 Disc brake
44 cc/rot. 12 Drive wheels

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2.4.1 SPECIFICATIONS FOR D 81 PL 478 - NLB

Axle drive ratio 4.125 : 1

Planetary hub reduction gear ratio 4.364 : 1
Total ratio 18.0 : 1
Max. input torque 2970 Nm
Max. output torque 53500 Nm
Results in a tractive force of 12.00 - 20.11 tonnes

Lubricant capacities:
Drive axle approx. 18 - 20 L
Planetary hub reduction gear box approx. 1.5 L
Oil specification Hypoid gear oil to MIL-L-2105 B/API/GL5

EXPLANATION OF THE TRANSMISSION NUMBER

D 81 PL 4 78 - NLB

Oil-bathed disc brake

Width of axle
4 planetary gears

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Planetary gear
Type
Drive axle

2.4.2 AXLE DRIVE SETTINGS

- Rolling resistance of spiral pinion mounting

without shaft seal ring (all axles) 1.1 - 2.3 Nm

- Backlash at pinion drive minimum 0.3 - 0.4 mm

- Rolling resistance of differential mounting

(all axles) 2.9 - 4 Nm

- Rolling resistance of wheel bearings

(with new bearings) 11 - 17 Nm

- End play between fully floating shaft and

setscrew in planetary hub reduction gear 0.3 - 0.4 mm

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2.4.3 TORQUES FOR SCREWS AND NUTS

WHEEL NUTS

Wheel nut with pressure plate (for rims with centring in the middle)

Dimension M22 x 1.5 650 Nm

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2.4.4 UTILISATION OF LIQUID GLUE

The following applications and glues can occur when securing high stress joints in the drive axle.

- For low screw security: (wheel hub nut)

e.g with Loctite 243 (blue)
Liquid glue with a controlled friction index.

- For general screw security:

e.g with Loctite 262 (red)
Liquid glue with a controlled friction index.
Preferred for securing and sealing screws, nuts up to M36.

- For raising the friction index:

e.g. with Loctite 270 (green)
Preferred for raising the friction index of screwed surfaces (ring gear, etc.)

- The parts to be joined should be clean and free of grease. Regreasing cold cleaners and washing
primer reduce the strength of glued joints. Cold cleaners should be preferred.
The different axle joints are secured with liquid glue depending on the stress, axle version and
service.

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H01. Register 03
For repairs, however, it is recommended to always secure the following joints with a liquid glue

Location Joint Loctite

Axle Differential casing Screw joint 262

toric gear Screw joint 262
toric gear Joint face 270
U-bolt Screw joint 262
Lockwasher/adjusting nut Screw joint 262
Bevel gear drive casing Screw joint 262

Wheel hub Securing of ring gearIn

planetary hub reduction gear 270
Setscrew and adjusting nut
In planetary hub reduction gear 270
Thrust washer In flared tube of axle 270
Wheel hub nut 243

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:heel end of Drive axle

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2.4.5 ASSEMBLY OF WHEEL HUB

2.4.5.1 ASSEMBLY OF WHEEL HUB

5 Wheel bolt
1 Lockscrew 6 Inner taper roller bearing
2 Wheel hub nut 7 Ring
3 Outer taper roller bearing 8 Spacer
4 Wheel hub 9 Shaft seals

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Press the wheel bolt (5) into the wheel hub (4) and tighten it.
Press the outer ring of the taper roller bearing (3) and (6) into the wheel hub. Fill the inner taper roller
bearing (6) with grease.
Put the spacer (8) in place and press in the shaft seal (9) with the dust lip facing out.

ATTENTION: Special tool No. 038.007.0-4 must be used for driving in the shaft seals.

2.4.5.2 ASSEMBLY OF RING GEAR

1 Outer taper roller bearing (wheel bearing)

2 toric gear carrier
3 toric gear
4 Screws
5 Rtaining plate
6 Oil equalising hole

Heat to approx. 100°C and slide the taper roller

bearing and inner ring (1) on the ring gear carrier
(2) as far as possible.
Position the ring gear (3) on the ring gear carrier
and secure with the retaining plate (5) and screws
(4).
Use Loctite as specified in section "Utilisation of
liquid glue".
NOTE: When installing the ring gear
carrier, be sure that the oil equalising hole
(6) is at the bottom.

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2.4.5.3 ASSEMBLY OF THE FACE SEAL

1 Seal ring
2 Rubber toric ring
3 Housing retaining lip
4 Housing ramp
5 Seal ring housing

The seal rings, rubber toric rings and housings must be

absolutely clean and free of any oil film, pieces of lint or
dust particles.
Use a solvent that evaporates quickly, leaves no
residue and is compatible with the rubber toric rings.
The recommended solvent is Isopropanol.
Rings and housings should be wiped with a solvent-
soaked, lint-free cloth or paper towel.

- After all components have been wiped clean, the toric

rings should be installed on the metal seal rings so
that they rest in the radius on the tail of the metal ring.

- Ensure that the toric rings are not twisted by inspecting

the mould flash line on the outside diameter of the
toric rings for true circumferential tracking around the
seal.
- Twisted torics will cause a non-uniform face load that
can result in leakage of lubricant or the ingress of
debris past the torics.

- If a twist is apparent, it can be eliminated by gently

pulling a section of the toric radially away from the
metal seal ring and letting it snap back into the correct
position.

- Repeating this in several places around the ring will

eliminate any twist in the toric ring.

- Put the toric ring (2) on the seal ring (1) at the bottom
of the seal ring ramp (7) and against the retaining lip
(8).

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The toric ring (2) can twist if it is not wet all around
during installation or if there are burrs or fins on the
retaining lip (3) of the housing (5).

To prevent twisting, gently pull a section of the toric ring

(2) away from the seal ring (1) and let it snap back.

Place the installation tool on the seal ring and dip these
into a pan of Isopropanol solvent to lubricate the toric
ring.
It is essential to lubricate the toric with Isopropanol so
that it will slip past the housing retaining lip and seal
uniformly into the housing nose radius. Insufficient
lubrication can cause non-uniform loading resulting in
twisted torics or cocked seals.
The use of solvents other than Isopropanol can leave
a residue on the toric rings or seal ring ramps and allow
the toric to slide rather than roll into seat.
Non-uniform loading can also result in poor seal
performance.

Put the installation tool (9) on the seal ring (1) with the
toric ring (2). Lower the rings into a container with
Isopropanol until all surfaces of the toric are wet.

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Toric ring sliding on the retaining lip ramp.

Toric ring caught on the housing retaining lip.

Toric ring sliding on the seal ring ramp.

Shake the excess solvent from the seal assembly

after dipping it in the solvent and immediately pop the
seal into the housing with a firm push of the installation
tool.
Remove the installation tool.
Verify the standout height of the sealing ring. If the seal
does not meet the height specification, inspect the toric
ring for twists or obvious bulges.

After lubricating the surfaces of the toric ring (2) with

Isopropanol, use the installation tool (9) to position the
seal ring (1) and the toric ring (2) squarely against the
housing (5).
Use a sudden and even pressure to pop the toric ring
(2) under the retaining lip (3) of the housing (5).
The seal can be adjusted by gently pushing the toric
into position by hand or by using a self-made adjustment
hook.

If small adjustments are necessary, do not push directly

on the seal ring (1).
Use the installation tool (9) to push down or the hook
(11) to pull up.

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A thin film of light oil should be applied to the seal face
before assembly. Use a disposable tissue or a clean
finger to distribute the oil evenly.
Take care not to get any oil on the rubber toric ring.

Be sure that there is no visible debris on either of the

seal faces - even a small piece of lint can hold the seal
faces apart and cause leakage.

After installation, wait for one minute for the Isopropanol

to dry.
Only then assemble the two seals halves in the final
position. This delay will allow any excess solvent to
evaoporate so that the toric rings roll rather than slide
into the housing as the face load is increased.
If the toric rings slide into the housing, this can produce
a non-uniform loading that can result in leakage.

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RESULTS OF INCORRECT ASSEMBLY

Points 'A' and 'B' remain stationary.

Points 'X' and 'Y' rotate 180°.

This causes high pressure at 'A' /'Y' and possible galling.

When rotated, points 'B' / 'X' have low pressure so that

leakage is possible.

Original Rotated 180°

assembled
position

After the unit to be sealed is assembled, a post-assem-

bly leakage test can be performed to ensure that the seal
is properly installed.
A vacuum check is recommended rather than a pres-
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sure check as vacuum checks are more sensitive.

Generally, users find this an easy check to combine with
a vacuum fill technique for the lubricant.
It is recommended that the compartment be filled to the
correct level with oil and then rotated slowly several
revolutions to seat the seals.

The vacuum test will detect big seal damage such as

broken seal rings or cut toric rings that may be caused
in the last phases of assembly.
As the Duo-Cone seals are not designed to seal air,
some leakage can be expected using this procedure.

Following these guidelines and recommendations should

ensure optimum performance of the Duo-Cone seals.

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2.4.5.4 INSTALLING THE SPACER

Apply Loctite 572 to the seat of the spacer on the

axle flare.
Heat the spacer to approx. 100 °C and mount on the
axle flare by tapping it lightly (there should be no
corrosion on the axle flare).
Apply a film of oil on the sealing surface.

2.4.5.5 INSTALLING THE WHEEL HUB

Heat the taper roller bearing to approx. 100°C and

slide on the axle flare as far as possible.
Install the floating ring seal in the brake carrier and

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wheel hub.
Slide the wheel hub on the shaft stub .
Slide the preassembled ring gear carrier into the
wheel hub.

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2.4.5.6 ADJUSTING THE WHEEL BEARINGS

Screw on the wheel mounting nut, adjust and secure:

Torque the wheel mounting nut to approx. 450 Nm.

Tap on the wheel hub with the plastic hammer and
rotate it.
Tighten the wheel mounting nut, repeating the procedure
until no further tightening is possible. Then turn back the
nut approx. 30° and secure it.
Check the rolling resistance.
Specified value 11 - 17 Nm.

CAUTION:
Secure the wheel hub nut (1) and screw (3)
with Loctite 243 (according to section
"Utilisation of liquid glue").

2.4.5.7 ADJUSTING THE DRIVE SHAFT END PLAY

Drive the thrust washer (1) into the axle housing.

358 804 4601.0902
H01. Register 03

Insert the drive shaft into the axle housing.

Slide the sun gear (3) onto the drive shaft and install the
circlip (2) (grind side inwards, see arrow).
Slide the drive shaft in until the circlip contacts the sun
gear and the sun gear the thrust washer.
Mount the planetary hub reduction gear casing (4) on
the wheel hub using an O-ring.

461
Chapter 2
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Service
2.4.5.8 INSTALLING THE PLANETARY HOUSING

Install the O-ring in the planetary housing recess.

Install the preassembled planetary housing and secure
it.

Adjustment of axial play

The axial play between axle shaft and setscrew (5) in

the planetary housing should be 0.3 - 0.7 mm.
The adjustment is performed by screwing the setscrew
in until it contacts thrust surface of the axle shaft.
Turn the screw back from the tightened position about
72° - 170° (equals approx. 0.3 - 0.7 mm axial play).
Secure the setscrew and locknut with Loctite 270.

ATTENTION
When tightening the locknut (6), hold the setscrew (5) to prevent it from turning.

358 804 4601.0902

H01. Register 03

462
 Chapter 2
Ser vice Training
Service Page 45

2.4.5.8.1 REPAIRING THE PLANETARY HUB

- Remove the planetary hub reduction gear casing from the wheel
hub.
- Drive in the retaining pins (heavy type dowel pins) at the sun gear
shaft.
- Press out the planetary gear shaft inwards.
ATTENTION: Due to the difference of 0.1 mm in diameter, the
planetary gear shaft must not be pressed out out-
wards as this would destroy the hole in the planetary
hub reduction gear casing.
358 804 4601.0902
H01. Register 03

463
Chapter 2
Page 46 Ser vice Training
Service
Take the planetary gears with thrust washers and bearings out of the
planetary hub reduction gear casing.

INSTALLING THE PLANETARY HUB REDUCTION GEAR

Slide the bearing (1) into the planetary (2) gear.

Insert the planetary gears with bearings and thrust washers (3) into
the planetary hub reduction gear casing (drum in horizontal position).

358 804 4601.0902

H01. Register 03
Put the O-rings (7) for the planetary gear shaft (4) into the reduction
gear casing (5).
Press the shaft (4) in.

464
 Chapter 2
Ser vice Training
Service Page 47

CAUTION
Due to the difference in diameter, always press the shaft
from the outside in.
Be sure that the drilled hole in the planetary gear shaft and
drum coincide.

- Secure the planetary gear shaft with retaining pin (6).

2.4.5.9 AXLE DRIVE

358 804 4601.0902
H01. Register 03

2.4.5.9.1 INSTALLING AND ADJUSTING THE SPIRAL BEVEL GEAR

1 Spiral bevel gear 5 Shim (C)

2 Taper roller bearing 31314 6 Taper roller bearing 31312
3 Shim (S) 7 Drive flange
4 Spiral bevel gear casing 8 Drive-in nut

465
Chapter 2
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Service
2.4.5.9.2 ADJUSTING THE CONTACT PATTERN

In order to achieve a correct flank contact pattern,

the axial position of the spiral bevel gear must be
corrected with the shim (S). The required thickness
is determined by measurement.
A = Measured clearance from centre of
differential to shim
B = Dimension for correct position of spiral
bevel gear. This dimension is scribed in 1/100
mm on the face of the spiral bevel gear. It
states the deviations from the theoretical
clearance (A).
C = Width of taper roller bearing
The shim thickness used for the original adjustment
must be changed as indicated by the difference.
Insert the shim and press in the outer races of the
bearing.

Theor. dimension -A- in mm 204

358 804 4601.0902

H01. Register 03
Theor. dimension -S- in mm 3

Theor. dimension -C- in mm 38

Calculation example:

Theor. shim thickness -S- 3 mm

Dimension -B- on spiral bevel gear face from 0 -0.15 mm
Theor. dimension -A- 204 mm
Theor. width -C- of taper roller bearing 38 mm

Measured dimension -A- 203.95 mm (0.05 mm less than theor. dimension)

Theor. shim -S-

3.00 mm
- 0.05 mm
= 2.95 mm

Measured taper roller bearing 37.95 + 0.05 mm

= 3.00 mm

On spiral bevel gear face - 0.10 mm

Recorded dimension -B- + 10 = 2.90 mm shim thickness -S-

ATTENTION: The original shim -S- is only available with a thickness of 3.5 mm. In this example,
0.6 mm must be ground off the shim -S-.

466
 Chapter 2
Ser vice Training
Service Page 49

2.4.5.9.3 ADJUSTING THE SPIRAL BEVEL GEAR TAPER ROLLER BEARING

Press both outer races of the bearing into the drive

housing.
Make a rough estimate of the thickness (C) of the
shim. Place both inner rings of the taper roller bearing
into their outer rings (bearing bushings).

Measure dimension (A).

Measure dimension (B) on the spiral bevel gear.
Required shim thickness is: C = A - B

Heat the taper roller bearing on the spiral bevel gear

side to 80°C and fit on the spiral bevel gear (drive on
further after it has cooled).
Place the shim on the spiral bevel gear.
Insert the spiral bevel gear into the spiral bevel gear
housing. Heat the inner race with the roller cages to
80°C and drive onto the spiral bevel gear using a
sleeve.
Slide the drive flange on the spiral bevel gear.
358 804 4601.0902
H01. Register 03

Tighten the locking nut firmly by turning the bearing

bushing continuously.
Torque: 850 - 900 Nm
Measure the pre-tension of the bearing with a spring dynamometer. Correct a deviation of 1- 2 Nm pre-
tension from the specification by changing the thickness of the shim.
After the adjustment of the bearing, unscrew the locknut from the spiral bevel gear and remove the flange.
Press in the shaft seal and fill the space between the sealing lips with friction bearing grease (1).
Slide on the drive flange.
Screw on the retaining nut, coat the mating surface with sealant (2) and torque to 850 Nm.
Secure the nut by hitting in the collar at the groove on the bevel pinion.

467
Chapter 2
Page 50 Ser vice Training
Service
2.4.5.9.4 ASSEMBLY OF DIFFERENTIAL

NOTE: During assembly, all bevel gears and thrust washers

must be oiled well.

Place the differential side gear with thrust washer into the
differential case.

Install the spider with assembled differential pinions and

thrust washers.

Put differential side gear and thrust washer into place.

Position the differential case, paying attention to the matching

358 804 4601.0902

H01. Register 03
marks. Tighten the fastening screws to 200 Nm.
Secure with Loctite 262.

Check the differential pinions for ease of movement.

Place the crown wheel on the differential case and drive it on

with light blows. Torque the crown wheel screws to 200 Nm.
Secure with Loctite 262.
Coat the mating surface with Loctite 270.

Heat both tapered roller bearings to 80°C and drive on along

with the sleeve.

468
 Chapter 2
Ser vice Training
Service Page 51

2.4.5.9.5 ASSEMBLY OF AXLE CARRIER

Place the differential and outer bearing races on the upright

axle carrier with the bevel pinion already installed.

Install the bearing caps and align with the adjustment rings.

Be sure that the mark on the bearing cap matches the one on
the axle carrier.
(Do not interchange the bearing caps).

Tighten the bearing cap screws by hand. By turning the

adjustment nuts against each other, move them until the
backlash is approx. 0.3 - 0.4 mm.
358 804 4601.0902
H01. Register 03

Hold the bevel pinion at the drive flange.

Check the backlash with the dial gauge by turning the crown
wheel.
(Check the contact pattern, refer to "Adjustment of contact
pattern of Gleason type gear teeth").

Tighten the bearing cap screws. Torque: 310 Nm. Secure

with Loctite 262.

Screw on the lock plates for adjusting nuts.

Screw on the lock plates for adjusting nuts.

Torque for screws: 25 Nm
Secure with Loctite 262.

469
Chapter 2
Page 52 Ser vice Training
Service
2.4.5.9.6 ADJUSTMENT OF CONTACT PATTERN OF GLEASON TYPE GEAR TEETH

The following figures show faulty contact patterns. The text beside them gives tips for improving the
contact patterns. The dark arrows in the schematic representation of crown wheel and bevel gear indicate
the direction in which the gear in question must be pressed first. The light arrows indicate the direction in
which it must be hit during the second correction.

Ideal contact pattern.

Press drive bevel gear to crown wheel, then correct backlash.

358 804 4601.0902

H01. Register 03
Press drive bevel gear away from crown wheel, then correct backlash.

Reduce backlash. If reduction is not sufficient, press drive bevel gear to

crown wheel.

470
 Chapter 2
Ser vice Training
Service Page 53

Increase backlash. If reduction is not sufficient, press drive

bevel gear away from crown wheel.

Press drive bevel gear to crown wheel, increase backlash.

358 804 4601.0902
H01. Register 03

Press drive bevel gear away from crown wheel, decrease

backlash.

Press drive bevel gear to crown wheel, increase backlash.

Press drive bevel gear away from crown wheel, decrease

backlash.

471
Chapter 2
Page 54 Ser vice Training
Service
2.4.6 SPECIAL TOOLS

Part No. Description

038.004.0-4 Spanner for retaining nut (M26x1.5)

038.005.0-4 Spanner for adjusting nut size 1 (M1 12x1.5)

038.003.0-4 Spanner for wheel retaining nut (M26x1.5)

358 804 4601.0902

H01. Register 03
038.007.0-4 Driver for seal ring, specify diameter

056.010.0-4 Assembly tool for toric seal ring

038.674.0-3 Assembly tool for wheel hub seal ring

When ordering tools, specify the axle type and send the order to:

Kessler & Co. GmbH

Hüttlinger Straße 18–20
73453 Abtsgmünd
Germany

472
 Chapter 2
Ser vice Training
Service Page 55

2.5 PROPELLOR SHAFT

The propeller shaft transmits the drive from the transmission to the drive axle. There is a greaseable
universal joint (1) on each end of the shaft. The shaft is connected to the transmission output flange by
socket head cap screws (2) and nyloc nuts (4) as shown. The screws pass through a spacer tube (3),
this tube permits the fitting of a longer screw. This improves the elasticity factor of the screw and improves
it's clamping force reducing the likelyhood of the screw stretching and permiting the nut to come loose.

TRANSMISSION END

Screw dia 10mm fine

Hardness 12.9

Torque 65Nm

Nut Nyloc
358 804 4601.0902
H01. Register 03

DRIVE AXLE END

On the drive axle end of the shaft the same bolts are
fitted. There is no spacer as the bolts pass through the
brake disc.

Bolt details as above

473
 Maintenance & Service Manual
TE13 / TE17
Transmission
3 Speed
Short Drop

SPICERO FF-HIGHWAY COMPONENTS

CD-ROM: 8100066
04/2006 MANUAL: 8100067
474
SAFETY PRECAUTIONS
To reduce the chance of personal injury and/or property damage, the following instructions must be carefully ob-
served.

Proper service and repair are important to the safety of the service technician and the safe reliable operation of the
machine. If replacement parts are required, the parts must be replaced by spare parts which have the same part
number or with equivalent parts. DO NOT USE A SPARE PART OF LESSER QUALITY.

The service procedures recommended in this manual are ef fective methods for performing service and repair. Some
of these procedures require the use of tools specif cally designed for the purpose.

Accordingly, anyone who intends to use a spare part, service procedure or tool, which is not recommended by
SPICER OFF-HIGHWAY PRODUCTS, must f rst determine that neither his safety nor the safe operation of the
machine will be jeopardised by the spare part, service procedure or tool selected.

IMPORTANT
IT IS IMPORTANT TO NOTE THAT THIS MANUAL CONTAINS VARIOUS ‘CAUTIONS AND NOTICES’ THAT
MUST BE CAREFULLY OBSERVED IN ORDER TO REDUCE THE RISK OF PERSONAL INJURY DURING
SERVICE OR REPAIR, OR THE POSSIBILITY THAT IMPROPER SERVICE OR REPAIR MAY DAMAGE THE
UNIT OR RENDER IT UNSAFE.
IT IS ALSO IMPORTANT TO UNDERSTAND THAT THESE ‘ CAUTIONS AND NOTICES’ ARE NOT EXHAUSTIVE,
BECAUSE IT IS IMPOSSIBLE TO WARN ABOUT ALL POSSIBLE HAZARDOUS CONSEQUENCES THAT
MIGHT RESULT FROM FAILURE TO FOLLOW THESE INSTRUCTIONS.

CAUTION

WHEN MAINTENANCE WORKS REQUIRE WELDING, DISCONNECT BOTH CONNECTORS FROM THE
APC200 AND FROM THE VALVE UNIT, BEFORE ANY WELDING IS STARTED.

475
2. CLEANING and inspection

476
Cleaning and Inspection & Legend symbols

2.1 CLEANING

Clean all parts thoroughly using solvent type cleaning f uid. It is recommended that parts be immersed in
cleaning f uid and moved up and down slowly until all old lubricant and foreign material is dissolved and
parts are thoroughly cleaned.

CAUTION

CARE SHOULD BE EXERCISED TO AVOID SKIN RASHES, FIRE HAZARDS, AND INHALA-
TION OF VAPOURS WHEN USING SOLVENT TYPE CLEANERS.

2.1.1 BEARINGS

Remove bearings from cleaning f uid and strike f at against a block of wood to dislodge solidi f ed particles
of lubricant. Immerse again in cleaning f uid to f ush out particles. repeat above operation until bearings are
thor oughly clean. Dry bearings using moisture-free compressed air. Be careful to direct air stream across
bearing to avoid spinning. DO NOT SPIN BEARINGS WHEN DRYING. Bearings may be rotated slowly by
hand to facilitate drying process.

2.1.2 HOUSINGS

Clean interior and exterior of housings, bearing caps, etc... thoroughly . Cast parts may be cleaned in hot
solution tanks with mild alkali solutions providing these parts do not have ground or polished surfaces.
Parts should remain in solution long enough to be thoroughly cleaned and heated. This will aid the evapo -
ration of the cleaning solution and rinse water. Parts cleaned in solution tanks must be thoroughly rinsed with
clean water to remove all traces of alkali. Cast parts may also be cleaned with steam cleaner.

CAUTION

CARE SHOULD BE EXERCISED TO AVOID INHALATION OF VAPOURS AND SKIN RASHES

WHEN USING ALKALI CLEANERS.

All parts cleaned must be thoroughly dried immediately by using moistere-free compressed air or soft lint-
less absorbant wiping rags, free of abrasive materials such as metal f llings, contaminated oil or lapping

2.2 INSPECTION

The importance of careful and thorough inspection of all parts cannot be overstressed. replacement of all
parts showing indication of wear or stress will eliminate costly and avoidable failures at a later date.

2.2.1 BEARINGS

Carefully inspect all rollers: cages and cups for wear, chipping, or nicks to determine f tness of bearings for
further use. DO NOT REPLACE A BEARING CONE OR CUP INDIVIDUALLY without replacing the mating
cup or cone at the same time. After inspection, dip bearings in Automatic Transmission Fluid and wrap in
clean lintless cloth or paper to protect them until installed.

477
Cleaning and Inspection & Legend symbols

2.2.2 OIL SEALS, GASKETS, ETC.

Replacement of spring load oils seals, “O” rings, metal sealing rings, gaskets and snap rings is more eco-
nomical when the unit is disassembled than premature overhaul to replace these parts at a future time.
Further loss of lubricant through a worn seal may result in failure of other more expensive parts of the as-
sembly. Sealing members should be handled carefully, particularly when being installed. Cutting, scratching
or curling under of lips of seals seriously impairs its eff ciency.
When assembling new metal type sealing rings, these should be lubricated with a coat of chassis grease
to stabilise rings in their grooves for ease of assembly of mating members. Lubricate all “O” rings and seals
with recommended type Automatic Transmission Fluid before assembly.

2.2.3 GEARS & SHAFTS

If Magna-Flux process is available, use process to check parts. Examine teeth on all gears carefully for wear
,
pitting, chipping, nicks, cracks or scores. If gear teeth show spots where case hardening is worn through or
cracked, replace with new gear. Small nicks may be removed with suitable hone. Inspect shafts and quills
to make certain they are not sprung, bent or spline-twisted, and that shafts are true.

2.2.4 HOUSINGS, COVERS, ETC.

Inspect housings, covers and bearing caps to ensure that they are thoroughly clean and that mating surfaces,
bearing bores, etc... are free from nicks or burrs. Check all parts carefully for evidence of cracks or conditions
which would cause subsequent oil leaks or failures.

2.3 LEGEND SYMBOLS

6PRQWDJJLRGLVRWWRJUXSSL 6RVWLWXLUHFRQRJQLPRQWDJJLR
'LVDVVHPEO\RIDVVHPEO\JURXSV 5HQHZDWHDFKUHDVVHPEO\

0RQWDJJLRGLVRWWRJUXSSL 7RJOLHUHPHWWHUHODVLFXUD
5HDVVHPEOHWRIURPDVVHPEO\JURXS 8QORFNORFNHJVSOLWSLQORFNLQJSODWHHWF

6PRQWDJJLRGLSDUWLFROODULLQJRPEUDQWL 0HWWHUHODVLFXUDLQFROODUHPDVWLFHOLTXLGR

5HPRYHREVWUXFWLRQSDUWV /RFNDGKHUHOLTXLGVHDODQW

0RQWDJJLRGLSDUWLFROODULLQJRPEUDQWL (YLWDUHGDQQLDLPDWHULDOLGDQQLDLSH]]L
5HLQVWDOOUHPRXQWSDUWVZKLFKKDGREVWUXFWHGGLVDVVHPEO\ *XDUGDJDLQVWPDWHULDOGDPDJHGDPDJHWRSDUWV

$WWHQ]LRQHLQGLFD]LRQHLPSRUWDQWH 0DUFKLDULSULPDGHOORVPRQWDJJLRSHULOPRQWDJJLR

$WWHQWLRQLPSRUWDQWQRWLFH 0DUNEHIRUHGLVDVVHPEO\REVHUYHPDUNVZKHQUHDVHPEO

&RQWUROODUHUHJRODUHSHFRSSLHPLVXUHSUHVVLRQHHWF &DUULFDUHULHPSLUHROLROXEULILFDQWH

&KHFNDGMXVWHJWRUTXHGLPHQVLRQVSUHVVXUHVHWF )LOOLQJWRSSLQJXSUHILOOLQJHJRLOFRROLQJZDWHUHWF

7 $WWUH]]DWXUHVSHFLDOL3 3DJLQD 6FDUULFDUHROLROXEULILFDQWH

7 6SHFLDOWRRO 3 3DJH 'UDLQRIIRLOOXEULFDQW

5LVSHWWDUHGLUH]LRQHGLPRQWDJJLR 7HQGHUH
1RWHGLUHFWLRQRILQVWDOODWLRQ 7LJKWHQFODPSWLJKWHQLQJDFODPSLQJGHYLFH

&RQWUROODUHHVDPLQDUHFRQWUROORYLVXDOH ,QVHUHSUHVVLRQHQHOFLUFXLWRLGUDXOLFR
9LVXDOLQVSHFWLRQ $SSO\SUHVVXUHLQWRK\GUDXOLFFLUFXLW

(YHQWXDOLPHQWHULXWLOL]]DEOHVRVWLWXLUHVHQHFHVVDULR 3XOLUH

3RVVLEO\VWLOOVHUYLFHDEOHUHQHZLIQHFHVVDU\ 7RFOHDQ

TE13/17 3 SD 04/2006
478
3 TECHNICAL SPECIFICATIONS

479
Technical specifications

30)#%2/&& ()'(7!9
7(1%5,(/(
%
%(/*,80

02'(/
6(5,$/

3.1. IDENTIFICATION OF THE UNIT

1. Model and type of the unit

2. Serial number.

3.2. WEIGHT, DIMENSIONS, OIL CAPACITY

Weight (dry): 570 Kg [1257 lb]

Max. Length: 1045 mm [41.14”]
Max. With: 693 mm [27.28”]
Max. Heigth: 826.4 mm [32.53”]

Oil capacity

25 liter [6.6 US Gallon] without cooler and hydraulic lines.

Consult Operator’s manual on applicable machine for system capacity.

480
Technical specifications

3.3 TIGHTENING TORQUES

3.3.1 Torque specifications for lubricated or plated screw threads

'RADE 'RADE

./- &).%4(2%!$ #/!23%4(2%!$ &).%4(2%!$ #/!23%4(2%!$

3):% ,"3 &4 ;.M= ,"3 &4 ;.M= ,"3 &4 ;.M= ,"3 &4 ;.M=

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

   ; =   ; =   ; =   ; =

0!24.2
BEGINS # # # ' ' # ' '
WITH

481
Technical specifications

3.3.1 Torque specifications for lubricated or plated screw threads (continued)

'2!$% '2!$% '2!$%

#/!23%4(2%!$ #/!23%4(2%!$ #/!23%4(2%!$
./-3):% ,"& &4 ;.M= ,"& &4 ;.M= ,"& &4 ;.M=

-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
0!24.2
BEGINS #- '- #- #- '- '-
WITH

'2!$% '2!$% '2!$%

&).%4(2%!$ &).%4(2%!$ &).%4(2%!$
./-3):% ,"& &4 ;.M= ,"& &4 ;.M= ,"& &4 ;.M=

-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =
-X   ; =   ; =   ; =

0!24.2
BEGINS #- '-
WITH

482
Technical specifications

3.3.2 Elastic stop nut torque

'RADE

./- &).%4(2%!$ #/!

3):% ,"3 &4 ;.M= ,"3 &4

   ; =  

   ; =  

   ; =  

   ; =  

   ; =  

3.3.3 Torque tables for plugs (“o”-ring ports)

4(2%!$3):% 4/215%

,"& &4 ;.M=
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
    ; =
0ARTNRBEGINSWITH + +

3.3.4 Torque tables for pipe plugs

4(2%!$3):% 4/215%

,"3 &4 ;.M= 0ARTNRBEGINSWITH
    ; = & + + 
    ; = & & + + 
    ; = & & + + 
    ; = & & + + 
    ; = & & + + 
 OR   ; = & & + + 
    ; = & & + + 
    ; = & & + + 

3.3.5 Permanent metric plug torque chart

3OXJV3HUPDQHQW3OXJV

.OMINAL 4ORQUE

IZE .M ,BSFT
-
X   ; =
(
-
X   ; =
(

483
Technical specifications

3.4 PRESSURE & TEMPERATURE SPECIFICATIONS

• Normal operating temperature 70 - 120°C [158 - 248F] measured at temperature check port to cooler
(port 71 - **).

• Maximum allowed transmission temperature 120°C [248 F].

• Transmission regulator pressure (*) - (neutral) - port 31 (**).

- at 600 RPM min. 26 bar [327 PSI] minimum.
- at 2650 RPM : 31 bar [449.6 PSI] maximum.

• Pump f ow (*)
- at 2200 RPM in neutral: 92.1 l/min. minimum [24.3 GPM].

• Clutch pressures (*)

- 1st clutch: port 41 (**).
- 2nd clutch: port 42 (**).
- 3rd clutch: port 43 (**).
- forward clutch: port 45 (**).
- reverse clutch: port 46 (**).

at 2200 RPM :
- 26 - 30 bar [377 - 435.1 PSI] clutch activated.

• Filter bypass valve set at 4.5 bar(*) [65.2 PSI].

• Lube pressure (*) (port 33) - 0.4 - 0.85 bar [5.8 - 12.3 PSI] at 35 l/min. [9.2 GPM] converter f ow.

• Internal total leakage at 1000 engine RPM

N0 = 4 L/min. [1.05GPM]
N1-3 = 8 L/min [2.11 GPM]
Fwd0 / Rev0 = 8 L/min [2.11 GPM]

• Safety valve : cracking pressure (*) 7.5 bar [108.7 PSI].

• To cooler (converter out) pressure (*) (port 32) 3 bar min. (43.5 PSI) at 2200 RPM and max. 6.5 bar
(94.27 PSI) at no load governed speed).

(*)All pressures and f ows to be measured with oil temperature of 82 - 93° C ( 180 - 200F).
(**) Refer to section troubleshooting for check port identif cation.

484
Technical specifications
3.5 ELECTRICAL SPECIFICATIONS

• Electronic controlled modulation valves (Fwd/Rev/2nd/1st-3rd).

coil resistance : 4.35 ± 0.35 Ω at 25°C [77°F].

• Total neutral and 1st/3rd range solenoid:

coil resistance : 28 ± 2 Ω at 20°C [68°F].

• Speed sensor :
- type: magneto resistive sensor.
- sensing distance: 0 - 1,8 mm [0” - 0.07”].
- Sensor signal: generates a square current with a f xed amplitude changing between 7 and 14 mA.

3.6 HYDRAULIC COOLER LINES SPECIFICATIONS

• Minimum 19 mm [0.75”] internal diameter for lines and f ttings.

• Suitable for operation from ambient to 120° C [248° F] continuous operating temperature.
• Must withstand 30 bar [435PSI] continuous pressure and with 45 bar [652PSI] intermittent surges.
• Conform SAE J1019 and SAE J517,100RI.

485
4 MAINTENANCE

486
Maintenance
4.1. OIL SPECIFICATION

4.1.1 RECOMMENDED LUBRICANTS

• Dexron* III, viscosity at 40° C [104° F]: 33 - 38 cSt

100° C [212° F]: 7 - 8 cSt

SUMP PREHEATERS

Preheat the transmission f uid to the mimimum temperature for the oil viscosity used before engine startup.

NORMAL OIL CHANGE INTERVAL

Drain and ref ll system every 1000 hrs for average environmental and duty cycle conditions. Severe or
sustained high operating temperature or very dusty atmospheric conditions will result in accelerated
detioration or contamination. Judgement must be used to determine the required change intervals for extreme
conditions.

Drain and ref ll system as follows (drain with oil at 65 - 93° C [150 - 200 F°])
1. Drain transmission.
2. Remove and discard f lter. Install new f lter.
3. Ref ll transmission to FULL mark.
4. Run engine at 500 - 600 RPM to prime convertor and lines.
5. Recheck level with engine running at 500 - 600 RPM and add oil to bring level to LOW mark.
When oil temperature is hot 82.2 - 93.3 °C (180- 200 F) make f nal oil level check and adjust if
necessary to bring oil level to FULL mark.

Note

I T IS RECOMMENDED THAT OIL FILTER BE CHANGED AFTER 100 HOURS OF OPERATION ON NEW, REBUILT OR
REPAIRED UNIT.

EXTENDED OIL CHANGE INTERVAL

Extended oil service life may result when using synthetic f uids. Appropriate change intervals should be
determined for each transmission by measuring oil oxidation and wear metals over time, to determine a
baseline. Wear metals analysis can provide useful inforamtion but a transmission should not be removed from
service based solely on this analysis.

FILTERS

Service oil f lter element intervals

100hrs f rst time
Then every 1000 hrs under normal envirronmental and duty cycle conditions.

4.2 MAINTENANCE INTERVALS

4.2.1 DAILY

Check oil level daily with engine running at idle (600 RPM) and oil at 82 - 93 °C (180-200 F).
Maintain oil level at full mark.

* DEXRON is a registered trademark of GENERAL MOTORS CORPORATION

487
Maintenance
4.2.2 CLUTCH CALIBRATION

EVERY 2000HRS PERFORM AUTOMATIC CLUTCH CALIBRATION

4.3 SERVICING MACHINE AFTER COMPONENTS OVERHAUL

The transmission, torque converter, and its allied hydraulic system are important links in the driveline between
the engine and the wheels. The proper operation of either unit depends greatly on the condition and operation
of the other. Therefore, whenever repair or overhaul of one unit is performed, the balance of the system must
be considered before the job can be considered complete.
After the overhauled or repaired transmission has been installed in the machine, the oil cooler, and connecting
hydraulic system must be thoroughly cleaned. This can be accomplished in several manners and a degree of
judgement must be exercised as to the method employed.

The following are considered the minimum steps to be taken:

1. Drain entire system thoroughly.
2. Disconnect and clean all hydraulic lines. Where feasible hydraulic lines should be removed from
machine for cleaning.
3. Replace oil f lter element.

4. The oil cooler must be thoroughly cleaned. The cooler should be “back f ushed” with oil and
compressed air until all foreign material has been removed. Flushing in direction of normal oil
f ow will not adequately clean the cooler. If necessary, cooler assembly should be removed from
machine for cleaning, using oil, compressed air, and steam cleaner for that purpose. DO NOT use
f ushing compounds for cleaning purposes.

IMPORTANT
DO NOT USE FLUSHING COMPOUNDS FOR CLEANING PURPOSES.

5. Reassemble all components and use only type oil recommended for lubrication section.
Fill transmission through f ller opening until f uid comes up to the oil level check port.

Run engine 2 minutes at 500+600 R.P.M. to prime torque converter and hydraulic lines.
Recheck level of f uid in transmission with engine running at idle (500-600 R.P.M.).

Add quantity necessary to bring f uid level to oil level check port.

Recheck with hot oil (180-200 F) 82-93° C.

6. Recheck all drain plugs, lines, connections, etc., for leaks and tighten where necessary.

488
Maintenance
4.4 PROCEDURE FOR PERFORMING AUTOMATIC CALIBRATION

4.4.1 INTRODUCTION

The APC200 f rmware contains an automatic transmission calibration procedure, which is able to optimize the
shift quality of the transmission.

An automatic calibration has to be done:

- When the vehicle is build at the OEM

- Every 2000 hrs of transmission operation

- When an overhaul of the transmission is done

- When the transmission is repaired

- When the APC200 is replaced

4.4.2 RUNNING THE AUTOMATIC CALIBRATION

4.4.2.1 HOW TO ENTER THE CALIBRATION MODE

The automatic calibration mode is entered by pressing the S-button on the APC200 <display for 15 seconds
during POWER-UP of the APC200 (See above f gure)

489
Maintenance
4.4.3 PERFORMING AN AUTOMATIC CALIBRATION
Before the automatic calibration can be started, a number of conditions need to be fulf lled :

- The parking brake on the vehicle has to be activated.

- The transmission temperature needs to be above 60° C. See the next paragraph how to use the
‘HEAT’-mode to do this in a time effective way.

- The engine speed has to be kept at around 800 rpm (± 200 rpm) during the complete calibration. If
the APC200 has control over the engine, the engine speed will be adapted automatically.

If all the conditions mentioned above are met, the actual automatic calibration can be performed starting from
the following display on the APC200 :

To trigger the automatic calibration procedure, push the S-button once. You will get this APC200-display readout:

The APC200 asks you to put the shift lever in FORWARD.

The automatic transmission calibration procedure starts. This is indicated on the APC200-display :

‘c1’ stands for ‘clutch 1’ being forward, while ‘M1’ stands for ‘mode 1’ of the calibration.

When all clutches have been calibrated, the APC200 displays :

At this point, the automatic calibration has completed successfully. The normal duration of a complete
transmission calibration is around 15 minutes.

To exit the automatic calibration mode, you should need to switch off the ignition key the vehicle. Make sure that
the APC200 has powered down – wait for 2 seconds. Now restart the vehicle and the new tuning results will be
activated automatically.

REMARK 1 :

If you get any different information on the APC200 display as described above, there can be two possible
reasons
:
• the calibration conditions are not fulf lled (temperature is too low, parking brake switched off, the vehi
cle is moving, engine rpm is too high or too low)

• a calibration error has occurred during the calibration (message starting with an ‘E’).

For possible messages see chapter 4.4.5

490
Maintenance
REMARK 2 :
By selecting REVERSE on the shift lever, while the automatic calibration is performing, the procedure will abort
the automatic calibration immediately and restart the APC200. You can use this as an emergency procedure
when something goes wrong during the calibration procedure.

Note : by aborting the automatic calibration, the calibration is not f nalized and needs to be done from the
beginning.

4.4.4 HEATING UP THE TRANSMISSION BY USING THE ‘HEAT’-MODE

The ‘HEAT’-mode allows to select forward / reverse while the parking brake is activated, without forcing neutral
and will disable the inching and declutch function. During the heat mode the highest gear is forced – even when
the shift lever is in a lower gear. This combination allows the driver to heat up the transmission by going into
stall.

The paragraph how to enter the calibration mode (see 1st paragraph), also displays how the ‘HEAT’-mode can be
activated. Once you see on the display “tran”, you can press the M-button once to go into the “heat”-mode. The
APC200 will display :

To trigger the ‘HEAT’-mode, push the S-button. The APC200 will display the sump temperature :

This means the actual sump temperature of the transmission is 20°C.

FULL

IDLE

forward

neutral

15 Sec. 15 Sec.

491
Maintenance
Perform the following steps in order to heat up the transmission :
1. Make sure the parking brake is active and works properly.

2. Put the transmission in forward by selecting forward with the shift lever and then accelerates the
engine to full throttle.

3. Keep the engine at full throttle for about 15 seconds and then put the gearbox in neutral by selecting
neutral with the shift lever. Keep the engine at full throttle!

4. Keep the gearbox in neutral at full engine throttle for about 15 seconds again.

5. Release the throttle pedal and decelerate the engine to idle.

6. Go back to point 2 and repeat until the APC200 display shows a temperature above 60°C. When the
temperature is above 60° C, the temperature indication on the display starts blinking. Now you can
switch to the automatic calibration, by pressing the M-button for several times – until the APC200
displays “tran”.

REMARK :

During this warm up procedure, it is possible that the converter out temperature of the transmission exceeds the
maximum limit. This is a consequence of heating up the transmission using this quick procedure.

When this occurs, the engine speed will be limiting to half throttle when the APC200 has engine control or forcing
neutral when the APC200 has no engine control. To solve this, simply leave the transmission in neutral for a
minute and throttle the engine to around 1300 rpm. This will allow the heat in the converter to be evacuated.

After one or two minutes, you can resume the heating up procedure if the transmission temperature has not
reached 60 °C yet.

492
Maintenance

4.4.5 CALIBRATION CONDITION MESSAGES AND CALIBRATION ERRORS

This chapter gives an overview of the most common calibration condition messages. Normally, you will be able
to repair the cause of a calibration condition message yourself. However, you will have to contact the OEM of the
machine when a calibration error appears.

4.4.5.1 Calibration condition messages

The APC200 expects the shift lever Put the shift jever back in NEUTRAL
to be in NEUTRAL, but f nds it in
another position.

(FORWARD or REVERSE)
THE APC200 expects the partking Put the parking brake ON
brake to be ON while it is OFF

The APC200 has detected output Verify that the parkiing brake is ON and working
speed properly. If this is already the case, you will be
obliged to keep the machine at standstill by using the
footbrake.

Once the machine has been stopped, the APC200

Engine RPM is to low according
to the limit that is necessary for
calibration.
will ask the driver to shift to FORWARD before
continuing the calibration.
If the vehicle is equiped with throttle-by-wire, the
engine RPM will be automatically adapted. In the
other case, the driver has to change the throttle pedal
position until the display looks as follows:

Engine RPM is to high according

to the limit that is necessary for
calibration.

After being to low or to high,

the engine RPM is coming back
into the correct bounderies for
calibration
When during the automatic
transmission calibration the
temperature becomes to low, the
APC200 display indicates the
actual transmission temperature.
Use the M-button on the APC200 to go back to
the 'HEAT' mode and the S-button to trigger this
mode. Now you have to warm-up the transmission
again until the temperature is above 60° C [140°
F]. Then go back to the automatic tuning mode by
the M-button and trigger this one again to continue
calibration.

4.4.5.2 Calibration errors

Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example : E1.25). Please contact the OEM of the
machine if an error of this form appears on the display.

493
5. INSTALLATION DETAILS

494
Installation Details
5.1 CONVERTER DRIVE COUPLING

Measure the “A” dimension (bolt circle diameter) and order drive plate kit listed below. Note three (3) kits have
two (2) intermediate drive plates and one (1) drive plate and weld nut assembly. Three (3) kits with three inter-
mediate drive plates.

ALIGNMENT HOLES

(1) DRIVE PLATE AND

WELD NUT ASSEMBLY

A
A

BOLT CIRCLE DIA. BOLT CIRCLE DIA.

BACKING RING (2) INTERMEDIATE DRIVE PLATES BACKING RING (3) INTERMEDIATE DRIVE PLATES

“A” Dimension (Bolt circle diameter) “A” Dimension (Bolt circle diameter)

• 13.125” [333.38 mm] diameter • 12.125” (333.38 mm) diameter

• 13.500” [342.90 mm] diameter • 13.500” (342.90 mm) diameter

Each kit will include the following parts: Each kit will include the following parts:
• 2 Intermediate drive plates. • 3 Intermediate drive plates.
• 1 Drive plate and weld nut assembly. • 1 Backing ring.
• 1 Backing ring. • 10 Mounting screws.
• 10 Mounting screws. • 10 Lockwashers.
• 10 Lockwashers. • 1 Instruction sheet.
• 1 Instruction sheet.

Position drive plate and weld nut assembly on torque converter assembly with weld nuts toward converter.
Align intermediate drive plates and backing plate with holes in torque converter assembly.

NOTE
TWO DIMPLES 180° APART IN BACKING RING MUST BE OUT TOWARD ENGINE FLYWHEEL (HOLLOW
SIDE FACING TORQUE CONVERTER ASSEMBLY). INSTALL CAP SCREWS AND LOCKWASHERS. TIGHTEN
CAP SCREWS TORQUE AS PER TORQUE SPEC.

495
Installation Details
5.2 TRANSMISSION TO ENGINE INSTALLATION PROCEDURE
)/<:+((/+286,1* 02817
',$/,1',&$725
1. Remove all burrs from f ywheel mounting face +(5(

and nose pilot bore. Clean drive plate surface with

solvent.
(1*,1(
2. Check engine f ywheel & housing for
conformance to standard SAE No. 3 per SAE J927
and J1033 tolerance specif cations for pilot bore size, )/<:+((/
3,/27%25(
pilot bore runout and mounting face f atness. Measure
and record engine crankshaft end play (Fig. 1).
3. Install two 63,50 mm (2.50”) long transmission )/<:+((/

to f ywheel housing guide studs in the engine

f ywheel housing as shown. Rotate the engine
),*
f ywheel to align a drive plate mounting screw hole
with the f ywheel housing access hole
(Fig. 2). )/<:+((/+286,1* &219(57(5+286,1*

*4. Install a 101,60 mm (4.00”) long drive plate

locating stud .3750-24 f ne thread in a drive plate
nut. Align the locating stud in the drive plate with the
f ywheel drive plate mounting screw hole positioned in 678'
step No. 3.
5. Rotate the transmission torque converter to align
the locating stud in the drive plate with the f ywheel $/,*1,1*
678'6
drive plate mounting screw hole positioned in step No.
3. Locate transmission on f ywheel housing. )/<:+((/ '5,9(
3/$7(
Aligning drive plate to f ywheel and transmission to
f ywheel housing guide studs. Install transmission to
),*
f ywheel housing screws. Tighten screws to specif ed
torque. Remove transmission to engine guide studs.
63(&,$/678':$6+(5$1'
Install remaining screws and tighten to specif ed 6(/)/2&.187)851,6+('
torque. )/<:+((/+286,1* %<(1*,1(0$18)$&785(5

*6. Remove drive plate locating stud.

7. Install drive plate attaching screw and washer.
Snug screw but do not tighten. Some engine f ywheel )/<:+((/

housings have a hole located on the f ywheel housing

circumference in line with the drive plate screw access ,03(//(5
&29(5
hole. A screwdriver or pry bar used to hold the drive
plate against the f ywheel will facilitate installation of
the drive plate screws. Rotate the engine f ywheel and ,17(50(',$7(
install the remaining seven (7) f ywheel to drive plate
'5,9(3/$7(6

attaching screws. Snug screws but do not tighten.

After all eight (8) screws are installed.
Torque each one according to troque specif cations.
),* ),*
This will require tightening each screw and rotating
the engine f ywheel until the full amount of eight (8)
screws have been tightened to specif ed torque. 3/$7(672%(,167$//('
:,7+&21&$9(6,'(
8. Measure engine crankshaft end play after 72:$5'(1*,1()/<:+((/
transmission has been completely installed on engine
f ywheel. This value must be within 0,025 mm (0.001”)
of the end play recorded in step No. 2.

* Does not apply to units having 3 intermediate drive

),*
plates. See Fig.4.

496
Installation Details
5.3 EXTERNAL PLUMBING

#OOLER
&ROMTRANSMISSIONOUT
TOCOOLER

&ROMCOOLERTO
TRANSMISSIONIN

5.3.1 COOLER & FILTER LINES SPECIFICATIONS

• Minimum 19 mm (.75 inch) internal diameter for lines and f ttings.

• Suitable for operation from ambient to 120 °C (248 F) continuous operating temperature.
• Must withstand 30 bar (435 psi) continuous pressure and with 45 bar (652 psi) intermittent surges.
• Conform SAE J1019 and SAE J517,100RI.

497
 5.4

Ä
Installation Details

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 Position sign

Pin 2 Pin 1

PIN NUMBER FUNCTION CONNECTION

1 Current Input Hot wire
2 Current Output Ground wire

the magneto resistive sensor generates a square wave current with a f xed amplitude changing between 7 mA
and 14 mA.
The sensor has an integrated AMP superseal 3 pin connector.
The two pins are numbered 1, 2 & 3.
Following table shows the relation between wire colour, pin number and connection.

NOTE
THE SENSOR WIRES HAVE A POLARITY.
BE SURE TO CORRECTLY OBSERVE SENSOR POLARITIES, AS WRONG CONNECTIONS WILL DEACTIVATE
THE SENSOR !

499
6 TRANSMISSION OPERATION

500
Transmission Operation
6.1 THE TRANSMISSION ASSEMBLY

Basically the transmission is composed of f ve main assemblies:

1. The converter, pump drive section and pressure regulating valve.
2. The input shaft and directional clutches.
3. The range clutches.
4. The output section.
5. The transmission control valve.

34 .$ 2%6

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501
Transmission Operation
6.1.1 THE CONVERTER, PUMP DRIVE SECTION AND PRESSURE REGULATING VALVE

Engine power is transmitted from the engine f ywheel to the impeller through the impeller cover.
This element is the pump portion of the hydraulic torque converter and is the primary component which starts
the oil f owing to the other components which results in torque multiplication. This element can be compared
to a centrifugal pump, that picks up f uid at its centre and discharges it at the outer diameter.
The torque converter turbine is mounted opposite the impeller and is connected to the turbine shaft of the
torque converter. This element receives f uid at its outer diameter and discharges it at its centre.
The reaction member of the torque converter is located between and at the centre of the inner diameters of
the impeller and turbine elements. Its function is to take the f uid which is exhausting from the inner portion of
the turbine and change its direction to allow correct entry for recirculation into the impeller element.

This recirculation will make the converter to multiply torque.

The torque multiplication is function of the blading (impeller, turbine and reaction member) and the converter
output speed (turbine speed). The converter will multiply engine torque to its designed maximum multiplication
ratio when the turbine shaft is at zero RPM (stall).

Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing.

The hydraulic pump is connected with the pump drive gear. This pump drive gear is driven by the impeller hub
gear. Since the impeller hub gear is connected with the impeller cover, the pump speed is in direct relation
with the engine speed.

67 1' 5(9

5' ):'

TE13/17 3 SD 04/2006
502 6-29
Transmission Operation
6.1.2 THE INPUT SHAFT AND RANGE CLUTCHES

The turbine shaft driven from the turbine transmits power to the range clutch.
These clutches consist of a drum with internal splines and a bore to receive a hydraulic actuated piston.
The piston is oil tight by the use of sealing rings. The steel discs with internal splines, and friction discs with
external splines, are alternated until the required total is achieved.

A back-up plate is then inserted and secured with a retainer ring. A hub with outer diameter splines is inserted
into the splines of discs with teeth on the inner diameter. The discs and hub are free to increase in speed or
rotate in the opposite direction as long as no pressure is present in that specif c clutch.
To engage the clutch, the solenoid will direct oil under pressure through tubes and passages to the selected
clutch shafts.

Oil sealing rings are located on the clutch shafts. These rings direct the oil through a drilled passage in the
shaft to the desired clutch.

Pressure of the oil forces the piston and discs against the back-up plate. The discs with splines on the outer
diameter clamping against discs with teeth on the inner diameter enables the drum and hub to be locked
together and allows them to drive as one unit.

When the clutch is released, a return spring will push the piston back and oil will drain back via the shift spool,
the bleed valve or holes in the clutch piston into the transmission sump.

These bleed valves will only allow quick escape of oil when the pressure to the piston is released.

(The engagement of all range and directional clutches is modulated and electronically controlled.). This means
that clutch pressure is built up gradually. This will enable the unit to make forward, reverse shifts while the
vehicle is still moving and will allow smooth engagement of drive.

34 .$ 2%6

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503
Transmission Operation

6.1.3 THE DIRECTIONAL CLUTCHES

Once a range clutch is engaged power is transmitted to the directional clutches (Fwd/Rev).
Operation and actuation of the directional clutches is similar to the range clutches.
The engagement of the directional clutches is modulated.

6.1.4 THE OUTPUT SECTION

With a directional clutch engaged, power is f nally transmitted to the output shaft.
Output rotation is the same as the engine rotation when the forward clutch is engaged.

34 .$ 2%6

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34 .$ 2%6

2$ &7$

504
Transmission Operation

6.2 THE TRANSMISSION CONTROLS (REFER TO HYDRAULIC DIAGRAM)

The transmission is controlled by an APC200 box. This unit has a microprocessor that receives certain inputs
(gear selector position, speed senors,...), which are processed and will give output signals to the control valve.

Operation of the valve

Regulated pressure 25 - 29 bar [363 - 421 PSI] is directed to the total neutral shift spool and the pressure
reducer that will decrease the pressure to 12 bar [174 psi].
This reduced pressure will be used to supply the variable force solenoids (VFS), total neutral solenoid or 3rd/
1st solenoid.

When activated the VFS will give an output pressure curve from 0 to 6 bar [0-87PSI] proportional to a current
from 1000mA to 0 mA. The pressure intensif ers with a ratio of 5:1 will multiply this pressure curve so that a
curve from 0 to 30 bar [290 PSI] is available for each directional and range clutches. Between each VFS a
pressure intensif er is placed and an accumulator to dampen any hydraulic vibration.

Directional selection
When a direction (forward or reverse) is selected, the total neutral solenoid is activated and the required
directional VFS will provide a pressure rise from 0 to 6 bar. The directional clutch is then fed with modulated
pressure supplied through the pressure intensif er.

Range selection
When 1st clutch is selected, the 3rd/1st solenoid is activated. The 1st/3rd VFS will provide a pressure curve
from 0 to 6 bar. The pressure intensif er will multiply this pressure and will feed 1st clutch via the activated
3rd/1st spool.

When 2nd clutch is selected, the 3rd/1st VFS will decrease pressure from 6 to0 bar, thus releasing the 1st
clutch in a controlled fashion. At the same time the 2nd VFS will provide a pressure curve from 0 to 6 bar. This
pressure is fed to the 2nd clutch via the pressure intensif er, which will provide clutch overlap.
When the shift is f nalized the 3rd/1st solenoid is deactivated.

When 3rd clutch is selected the 3rd/1st solenoid is not activated. The 1st/3rd VFS will provide a pressure
curve from 0 to 6 bar and will feed the 3rd clutch via a pressure intensif er and the deactivated 3rd/1st spool.
At the same time the 2nd VFS will decrease pressure from 6 to 0 bar providing clutch overlap.
When the shift is f nalized the 4th/2nd solenoid is deactivated.

Neutral selection
When neutral is selected (1st, 2nd, or 3rd) the total neutral solenoid is activated and the VFS's for forward and
reverse are fed by a 1000mA current which will result in a 0 bar output. Thus providing 0 bar pressure to the
forward and reverse clutch. The range clutches 1st, 2nd, or 3rd remain activated by their respective VFS.

Total neutral selection

Total neutral is only selected by the APC200 in case a severe error is detected which will cause a shutdown.
When total neutral is selected, the total neutral solenoid is not activated and as a result no pressure is
supplied to the pressure intensif ers.

505
Transmission Operation
Pressure switch
The control valve also has a pressure switch installed between the total neutral shift spool and the pressure
intensif ers supply. This switch has 2 functions:

1 It will verify that a minimum pressure of 12 bar to the various pressure intensif ers is supplied only
when the total neutral solenoid is activated. This information is an input of the APC200 box and if pressure is
detected below 12 bar the controller will put the transmission in total neutral which causes a shutdown.

2 It will verify if only 1 direction clutch and 1 range clutch is activated when the shift is f nalized. I
detection is made that 2 direction clutches or 2 range clutches are hydraulically activated, it will provide an
input signal to the APC200 which will put the transmission in total neutral which causes a shutdown.

6.3 Electric solenoid controls

Transmission gear Activated On/Off Activated VFS's Activated clutches

Solenoids (Full Current)
Forward 3 Total Neutral Reverse, 2nd Forward, 3rd
Forward 2 Total Neutral Reverse, 1st, 3rd Forward, 2nd
Forward 1 Total Neutral, 1st/3rd Reverse, 2nd Forward, 1st
range

Neutral 1 Total Neutral, 1st/3rd Forward, Reverse, 2nd 1st

range

Reverse 3 Total Neutral Forward, 2nd Reverse, 3rd

Reverse 2 Total Neutral Forward, 1st, 3rd Reverse, 2nd
Reverse 1 Total Neutral, 1st/3rd Forward, 2nd Reverse, 1st
range

506
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6.4.1 Neutral Selected

C O N V ERTER

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Transmission Operation

H O SE H O SE

  L U B R IC A T IO N
3AFETYVALVE RAN G E
BAR 4ORQUECONVERTERBY PASSVALVE C LU TC H ES
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V FS FW D V F S 2N D V F S RE V V F S 1/3
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507
VALVE BAR

    

0RESSUREREDUCER
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B B B B

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6.4 POWERFLOWS, ACTIVATED SOLENOIDS AND HYDRAULIC CIRCUIT

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FW D 2nd 1 st 3 rd
C LU TC H C LU TC H C LU TC H C LU TC H C LU TC H
Transmission Operation
6.4.1 Neutral (Continued)

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6.4.2 Forward 1st speed (continued)

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6.4.3 Forward 2nd speed (continued)

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6.4.4 Forward 3rd speed (continued)

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6.4.5 Reverse 1st speed (continued)

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Transmission Operation
6.4.6 Reverse 3rd speed (continued)

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520
Transmission Operation
6.5 Gear and clutch lay-out

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Troubleshooting guide
The following information is presented as an aid to isolate and determine the specif c problem area in a trans-
mission that is not functioning correctly.

When troubleshooting a “transmission” problem, it should be kept in mind that the transmission is only the
central unit of a group of related powertrain components. Proper operation of the transmission depends on the
condition and correct functioning of the other components of the group.

Therfore, to properly diagnose a suspected problem in the transmission, it is necessary to consider the trans-
mission f uid, charging pump, torque converter, transmission assembly, oil cooler, f lter, connecting lines and
controls, including the engine as a complete system.

By analysing the principles of operation together with the information in this section, it should be possible to
identify and correct any malfunction which may occur in the system.

7.1 The Transmission

TE13/17 powershift transmission with torque converter troubles fall into four general categories:
1. Mechanical problems
2. Hydraulical problems
3. Electrical problems
4. Controller problems

In addition to the mechanical and electrical components, all of which must be in proper condition and
functioning correctly, the correct functioning of the hydraulic circuit is most important. Transmission f uid is the
“life blood” of the transmission. It must be supplied in an adequate quantity and delivered to the system at the
correct pressures to ensure converter operation, to engage and hold the clutches from slipping, and to cool
and lubricate the working components.

7.2 The input shaft and directional clutches

7.2.1 Stall test

A stall test identif es transmission, converter or engine problems.

Use the following procedure:

1. Put the vehicle against a solid barrier, such as a wall and/or apply the parking brake, block the
wheels.
2. Put the directional control lever in FORWARD (or REVERSE, as applicable).
3. Select the highest speed.
With the engine running, slowly increase engine speed to approximately one-half throttle and
hold until transmission (converter outlet) oil temperature reaches the operating range. 70°C
[158° F]
4. Once the oil temperature reaches 70° C [158° F] check max. stall speed at full throttle in all gears.
The f gure obtained should be within 50 RPM as mentioned in the vehicle handbook and should be
equal in all gears. Between gears allow the converter outlet temperature to cool down. to 70° C [158°
F] by selecting neutral.
If max. stall speed measured is below specif cations, it could indicate an engine or converter
problem. If max. stall speed measured is above specif cations, it could indicate slipping clutches.
CAUTION

D O NOT OPERATE THE CONVERTER AT STALL CONDITION LONGER THAN 30 SECONDS AT ONE TIME, SHIFT TO NEU
TRAL FOR 15 SECONDS AND REPEAT THE PROCEDURE UNTIL DESIRED TEMPERATURE IS REACHED.
E XCESSIVE TEMPERATURE 120° C [250° F] MAXIMUM WILL CAUSE DAMAGE TO TRANSMISSION CLUTCHES, FLUID,
CONVERTER AND SEALS.

522
Transmission Operation
7.2.2 Transmission pressure checks
Transmission problems can be isolated by the use of pressure tests. When the stall test indicates slipping
clutches, then measure clutch pack pressure to determine if the slippage is due to low pressure or clutch
plate friction material failure.
In addition, converter charging pressure and transmission lubrication pressure can also be measured.

7.2.3 Mechanical and electrical checks

Prior to checking any part of the system for hydraulic function (pressure testing), the following mechanical
and electrical checks should be made:
• Check the parking brake and inching pedal for correct adjustment.
• Be sure all lever linkage is properly connected and adjusted in each segment and at all connect ing
points.
• The controls are actuated electrically. Check the wiring and electrical components.
• Be sure that all components of the cooling system are in good condition and operating correct ly.
The radiator must be clean to maintain proper cooling and operating temperatures for the engine and
transmission. Air clean the radiator, if necessary.

7.2.4 Hydraulic checks

Also, before checking the transmission clutches, torque converter, charging pump and hydraulic circuit for
pressure and rate of f ow, it is imporatant to make the following transmission f uid check:

• Check oil level in the transmission. The transmission f uid must be at the correct (full level).

• All clutches and the converter and its f uid circuit lines must be fully charged (f lled) at all
times.

Note:

THE TRANSMISSION FLUID MUST BE AT OPERATING TEMPERATURE OF 82 - 93° C [180 - 200° F] TO

OBTAIN CORRECT FLUID LEVEL AND PRESSURE READINGS.

DO NOT ATTEMPT TO MAKE THESE CHECKS WITH COLD OIL.

To raise the oil temperature to this specif cation it is necessary to either operate (work) the vehicle or run
the engine with converter at “stall” (refer to 7.2.1 “stall test”).
Caution:

B E CAREFULL THAT THE VEHICLE DOES NOT MOVE UNEXPECTEDLY WHEN OPERATING THE ENGINE AND
CONVERTER AT STALL RPM.

7.2.5 Controller (APC200): Please refer to functional description

523
Transmission Operation
7.3 TROUBLESHOOTING GUIDE
Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles

7.3.1 Low clutch pressure

Cause Remedy

1. Low oil level. 1. Fill to proper level.

2. Clutch pressure regulating valve stuck open. 2. Clean valve spool and housing.
3. Faulty charging pump. 3. Replace pump.
4. Broken or worn clutch shaft or piston sealing 4. Replace sealing rings.
rings
5. Clutch piston bleed valve stuck open. 5. Clean bleed valve thoroughly.

7.3.2 Low charging pump output flow

1. Low oil level. 1. Fill to proper oil level.

2. Suction screen clogged. 2. Clean suction screen.
3. Defective charging pump. 3. Replace charging pump.

7.3.3 Overheating
Cause Remedy

1. Worn oil sealing rings 1. Remove, disassemble and rebuild converter

assy
2. Worn charging pump. 2. Replace charging pump.
3. Low oil level. 3. Fill to proper level.
4. Dirty oil cooler. 4. Clean cooler.
5. Restriction in cooler lines. 5. Change cooler lines.

7.3.4 Noisy converter

Cause Remedy

1. Worn charging pump. 1. Replace charging pump.

2. Worn or damaged bearings. 2. A complete disassembly will be necassary to
determine which bearing is faulty.

7.3.5 Lack of power

Cause Remedy

1. Low engine RPM at converter stall. 1. Tune engine, check governor.

2. See “Overheating” and make same checks. 2. Make corrections as explained in
“Overheating”.

524
Transmission Operation
7.4 CHECK POINTS

Plug - Magnetic drain

M22 x 1.5 UNI

FRONT VIEW

Port 12B
M10 x 1.5 THD
Port 34

Port 42

Port 36
Temperature Checkport
¼ - 18 NPFT
Port 31
Port 41
Port 43

8 Mounting holes
M20 x 2.5 THD Plug - Magnetic drain
30mm DEEP M22 x 1.5 UNI

REAR VIEW

525
Transmission Operation
7.4 CHECK POINTS (continued)

Port 11
Speed Sensor To cooler
Turbine Speed

Speed Sensor
Output Speed
Port 37
Split Flange Safety valve
for Dipstick pressure
Dia 25 mm
4 Mounting holes
M20 x 2.5 THD
RIGHT VIEW 30mm DEEP

Speed Sensor
Pump Driven Gear

Speed Sensor
Clutch Drum Gear
Port 45
FWD clutch

4 Mounting holes
M20 x 2.5 THD
30mm DEEP

LEFT VIEW
526
Transmission Operation
7.4 CHECK POINTS (continued)
Temp Sensor
Lifting Eye Inching Rev.
Location
Port 46
Rev clutch

Port 35
Pump pressure

Temp Sensor
Inching Fwd
Filler Hole

TOP VIEW

4 Mounting holes
Port 32 M20 x 2.5 THD
To cooler 30mm DEEP

BOTTOM VIEW

527
Transmission Operation
7.4 CHECK POINTS (continued)
(Rear view of control valve)

Port 34
Lube pressure

Port 12B
From cooler

Port 42
2nd clucth pressure

Port 41
Port 31 1st clutch pressure
Regulator pressure Port 43
3rd clutch pressure

Port 36
Solenoid pressure

528
 Transmission Operation
7.5 SPEED SENSOR - WIRING SCHEMATIC

VFS 3
Fwd

4 VFS 7
14 Rev 8
Pressure
switch VFS
1
15 2nd
2
9 VFS
VFS
Fwd 3rd / 1st 5
10
6
Solenoid
3rd / 1st
13
14

VFS = Variable Force Solenoid

Depending on input current (from 0 to 1000mA), output pressure is regulated from (6 to 0 bar)

Pin Wire olourC Function

1-2 Blue VFS 2nd

3-4 Green VFS Fwd

5-6 Yellow VFS 3rd / 1st

7-8 Red VFS Rev

9-10 Black Total Neutral

1 1 White Pressure s witch

12 - -

13 Orange Solenoid 3r d / 1st

14 White Common gr ound

529
Transmission Operation

7.6 SPEED SENSOR - STATIC STANDALONE TEST

In order to be able to sense the currents, a series resistor of e.g. 200 Ω must be used. This resistor
is integrated in the controller, but when the sensor is to be used, it must be connected externally.

The idea is to connect the sensor to an external power source and measure the DC voltage across
the series resistor.

The voltage reading should be either 1.2V (from the 7mA ± 1mA current level) or 2.6 - 3.0V (for
the 14mA ± 1mA current level).

If the teeth can be moved slowly, distinct toggling between the two levels should be noticed.

530
8 SECTIONAL VIEWS & PARTS IDENTIFICATION

531
 





532
TE 13/17 DRIVE PLATE GROUP

1 Plate - Drive with welded nuts ................................................................................................. 1

2 Plate - Drive ............................................................................................................................. 2
3 Ring - Backing ......................................................................................................................... 1
4 Bolt......................................................................................................................................... 10
5 Lockwasher............................................................................................................................ 10

533
  




534
TE 13/17 TORQUE CONVERTER GROUP

1 Torque Converter..................................................................................................................................... 1
2 Sleeve - troque converter......................................................................................................................... 1
3 Screw ...................................................................................................................................................... 8
4 Gasket - Torque converter ....................................................................................................................... 1
5 Lockwasher.............................................................................................................................................. 8
6 Snap ring.................................................................................................................................................. 1

535
 






536
TE 13/17 OUTPUT SHAFT GROUP

1 Flange - Output........................................................................................................................ 1
2 “O” ring..................................................................................................................................... 1
3 Washer - Flange ...................................................................................................................... 1
4 Nut - Output shaft .................................................................................................................... 1
5 Bearing .................................................................................................................................... 1
6 Bearing .................................................................................................................................... 1
7 Seal - Output f ange................................................................................................................. 1
8 Gear - Speed sensor ............................................................................................................... 1
9 Spacer ..................................................................................................................................... 1

537
 
















 

 







538
TE 13/17 PUMP DRIVE GROUP

1 Gear - Torque converter........................................................................................................... 1

2 Snap ring ................................................................................................................................. 2
3 Gear - Pump drive idler............................................................................................................ 2
4 Gear - Pump drive ................................................................................................................... 2
5 Bearing .................................................................................................................................... 4
6 Support - Pump drive bearing.................................................................................................. 4
7 Snap ring ................................................................................................................................. 4
8 Shim - Washer ......................................................................................................................... 4
9 Plug ......................................................................................................................................... 2
10 Bolt........................................................................................................................................... 8
11 Washer - Seal .......................................................................................................................... 4
12 Lockwasher.............................................................................................................................. 4

539
 

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540
TE 13/17 GEAR GROUP

1 Gear - Rev shaft ...................................................................................................................... 1

2 Gear - Clutch Rev .................................................................................................................... 1
3 Gear - Clutch 2nd .................................................................................................................... 1
4 Gear - Clutch 1st...................................................................................................................... 1
5 Gear - Shaft - Output ............................................................................................................... 1
6 Gear - Forward shaft................................................................................................................ 1
7 Gear - Clutch forward .............................................................................................................. 1
8 Gear - Clutch 3rd ..................................................................................................................... 1
9 Gear - Shaft 3rd ....................................................................................................................... 1

541
  


 


 





542
TE 13/17 CHARGING PUMP GROUP

1 Pump - Charging ..................................................................................................................... 1

2 Gasket - Charging pump ......................................................................................................... 1
3 Capscrew................................................................................................................................. 4
4 Lockwasher.............................................................................................................................. 4
5 Adaptor - Charging pump ........................................................................................................ 1
6 Gasket - Adaptor...................................................................................................................... 1
7 Capscrew................................................................................................................................. 4
8 Lockwasher.............................................................................................................................. 4
9 Cover - Pump adaptor ............................................................................................................. 1
10 Gasket ..................................................................................................................................... 1
11 Capscew .................................................................................................................................. 2
12 Lockwasher.............................................................................................................................. 2
13 Sleeve - Drive gear hub ........................................................................................................... 1
14 Snapring .................................................................................................................................. 1

543
   




 


 

 
 

 

 

 
 

 


 
 






544
TE 13/17 TRANSMISSION CASE & REAR COVER GROUP

1 Case - Transmission ................................................................................................................ 1

2 Gasket ..................................................................................................................................... 1
3 Pin - Dowel .............................................................................................................................. 1
4 Bolt......................................................................................................................................... 26
5 Lockwasher............................................................................................................................ 26
6 Speed sensor .......................................................................................................................... 3
7 Plug.......................................................................................................................................... 1
8 Capscrew................................................................................................................................. 3
9 Suction tube............................................................................................................................. 1
10 “O” ring..................................................................................................................................... 1
11 Bolt........................................................................................................................................... 2
12 Lockwasher.............................................................................................................................. 2
13 Cover - Rear ............................................................................................................................ 1
14 Plug.......................................................................................................................................... 4
15 Plug.......................................................................................................................................... 3
16 Spacer - Oil baff e.................................................................................................................... 1
17 Spacer - Oil baff e.................................................................................................................... 2
18 Baff e - Oil ................................................................................................................................ 1
19 Cover - Oil baff e...................................................................................................................... 1
20 Baff e - Oil ................................................................................................................................ 1
21 Capscrew................................................................................................................................. 3
22 Capscrew................................................................................................................................. 3
23 Lockwasher.............................................................................................................................. 6
24 Plug - Magnetic drain............................................................................................................... 2
25 Cover ....................................................................................................................................... 1
26 “O” ring..................................................................................................................................... 1
27 Bolt........................................................................................................................................... 4
28 Lockwasher.............................................................................................................................. 4

545
 


  
 
 

 

 









  


  


 
  





546
TE 13/17 CONVERTER HOUSING GROUP

1 Housing - Converter ................................................................................................................ 1

2 Plug.......................................................................................................................................... 6
3 Plug.......................................................................................................................................... 7
4 Plug.......................................................................................................................................... 1
5 Gasket ..................................................................................................................................... 1
6 Bolt......................................................................................................................................... 21
7 Lockwasher............................................................................................................................ 21
8 Plug - Core............................................................................................................................... 2
9 Cover - Shipping ...................................................................................................................... 1
10 “O” ring..................................................................................................................................... 1
11 Bolt........................................................................................................................................... 4
12 Lockwasher.............................................................................................................................. 4
13 Sensor - Speed........................................................................................................................ 1
14 Capscrew................................................................................................................................. 1
15 Sensor - Temperature .............................................................................................................. 1
16 Adaptor - Temperature switch .................................................................................................. 1
17 Filter......................................................................................................................................... 1
18 Adaptor - Filter bypass............................................................................................................. 1
19 Spool - Safety valve................................................................................................................. 1
20 Adaptor - Filter ......................................................................................................................... 1
21 Spring - Lube regulator ............................................................................................................ 1
22 Plug.......................................................................................................................................... 2
23 Plug.......................................................................................................................................... 1
24 Gasket -Filter ........................................................................................................................... 1
25 Screw....................................................................................................................................... 3
26 Lockwasher.............................................................................................................................. 3
27 Breather - Air............................................................................................................................ 1

547
 


 

 




 



  








 



 











548
TE 13/17 REVERSE & 2nd GROUP

1 Ring- Piston ............................................................................................................................. 1

2 Bearing - Needle roller............................................................................................................. 1
3 Ring - Snap End plate ............................................................................................................. 2
4 Spacer - Clutch plate ............................................................................................................... 1
5 Plate - End ............................................................................................................................... 2
6 Disc - Clutch outer half ............................................................................................................ 2
7 Disc - Clutch outer (3 in TE13) ................................................................................................ 4
8 Disc - Clutch inner (4 in TE13)................................................................................................. 5
9 Snap ring ................................................................................................................................. 3
10 Spring - Retainer ..................................................................................................................... 1
11 Spring - Piston return spring .................................................................................................... 2
12 Spacer - Clutch piston pring .................................................................................................... 2
13 Piston - Clutch ......................................................................................................................... 1
14 Seal - Outer ............................................................................................................................. 2
15 Piston - Ring ............................................................................................................................ 1
16 Shaft - 2nd / Rev...................................................................................................................... 1
17 Ring - Piston ............................................................................................................................ 1
18 Piston - Clutch ......................................................................................................................... 1
19 Retainer -Spring ...................................................................................................................... 1
20 Disc - Clutch outer (8 in TE13) .............................................................................................. 10
21 Disc - Clutch inner (8 in TE13)............................................................................................... 10
22 Seal.......................................................................................................................................... 1
23 Snap ring ................................................................................................................................. 1
24 Bearing .................................................................................................................................... 1
25 Snap ring ................................................................................................................................. 1
26 Bearing .................................................................................................................................... 1
27 Washer .................................................................................................................................... 1
28 Snap ring ................................................................................................................................. 1
29 Bearing .................................................................................................................................... 1
30 Retainig ring ............................................................................................................................ 1
31 Ring - Piston ............................................................................................................................ 3
32 Spacer - Clutch plate (ONLY USED in TE13) .......................................................................... 1

549
  


 
 




 




 



 








  


  
 

  


 







550
TE 13/17 FORWARD & 3Rd GROUP

1 Locknut .................................................................................................................................... 1
2 Ring - Retaining ....................................................................................................................... 3
3 Bearing .................................................................................................................................... 1
4 Snap ring ................................................................................................................................. 4
5 Plate - Thrust ........................................................................................................................... 2
6 Bearing - Thrust ....................................................................................................................... 2
7 Washer - Thrust ....................................................................................................................... 2
8 Bearing - Needle roller............................................................................................................. 1
9 Snap ring ................................................................................................................................. 2
10 Spacer ..................................................................................................................................... 1
11 End plate ................................................................................................................................. 2
12 Disc - Clutch Outer half............................................................................................................ 2
13 Disc - Clutch inner (TE13 uses 2 Discs) .................................................................................. 4
14 Disc - Clutch outer (TE13 uses 1 Disc).................................................................................... 3
15 Spring - Disc ............................................................................................................................ 5
16 Spacer ..................................................................................................................................... 1
17 Ring - Piston ............................................................................................................................ 1
18 Piston - Clutch ......................................................................................................................... 1
19 Seal - Outer ............................................................................................................................. 2
20 Assembly - FWD/ 3RD shaft drum & plug................................................................................ 1
21 Ring - Piston ............................................................................................................................ 1
22 Piston - Clutch ......................................................................................................................... 1
23 Spacer ..................................................................................................................................... 1
24 Spring - Piston return............................................................................................................... 1
25 Retainer ................................................................................................................................... 1
26 Disc - Clutch inner (TE13 uses 9)...........................................................................................11
27 Disc - Clutch outer (TE13 uses 9) ..........................................................................................11
28 Seal.......................................................................................................................................... 1
29 Bearing .................................................................................................................................... 1
30 Snap ring ................................................................................................................................. 1
31 Bearing .................................................................................................................................... 1
32 Washer - bearing support ........................................................................................................ 1
33 Bearing .................................................................................................................................... 1
34 Ring - retaining ........................................................................................................................ 1
35 Ring - Piston ............................................................................................................................ 3

551
 



 

 


 


24




 

  




 
 

 
 

 




552
TE 13/17 FORWARD & 3Rd GROUP

1 Seal - Oil baff e ........................................................................................................................ 1

2 Snap ring ................................................................................................................................. 1
3 Baff e - Oil ................................................................................................................................ 1
4 “O” ring - Oil baff e ................................................................................................................... 1
5 Snap ring ................................................................................................................................. 1
6 Bearing .................................................................................................................................... 1
7 Ring - Piston ............................................................................................................................ 1
8 Support - Stator ....................................................................................................................... 1
9 Bolts......................................................................................................................................... 8
10 Lockwasher.............................................................................................................................. 8
11 Gasket - Stator support ........................................................................................................... 1
12 Ring - Piston ............................................................................................................................ 1
13 Ring - Piston ............................................................................................................................ 1
14 Bearing .................................................................................................................................... 1
15 Asembly - 1st shaft, drum & plug ............................................................................................. 1
16 Ring - Piston inner ................................................................................................................... 1
17 Seal - Outer ............................................................................................................................. 1
18 Piston - Clutch ......................................................................................................................... 1
19 Spacer ..................................................................................................................................... 1
20 Spring ...................................................................................................................................... 1
21 Retainer - Spring ..................................................................................................................... 1
22 Snap ring ................................................................................................................................. 4
23 Disc - Clutch outer half ............................................................................................................ 2
24 Disc - Clutch outer (TE13 uses 3) ........................................................................................... 4
25 Disc - Clutch inner (TE13 uses 4)............................................................................................ 5
26 Plate - End ............................................................................................................................... 1
27 Spacer - Clutch plate (Only used in TE13) .............................................................................. 1
28 Snap ring ................................................................................................................................. 1
29 Washer - thrust ........................................................................................................................ 2
30 Bearing - Needle roller............................................................................................................. 2
31 Plate - thrust ............................................................................................................................ 2
32 Bearing - Needle roller............................................................................................................. 2
33 Spacer ..................................................................................................................................... 1
34 Bearing .................................................................................................................................... 1
35 Snap ring ................................................................................................................................. 1

553
 




554
TE 13/17 CONTROL VALVE GROUP

1 Group - Control valve (See pages 28 - 29 for parts description) ............................................. 1

2 Gasket - Rear cover to adaptor plate ...................................................................................... 1
3 Gasket - Adaptor plate to valve ............................................................................................... 1
4 Plate - Adaptor ......................................................................................................................... 1
5 Screw..................................................................................................................................... 20
6 Lockwasher............................................................................................................................ 20
7 Capscrew............................................................................................................................... 15
8 Lockwasher............................................................................................................................ 15

555
 





556
TE 13/17 CONTROL VALVE GROUP (Continued)

1 Plate - Distribution ................................................................................................................... 1

2 Gasket - Distribution plate to regulator valve........................................................................... 1
3 Assembly - Regulator valve (See pages 30 - 31 for parts description).................................... 1
4 gasket - Separator plate .......................................................................................................... 2
5 Plate - Separator ..................................................................................................................... 1
6 Assembly - Modulator (See pages 32 - 33 for parts description)............................................. 1
7 Screw....................................................................................................................................... 7
8 Lockwasher.............................................................................................................................. 7

557
 

















 





 


558
TE 13/17 REGULATOR VALVE GROUP

1 Body - Regulator valve ............................................................................................................ 1

2 Spool - Regulator..................................................................................................................... 2
3 Spring - Pressure regulator ..................................................................................................... 1
4 Cover - Pressure regulator ...................................................................................................... 1
5 Spool - Pressure intensif er ..................................................................................................... 4
6 Spring - Pressure intensif er .................................................................................................... 4
7 Piston - pressure intensif er ..................................................................................................... 4
8 Spool - Converter bypass ........................................................................................................ 1
9 Spring - Lube regulator & f lter bypass .................................................................................... 1
10 Plug.......................................................................................................................................... 6
11 Spring - Safety valve ............................................................................................................... 1
12 Plug - Restriction ..................................................................................................................... 4
13 Cover ....................................................................................................................................... 1
14 “O” ring..................................................................................................................................... 1
15 Bolt........................................................................................................................................... 4
16 Lockwasher.............................................................................................................................. 4

559
 


  


34 .$ 2%6





2$ &7$ 




   

 



560
 TE 13/17 ASSEMBLY INSTRUCTIONS
 2nd clutch TE17
5 separator plates with inner splines.
4 friction plates (friction material on both sides) with outer splines.
2 friction plates (friction material on one side) with outer splines.

2nd clutch TE13

4 separator plates with inner splines.
3 friction plates (friction material on both sides) with outer splines.
2 friction plates (friction material on one side) with outer splines.

CAUTION
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV and 1ST, 2ND and 3RD ARE NOT
THE SAME. DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.

Start with one side friction plate, metal against piston. Then alternately separator and friction
plates. End with a one side friction plate, metal against the end plate.

Clearance TE17 Min clearance 1.3 mm [0.05"]

Max clearance 1.7 mm [0.07"]

TE13 Min clearance 1.0 mm [0.03"]

Max clearance 1.4 mm [0.05"]

Use one of 3 different thickness end plates available to obtain this clearance.

 3rd clutch TE17

4 separator plates with inner splines.
3 friction plates (friction material on both sides) with outer splines.
2 friction plates (friction material on one side) with outer splines.

3rd clutch TE13

3 separator plates with inner splines.
2 friction plates (friction material on both sides) with outer splines.
2 friction plates (friction material on one side) with outer splines.

CAUTION
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV and 1ST, 2ND and 3RD ARE NOT
THE SAME. DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.

Start with one side friction plate, metal against piston. Then alternately separator and friction
plates. End with a one side friction plate, metal against the end plate.

Clearance TE17 Min clearance 1.3 mm [0.05"]

Max clearance 1.7 mm [0.07"]

TE13 Min clearance 1.0 mm [0.03"]

Max clearance 1.4 mm [0.05"]

Use one of 3 different thickness end plates available to obtain this clearance.

561
 TE 13/17 ASSEMBLY INSTRUCTIONS

 Fwd clutch TE17

11 separator plates with inner splines.
11 friction plates (friction material on both sides) with outer splines.

Fwd clutch TE13

9 separator plates with inner splines.
9 friction plates (friction material on both sides) with outer splines.

CAUTION
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV and 1ST, 2ND and 3RD ARE NOT
THE SAME. DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.

Start with one side friction plate, metal against piston. Then alternately separator and friction
plates. End with a one side friction plate, metal against the end plate.

Clearance TE17 Min clearance 3.1 mm [0.12"]

Max clearance 3.5 mm [0.14"]

TE13 Min clearance 2.5 mm [0.01"]

Max clearance 2.9 mm [0.11"]

Use one of 3 different thickness end plates available to obtain this clearance.

 Rev clutch TE17

10 separator plates with inner splines.
10friction plates (friction material on both sides) with outer splines.

Rev clutch TE13

9 separator plates with inner splines.
9 friction plates (friction material on both sides) with outer splines.

CAUTION
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV and 1ST, 2ND and 3RD ARE NOT
THE SAME. DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.

Start with one side friction plate, metal against piston. Then alternately separator and friction
plates. End with a one side friction plate, metal against the end plate.

Clearance TE17 Min clearance 3.1 mm [0.12"]

Max clearance 3.5 mm [0.14"]

TE13 Min clearance 2.5 mm [0.01"]

Max clearance 2.9 mm [0.11"]

Use one of 3 different thickness end plates available to obtain this clearance.

7 3 SD 04/2006 9-94

562
 TE 13/17 ASSEMBLY INSTRUCTIONS

 CAUTION
INSTALLATION FORCE OF DISC SPRING IS 6015Nm.

 CAUTION
INSTALLATION FORCE OF COIL SPRING IS 1420 Nm.

 Be sure that shielded bearings are mounted as shown.

 3rd clutch spring discs concave side of f rst spring disc is to be placed against clutch piston wear sleeve.

 Seals must be pressed perpendicular upon shaft axis from baring side.

 Tighten air breather to 34 - 41 Nm [25 - 30 Lbs.ft]

 Tighten nut to 339 - 407 Nm [250 - 300 Lbs.ft]

 Tighten nut to 339 - 407 Nm [250 - 300 Lbs.ft]

 Seals must be pressed perpendicular upon shaft axis from converter side.

563
DISASSEMBLY of TRANSMISSION

NOTE: TE17 is being used for this manual. Figure 4

Figure 1 Remove f lter element.
Front view of the TE17 transmission 3 speed.

Figure 2 Figure 5
Remove drive plate mounting bolts and washers. Remove f lter adapter bolts and lockwashers.

Figure 3 Figure 6
Drive plate and backing ring removed. Remove f lter adapter and gasket.

564
DISASSEMBLY of TRANSMISSION

Figure 7 Figure 10
Remove oil baff e retaining ring. Remove torque converter gear snap ring.

Figure 8 Figure 11
Use special tool to lift converter and oil baff e Torque converter gear removed.
from converter housing as an assembly.
(See Chapter 9 - Special Tools)

Figure 9 Figure 12
Converter housing, oil baff e and sealing ring removed. Remove torque converter gear lower snap ring.

565
DISASSEMBLY of TRANSMISSION

Figure 13 Figure 16
Remove stator support bearing retaining ring. Remove stator support capscrews and lockwashers.

Figure 14 Figure 17
Pry stator support bearing from converter assembly as Torque converter sleeve and gasket removed.
shown.

Figure 15 Figure 18
Stator support bering removed. Oil baff e and sealing ring removed.

566
DISASSEMBLY of TRANSMISSION

Figure 19 Figure 22
Remove charging pump cover bolts and lockwashers. Remove charging pump adaptor and gasket.

Figure 20 Figure 23
Remove charging pump cover and gasket. Remove pump cap screws and lockwashers.

Figure 21 Figure 24
Remove charging pump adaptor cap screws and lock- Remove pump assembly and gasket.
washers.

567
DISASSEMBLY of TRANSMISSION

Figure 25 Figure 28
Remove aux pump drive cover plate bolts and lockwash- Support converter housing with a chain hoist and using
ers. a soft hammer, tap converter housing from transmission
case.

Figure 26 Figure 29
Remove aux pump drive cover plate and gasket. Remove pump drive idler gear bolts and lockwashers.

Figure 27 Figure 30
Remove converter housing to transmission case bolts Remove pump drive idler gear, washer and bear-
and lockwashers. ing as an assembly.

568
DISASSEMBLY of TRANSMISSION

Figure 31 Figure 34
Remove pump drive idler gear bolts and lockwashers. Remove pump drive gear, washer and bearing as
an assembly.

Figure 32 Figure 35
Remove pump drive idler gear, washer and bear- Remove pump drive gear bolts and lockwashers.
ing as an assembly.

Figure 33 Figure 36
Remove pump drive gear bolts and lockwashers. Remove pump drive gear, washer and bearing as
an assembly.

569
DISASSEMBLY of TRANSMISSION

Figure 37 Figure 40
Remove stator support bolts and lockwashers. Remove lock nut from forward and 3rd shaft assembly.

Figure 38 Figure 41
Stator support and gasket removed. Fit special tool to prevent gear from dropping
when transmission is turned.
(See chapter 9 - Special Tools)

Figure 39 Figure 42
Remove temperature sensor from housing. Remove control valve assembly bolts (15) and lockwash-
ers and capscrews (20) and lockwashers. See f gure 43
for bolts to be removed.

TE 13/17 3 SD 04/2006 10-103

570
DISASSEMBLY of TRANSMISSION

Figure 43
Remove only marked bolts.

571
DISASSEMBLY of TRANSMISSION

Figure 44 Figure 47
Use a chain hoist to lift valve assembly from transmis- Flange, “O” ring, washer and nut removed.
sion.

Figure 45 Figure 48
Remove separator plate and upper and lower gaskets. Remove bolts and lockwashers from rear cover.

Figure 46 Figure 49
Remove rear output f ange, nut, “O” ring and washer. Using external snap ring pliers, open snap ring on 2nd/
REV shaft and using a hoist remove rear cover.

TE 13/17 3 SD 04/2006 10-105

572
DISASSEMBLY of TRANSMISSION

Figure 50 Figure 53
Rear cover removed. Remove bearing retaining ring.

Figure 51 Figure 54
Remove rear cover gasket. Use a bearing puller to remove bearing, gear and
washer.

Figure 52 Figure 55
Remove seal rings from FWD/3rd shaft. Bearing, gear and washer removed.

573
DISASSEMBLY of TRANSMISSION

Figure 56 Figure 59
Remove seal rings from 2nd/REV shaft. Bearing washer and gear removed.

Figure 57 Figure 60
Remove rear bearing retaining ring. Using special tool to lift shaft assembly from
case.

Figure 58 Figure 61
Remove gear, washer and bearing from 2nd/REV shaft. Using special tool to lift shaft assembly from
case.

574
DISASSEMBLY of TRANSMISSION

Figure 62 Figure 65
Remove pilot bearing. Remove 2nd gear from transmission case.

Figure 63 Figure 66
Remove 2nd gear gear retaining ring. Remove oil baff e bolts and lockwashers.

Figure 64 Figure 67
Pull up 2nd gear slightly to allow FWD/3rd clutch Remove oil baff e (front side).
drum and shaft assembly to be removed.

575
DISASSEMBLY of TRANSMISSION

Figure 68 Figure 71
Remove Remove oil baff e spacers. Remove suction tube.

Note:
Middle spacers is longer.

Figure 69 Figure 72
Remove bolts and lockwashers from lower oil baff e. Remove special tool.

Figure 70 Figure 73
Remove lower oil baff e plate. Remove 1st clutch drum and turbine shaft as an
assembly.

576
 DISASSEMBLY of TRANSMISSION

Figure 74
Remove gear.

Figure 75
Remove 1st clutch drum retaining ring.

577
 DISASSEMBLY & REASSEMBLY of REAR COVER

Figure 76 Figure 78
Remove rear oil baff e bolts and lockwashers. Install rear oil baff e.

Figure 77 Figure 79
Remove rear oil baff e. Install oil baff e bolts and lockwashers and
tighten to specif ed torque.

578
DISASSEMBLY of 1st clutch drum and turbine shaft

Figure 80 Figure 83
Use a bearing puller to remove bearing from Remove clutch gear.
shaft.

Figure 81 Figure 84
Remove snap ring. Remove Remove needle bearings and spacer.

Figure 82 Figure 85
Remove upper thrust bearing, washer and plate. Remove lower thrust bearing, washer and plate.

579
DISASSEMBLY of 1st clutch drum and turbine shaft

Figure 86 Figure 89
Remove retaining snap ring. Remove 1 (one) outer half disc.

Figure 87 Figure 90
Remove backing plate retaining ring. Remove inner and outer clutch discs.

CAUTION:

Do not bend or disform teeth.

Figure 88 Figure 91
Remove clutch disc backing plate. Remove 1 (one) outer half disc.

580
DISASSEMBLY of 1st clutch drum and turbine shaft

Figure 92 Figure 95
Compress piston return spring and remove Remove clutch piston assembly.
spring retainer snap ring.

Figure 93 Figure 96
Remove spring retainer and spring. Remove inner piston ring from shaft.

Figure 94 Figure 97
Remove return spring spacer. Remove upper sealing ring from turbine shaft.

581
DISASSEMBLY of 1st clutch drum and turbine shaft

Figure 98
Remove lower sealing ring from turbine shaft.

Figure 99
Use a press bench to remove bearing from shaft.

582
REASSEMBLY of 1st clutch drum and turbine shaft

Figure 100 Figure 103

Warm bearing to 120° C [248° F] and install on shaft. Install piston inner seal on shaft.

Figure 101 Figure 104

Install lower seal ring on shaft. Refer to “Cleaning and Inspection” pages.
Install clutch piston outer seal and install piston
in clutch drum.

Note:
Ring must be sized before installing in clutch
drum. Sizing is best accomplished by rotating
piqton while holding a round object againsr the
new sealing ring.
Rotate piston until seal is f ush with outer diam-
eter of piston.

Figure 102
Install upper seal ring on shaft.

583
REASSEMBLY of 1st clutch drum and turbine shaft

Figure 105 Figure 108

Install clutch piston wear plate. Install one outer half disc with friction material
away from piston.

Figure 106 Figure 109

Install piston spring and spring retainer. Install one steel disc. Alternate friction and steel discs
until proper amount of discs are installed. First and last
disc are steel.

Figure 107 Figure 110

Compress return spring and install snap ring. Install one outer half disc with friction material
down.

584
REASSEMBLY of 1st clutch drum and turbine shaft

Figure 111 Figure 114

Install end plate. Install inner thrust bearing and spacers.

Figure 112 Figure 115

Install end plate retaining ring. Install needle bearings and spacer.

Figure 113 Figure 116

Install thrust bearing snap ring.
Install 1st clutch gear in clutch drum. Align splines on
clutch gear with internal teeth of steel discs.
Do not force this operation.
Gear splines must be in full position with internal teeth of
all inner discs.

585
REASSEMBLY of 1st clutch drum and turbine shaft

Figure 117
Install outer thrust bearing and spacers.

Figure 118
Install outer thrust bearing retaining snap ring.

Figure 119
Warm bearing to 120°C [248°F] and install bearing on
shaft.

586
DISASSEMBLY of REV clutch drum

Figure 120 Figure 123

Remove outer bearing snap ring. Remove end plate retaining ring.

Figure 121 Figure 124

Use a bearing puller to remove gear and bearing. Remove end plate spacer ring.

Figure 122 Figure 125

Clutch gear and bearing removed. Remove end plate and seal as an assembly.

587
DISASSEMBLY of REV clutch drum

Figure 126 Figure 129

Remove inner and outer discs. Remove inner bearing snap ring.

Figure 127 Figure 130

Use a bearing puller to remove clutch inner bearing. Compress spring to remove spring retainer snap ring.

Figure 128 Figure 131

Inner bearing removed. Remove spring and spring retainer.

588
DISASSEMBLY of REV clutch drum

Figure 132
Remove piston wear plate.

Figure 133
Remove clutch piston assembly.

Figure 134
Remove clutch piston inner seal.

589
DISASSEMBLY of 2nd clutch drum

Figure 135 Figure 138

Remove backing plate retaining ring. Remove inner and outer discs.

Figure 136 Figure 139

Remove backing plate. Remove one outer half disc.

Figure 137 Figure 140

Remove one outer half disc. Compress spring and remove spring retainer
snap ring.

590
DISASSEMBLY of 2nd clutch drum

Figure 141 Figure 144

Remove spring and spring retainer. Remove inner piston ring.

Figure 142 Figure 145

Remove piston wear plate. Remove clutch shaft sealing ring

Figure 143
Remove clucth piston assembly.

TE 13/17 3 SD 04/2006 10-124

591
REASSEMBLY of 2nd clutch drum

Figure 146 Figure 149

Install clutch shaft sealing ring. Install piston wear plate.

Figure 147 Figure 150

Install inner piston sealing ring. Install piston spring and spring retainer.

Figure 148 Figure 151

Refer to “Cleaning and Inspection” pages. Compress return spring and install snap ring.
Install clutch piston outer seal ring and size as
explained in f gure 104.

592
REASSEMBLY of 2nd clutch drum

Figure 152 Figure 155

Install one outer half disc with friction material Install backing plate.
away from piston.

Figure 153 Figure 156

Install one steel disc. Alternate friction and steel Install backing plate spacer.
discs until proper amount of discs are installed.
First and last discs are steel. Note:
(See assembly Instructions page) Only fitted on TE13.
See “assembly instruction” page.

Figure 154 Figure 157

Install one outer half disc with friction material Install backing plate retaining ring..
down.

593
REASSEMBLY of REV clutch drum

Figure 158 Figure 161

Install piston inner seal on shaft. Install piston spring and spring retainer.

Figure 159 Figure 162

Refer to “Cleaning and Inspection” pages. Compress return spring and install snap ring.
Install clutch piston outer seal ring and size as
explained in f gure 104.

Figure 160 Figure 163

Install piston wear plate. Install one steel disc. Alternate friction and steel
discs until proper amount are installed. First and
last discs are steel.
(See assembly instructions)

594
REASSEMBLY of REV clutch drum

Figure 164 Figure 167

Install new seal into backing plate and install Install inner bearing retaining ring.
plate.

Figure 165 Figure 168

Install spacer ring. Install clutch gear inner bearing. Make sure bear-
ing shield is on the outside

Figure 166 Figure 169

Install backing plate retaining ring. Tap bearing into place.

595
REASSEMBLY of REV clutch drum

Figure 170 Figure 173

Install reverse clutch gear in clutch drum. Align Install outer bearing snap ring.
splines on clutch gear with internal teeth of steel
discs. Do not force this operation.
Gear splines must be in full position with internal
teeth of all inner discs.

Figure 171
Install clutch gear outer bearing.

Figure 172
Tap bearing into place.

596
DISASSEMBLY of 3rd clutch drum

Figure 174 Figure 177

Remove 3rd shaft front bearing snap ring. Remove thrust bearing and spacers.

Figure 175 Figure 178

Remove 3rd shaft front bearing. Remove 3rd clutch gear.

Figure 176 Figure 179

Remove thrust bearing snap ring. Remove 3rd clutch gear needle bearing.

597
DISASSEMBLY of 3rd clutch drum

Figure 180 Figure 183

Remove inner thrust bearing and spacers. Remove end plate spacer.

Figure 181 Figure 184

Remove thrust bearing snap ring. Remove end plate.

Figure 182 Figure 185

Remove end plate retaining ring. Remove inner and outer discs.

598
DISASSEMBLY of 3rd clutch drum

Figure 186 Figure 189

Compress spring and remove snap ring. Remove clutch piston assembly.

Figure 187 Figure 190

Remove belleville washer spring pack. Remove inner piston ring.

Figure 188
Remove piston wear sleeve.

599
DISASSEMBLY of FWD clutch drum

Figure 191 Figure 194

Remove outer bearing snap ring. Remove end plate retaining ring.

Figure 192 Figure 195

Use a bearing puller to remove gear and bearing. Remove end plate and seal as an assembly.

Figure 193 Figure 196

Clutch gear and bearing removed. Remove inner and outer discs.

600
DISASSEMBLY of FWD clutch drum

Figure 197 Figure 200

Use a bearing puller to remove clutch inner bearing. Spring and spring retainer removed.

Figure 198 Figure 201

Remove inner bearing snap ring. Remove piston wear plate.

Figure 199 Figure 201

Compress spring and remove spring retainer snap ring. Remove clutch piston assembly.

601
DISASSEMBLY of FWD clutch drum

Figure 202
Remove clutch piston inner seal.

602
REASSEMBLY of FWD clutch drum

Figure 203 Figure 206

Install piston inner seal. Install piston return spring and spring retainer

Figure 204 Figure 207

Refer to “Cleaning and Inspection” pages. Compress spring and spring retainer. Install
retainer snap ring.
Install clutch piston outer seal ring and size as
explained in f gure 104. Be sure snap ring is in full position in groove.

Figure 205 Figure 208

Install piston wear plate. Install inner bearing snap ring.

603
REASSEMBLY of FWD clutch drum

Figure 209 Figure 212

Install one steel disc. Alternate friction and steel discs Install clutch gear inner bearing. Be sure that
until the corect amount of discs are installed. First and last shield faces out.
discs are steel.
(See assembly instructions.)

Figure 210 Figure 213

Install new seal into end plate and install end Tap bearing into place.
plate.

Figure 211 Figure 214

Install end plate retaining ring. Install clutch gear in clutch drum. Align splines
on clutch gear with internal splines of steel discs.
Do not force this operation. Gear splines must
be in full position with internal teeth of all inner
discs.

604
REASSEMBLY of FWD clutch drum

Figure 215
Install outer bearing.

Figure 216
Tap bearing into place.

Figure 217
Install outer bearing retaining ring.

605
REASSEMBLY of 3RD clutch drum

Figure 218 Figure 221

Install new inner piston sealing ring. Install clutch piston return disc springs.
First spring with large diameter of bevel towards
wear sleeve.
See f gure 222

Shaft

Piston

Wear
sleeve

Figure 219 Figure 222

Refer to “Cleaning and Inspection” pages.
Install clutch piston outer seal.
Seal must be sized. See f gure 104.

Figure 220 Figure 223

Install piston wear sleeve. Install disc washer spring retainer ring.

606
REASSEMBLY of 3RD clutch drum

Figure 224 Figure 227

Compress spring and install clutch piston spring Install one outer half disc with friction material
retainer snap ring. Be sure ring is in full position down.
in groove

Figure 225 Figure 228

Install one outer half disc with friction material Install end plate.
away from piston.

Figure 226 Figure 229

Install one steel disc. Alternate friction and steel Install end plate spacer.
discs until proper amount of discs are installed.
First and last disc are steel.
(See assembly instructions.)

607
REASSEMBLY of 3RD clutch drum

Figure 230 Figure 233

Install end plate retaining ring. Install needle bearing.

Figure 231 Figure 234

Install thrust bearing snap ring.
Install 3rd clutch gear in clutch drum. Align
splines on clutch gear with internal teeth of
steel discs. Do not force this operation. Gear
splines must be in full position with internal teeth
of all inner discs.

Figure 232 Figure 235

Install thrust bearing and spacers. Install outer thrust bearing and spacers.

608
REASSEMBLY of 3RD clutch drum

Figure 236
Install Install outer thrust bearing retaining snap ring.

Figure 237
Warm bering to 120° C [248° F] and install bearing.

Figure 238
Install bearing retaining ring.

609
DISASSEMBLY of OUTPUT SHAFT

Figure 239
Use a bearing puller as shown to remove speed
sensor gear and bearing.
Be careful not to damage teeth on speed
sensor gear.

Figure 240
Gear, bearing and spacer removed.

Figure 241
Use bearing puller

610
REASSEMBLY of OUTPUT SHAFT

Figure 242 Figure 245

Warm bearing to 120° C [248° F] and install bearing. Warm bearing to 120° C [248° F] and install bearing.

Figure 243
Turn shaft and Install speed sensor gear.

Figure 244
Install spacer.

611
REASSEMBLY of TRANSMISSION CASE

Figure 246 Figure 249

Install input shaft rear bearing retaining snap ring. Fit special tool to prevent gear from dropping
when transmission is turned.
See chapter 11 - Special Tools)

Figure 247 Figure 250

Install turbine shaft and 1st clutch as an as- Install suction tube using Loctite© 243 on f xing
sem bly . bolts and tighten to specif ed torque.

Figure 248 Figure 251

Install FWD and 3RD shaft gear. Install upper oil baff e plate using Loctite© 243 on
f xing bolts and tighten to specif ed torque.

612
REASSEMBLY of TRANSMISSION CASE

Figure 252 Figure 255

Install oil baff e plate mounting spacers. (Longest Raise 2ND gear up to allow 3RD/FWD shaft as-
one in the middle). sembly to be installed.

Figure 253 Figure 256

Install oil baff e using Loctite© 243 on f xing bolts Install 2ND clutch gear retaining ring.
and tighten to specif ed torque.

Figure 254 Figure 257

Install 2ND clutch gear. Install 2ND clutch pilot shaft pilot bearing.

613
REASSEMBLY of TRANSMISSION CASE

Figure 258 Figure 261

Install 2ND/REV clutch assembly. Block gears from turning and tighten to specif ed
torque.
Align splines on clutch gear with internal teeth
of stel discs. Do not force this operation. Gear
splines must be in full position with internal teeth
of all inner discs.

Figure 259 Figure 262

Remove special tool. Install output shaft gear assembly.

Figure 260 Figure 263

Install gear retaining nut. Install geat (44T) on 2ND/REV clutch shaft.

614
REASSEMBLY of TRANSMISSION CASE

Figure 264 Figure 266

Install bearing spacer. Install clutch shaft sealing rings.

Figure 265 Figure 267

Warm bearing to 120° C [248° F] and install Install gear (48T) on 3RD/FWD clutch shaft.
bearing with snap ring groove down.

Figure 266 Figure 268

Install bearing retaining snap ring. Install bearing spacer.

615
REASSEMBLY of TRANSMISSION CASE

Figure 269 Figure 272

Warm bearing to 120° C [248° F] and install Install new gasket and clutch pressure “O” rings
bearing. into “O” ring grooves.

Figure 270 Figure 273

Install bearing retaining snap ring. Use two guide studs to assist the f tting of the
rear cover.

Figure 271 Figure 274

Install clutch shaft sealing rings. Using spreading type snap ring pliers, spread
ears on 2nd/REV shaft rear bearing retaining
snap ring. Holding snap ring open, tap trans-
mission case into place.

616
REASSEMBLY of TRANSMISSION CASE

Figure 275 Figure 278

Tap dowel pins into rear cover and transmission Install output f ange.
case.

Figure 276 Figure 279

Install rear cover to transmission case bolts and Install “O” ring, washer and nut.
lockwashers. Torque to specif ed torque.

Figure 277 Figure 280

Tap the end of the turbine shaft to secure snap ring. Tighten nut to 339-407 Nm [205-300 lbft].

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REASSEMBLY of TRANSMISSION CASE

Figure 281 Figure 284

Install control valve spacer plate and new gas- Install new converter housing gasket.
kets.

Figure 282 Figure 285

Use two (2) aligning studs and install control Install new suction tube “O” ring.
valve assembly.

Figure 283 Figure 286

Install bolts and lockwashers and tighten to Using aligning studs, install converter housing on
specif ed torque. transmission case.

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REASSEMBLY of TRANSMISSION CASE

Figure 287 Figure 290

Install bolts and lockwashers. Tighten to speci- Install pump drive gear, washer and bearing as-
f ed torque. sembly.

Figure 288 Figure 291

Install pump drive gear, washer and bearing as- Install pump drive bolts and lockwashers.
sembly. Tighten to specif ed torque.

Figure 289 Figure 292

Install pump drive bolts and lockwashers. Install pump drive gear, washer and bearing as-
Tighten to specif ed torque. sembly.

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REASSEMBLY of TRANSMISSION CASE

Figure 293 Figure 296

Install pump drive bolts and lockwashers. Install stator support bolts and lockwashers.
Tighten to specif ed torque. Tighten to specif ed torque.

Figure 294 Figure 297

Install new stator support gasket. Install idler gear, washer and bearing as an as-
sembly.

Figure 295 Figure 298

Install new sealing ring on stator support and Install idler gear bolts and lockwashers. Tighten
install stator support. to specif ed torque.

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REASSEMBLY of TRANSMISSION CASE

Figure 299 Figure 302

Install pump drive cover and gasket. Install new charge pump gasket.

Figure 300 Figure 303

Install bolts and lockwasher. Tighten to specif ed Install charging pump.
torque.

Figure 301 Figure 304

Install temperature sensor. Install charging pump cap screws. Tighten to
specif ed torque.

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REASSEMBLY of TRANSMISSION CASE

Figure 305 Figure 307

Install adaptor plate and new gasket. Install adaptor plate cover bolts and lockwash-
ers. Tighten to specif ed torque.

Figure 306 Figure 308

Install adaptor plate cap screws and tighten to Install f lter adaptor and new gasket.
specif ed torque.

Figure 307 Figure 309

Install adaptor plate cover and new gasket. Install f lter adaptor bolts and lockwashers.
Tighten to specif ed torque.

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REASSEMBLY of TRANSMISSION CASE

Figure 310 Figure 312

Install oil f lter and tighten to 30-38 Nm [22.1-28 lbft] Install torque converter sleeve.

Figure 311 Figure 313

Install new seal in baf e plate and install plate on con- Install torque converter sleeve cap screws and
verter. lockwashers and tighten to specif ed torque..

Figure 311 Figure 314

Install new sleeve gasket. Install stator support bearing.

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REASSEMBLY of TRANSMISSION CASE

Figure 314 Figure 317

Install stator support bearing retaining snap ring.. Install torque converter gear upper retaining
snap ring.

Figure 315 Figure 318

Install torque converter gear lower retaining snap Refer to “Cleaning and Inspection” pages.
ring.
After installing new seal ring on baff e plate, use
special tool and install converter assembly in
housing.
See Chapter 11 - Special Tools)

Figure 316 Figure 319

Install torque converter gear. Install oil baff e retaining ring.

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REASSEMBLY of TRANSMISSION CASE

Figure 320 Figure 323

Install drive plate and backing ring. Install speed sensor in transmission case. (See
as sem blyinstructions.)

Figure 321
Install drive plate bolts and lockwashers. Tighten
to specif ed torque.

Figure 322
Install speed sensor in converter housing. (See
assembly instructions.)

625
TE 13/17 SPECIAL TOOLS

Special Tool for holding drum in place during disassembly and reassembly.

626
TE 13/17 SPECIAL TOOLS

Lifting hook for converter

627
APC200 ECM/ECI.

User Manual
Firmware version 4.1

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

CHAPTER 1:
APC200 ECM/ECI
Transmission
Control System
Description

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

POWER Transmission

Shift Lever Control

Valve

Throttle Pedal
APC200
Engine Speed
Turbine Speed
Drum Speed
Output Speed
Brake Pedal
Temperature

Mode Selection
Engine

Throttle
Servo
Control
CAN GND

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

The APC200 takes care of all transmission related functions in order to achieve superior shift
quality and high reliability. Additionally it can control the engine speed either through use of a
suitable servomotor on the injection pump or via the standardized SAE J1939 – TSC1 CAN
protocol.
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves connections
between the APC200, the shift selector, the speed sensors, and the transmission control valve.

DIG OUT

DIG INP
FB

ANA INP ANA I/O

FB

PWM
SPEED INP I+

I-
I/V
STAT

Red.ShutDown
FB

Additionally the APC200 requires some connections for supplying power and for selection of
different operating modes. For more detail, check the application specific wiring diagrams.
Refer to paragraph 4.2 for details about the installation.

1.2 External interfaces

The APC200 is connected to the vehicle wiring system using a 48 pole Packard Metripack
Connector.
The two mating connectors (30 pole and 18 pole) have following components and Packard part
numbers.

Part Packard Part number

Receptacle 30 pin 1203 4398
Receptacle 18 pin 1204 0921
Contact 12089290 (0.35-0.5 mm²)
12103881 (0.8 - 1.0 mm²)

The different connector pin functions for the APC200 are listed below.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

Following type designations are considered:

Ptg pull to ground Input internally pulled high, must be connected to Ground to
activate. Alternately senses resistance 0 - 5 kOhm
Ptp pull to plus input internally pulled low, must be connected to Plus to
activate
Stg switch to ground Output switches internally to Ground. Other side of Load
must be connected with Plus
Stp switch to plus Output switches internally to Battery plus. Other side of
Load must be connected with Ground
Pwr power supply line connected to battery
Gnd ground ground reference line or supply line
Sns sense sensor input for frequency, voltage or current
Pwm pu lse width Output uses PWM to control the output current. When
modulated combined with the proper sns input, closed loop current
control is possible.
Comm communication control line used for communicating information with other
controllers and / or PC’s
Hbrg b i-directional motor Output can control the speed of a DC motor in both
control directions

In below table all references to terminals have prefix TC meaning they refer to the APC200
connector pins

WIRE PIN FUNC TYPE DESCRIPTION 3/3 SPEED DESCRIPTION 4/4 SPEED
A01 A1 PPWR Pwr Permanent Battery Plus Permanent Battery Plus
A02 B1 VFS0+ Pwm Fwd VFS Hi Side Out Fwd VFS Hi Side Out
A03 C1 VFS0- Sns Fwd VFS Lo Side In Fwd VFS Lo Side In
A04 D1 VFS1+ Pwm 2nd VFS Hi Side Out 2nd /4th VFS Hi Side Out
A05 E1 VFS1- Sns 2nd VFS Lo Side In 2nd /4th VFS Lo Side In
A06 F1 VFS2+ Pwm Rev VFS Hi Side Out Rev VFS Hi Side Out
A07 G1 VFS2- Sns Rev VFS Lo Side In Rev VFS Lo Side In
st rd st rd
A08 H1 VFS3+ Pwm 1 /3 VFS Hi Side Out 1 /3 VFS Hi Side Out
st rd st rd
A09 J1 VFS3- Sns 1 /3 VFS Lo Side In 1 /3 VFS Lo Side In
A10 K1 DO0 Stp RSP Drive Solenoid + RSP Drive Solenoid +
A11 A2 AN I0 Ptg Pressure feedback Pressure feedback
A12 B2 D IGIN0 Ptp Digital Input 0 (typically for shiftlever) * Digital Input 0 (typically for shiftlever) *
A13 C2 DI GIN1 P tp Digital Input 1 (typically for shiftlever) * Digital Input 1 (typically for shiftlever) *
A14 D2 DI GIN2 P tp Digital Input 2 * Digital Input 2 (typically for shiftlever) *
A15 E2 DO1 Stp Digital output 1 (optional warning lamp) 2nd/4th VFS selector
A16 F2 DO2 Stp 1st/3rd VFS selector 1st/3rd VFS selector
A17 G2 DIGIN3 Ptp Digital Input 3 * Digital Input 3 *
A18 H2 DI GIN4 P tp Digital Input 4 (typically for shiftlever) * Digital Input 4 (typically for shiftlever) *
A19 J2 D IGIN5 Ptp Digital Input 5 (typically for shiftlever) * Digital Input 5 (typically for shiftlever) *
A20 K2 DO3 Stg RSP Drive Solenoid - RSP Drive Solenoid -
A21 A3 G ND Gnd Supply Ground Supply Ground
A22 B3 SS0 Sns Drum speed sensor+ Drum speed sensor+
A23 C3 SS0 Gnd Drum speed sensor - Drum speed sensor -
A24 D3 SS1 Sns Output speed sensor+ Output speed sensor+
A25 E3 SS1 Gnd Output speed sensor - Output speed sensor -
A26 F3 SS2 Sns Engine speed sensor+ Engine speed sensor+
A27 G3 SS2 Gnd Engine speed sensor - Engine speed sensor -
A28 H3 AN I1 Ptg TransmTemperature TransmTemperature
A29 J3 ANI2 Ptg Converter out temperature Converter out temperature
A30 K3 GND Gnd Signal Ground Signal Ground

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

WIRE PIN FUNC TYPE DESCRIPTION 4/3 SPEED DESCRIPTION 3/3 & 4/4 SPEED
B01 L1 VFS4+ HbrgA Engine servo motor A Engine servo motor A
B02 M1 ANI4 Sns 5V Reference voltage out 5V Reference voltage out
B03 N1 VFS5+ HbrgB Engine servo motor B Engine servo motor B
B04 P1 ANI5 Sns Analog input 5 (0-5V) * Analog input 5 (0-5V) *
(typically for engine servo pos feedback) (typically for engine servo pos feedback)
B05 R1 VFS6+ Pwm Analog output 6 * Analog output 6 *
B06 S1 ANI6 Sns Analog input 6 (0-5V) * Analog input 6 (0-5V) *
B07 L2 CANL Comm CAN Lo CAN Lo
B08 M2 C ANH Co mm CAN Hi CAN Hi
B09 N2 RXD Comm RS232 RXD RS232 RXD
B10 P2 TXD Comm RS232 TXD / SPEEDO OUT RS232 TXD / SPEEDO OUT
B11 R2 SS3 Sns Turbine speed sensor+ Turbine speed sensor+
B12 S2 SPW R Pwr Switched Battery Plus Switched Battery Plus
B13 L3 DIGIN6 Ptp Digital Input 6 * Digital Input 6 *
B14 M3 DIGIN7 Ptp Digital Input 7 * Digital Input 7 *
B15 N3 DIGIN8 Ptp Digital Input 8 * Digital Input 8 *
B16 P3 DIGIN9 Ptp Digital Input 9 * Digital Input 9 *
B17 R3 ANI3 Ptg Analog input 3 (0-5V) * Analog input 3 (0-5V) *
B18 S3 SGND Gnd VFS Ground VFS Ground

* Note that different configurations are supported. The Input / Output mix can be varied
through the use of parameter sets which determine the exact I/O allocation. Further, most
non-transmission related functions can be routed through the CAN bus instead.
For application specific wire assignment, please refer to the wiring diagram.

Connector layout :

Rear view on the

controller connector

1.3 Man Machine interface

1.3.1 Shift lever
The main interface with the driver is the shift lever. It allows selecting the driving direction and
the different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 is designed to interface with a variety of shift levers. Refer to the application
specific wiring diagram for detailed information about shift patterns.
Note that the APC200 supports remote control via the CAN bus as documented in chapter 3:
CAN EDI Description.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.3.2 Display
The display is located on the APC200 front panel and consists of:

SPICER OFF-HIGHWAY
D M
E
S
F
APC200
APC200 front panel display
• 4 red 7-segment LED digits
• 3 status LED lamps ("D","E","F")
2 push buttons 'M' and 'S' for display mode selection.
The LED lamp labelled 'D' is yellow and is used to indicate Diagnostic modes.
The LED lamp labelled 'E' is yellow and is used to indicate Errors.
The LED lamp labelled 'F' is red and is switched on when the APC200 is in the reset condition due
to the bootstrap or Fault mode.
Refer to SOHPD drawing IAPC200A for installation dimensions.
After power up, the display defaults to the last display mode (if the display mode was not the error
display) selected when the controller was last powered down.
Typically, this will be the gear position mode. In this mode, the centre left digit shows the actually
engaged direction and the centre right digit shows the currently engaged range (gear).
Pressing the 'M' switch changes the displayed information group, while pressing the 'S' button
selects the item within the group.
While pushing the switch (and about 0.5 seconds after it is released) the display shows which
information is about to be displayed.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

There are 3 display groups: the most commonly used one allows switching between gear
display, vehicle speed and travelled distance display.

The second group shows the shift lever position and some other less used but nevertheless quite
relevant values (see below).
The third display accessed with the M-button isn’t actually a group of screens but is used to inform
you about any current or previously active errors. The display normally shows ‘ — — ‘ to indicate
there are no faults, but if one or more faults are (or have been) detected, the most severe one is
shown until you press the ‘S’ - button. Doing so reveals the next error until no more errors are
present, at which time again the ‘ — — ‘ sign is shown.

Display mode Comment

GPOS Reflects the actually engaged transmission direction and range.
VSPD Shows vehicle speed in km/h or MPH (parameter setting). Speeds are shown
with a 0.1 km/h or 0.1 MPH resolution.
DIST Shows the travelled distance in km or Miles (parameter setting). Distance is
shown with a 0.1 km or 0.1 Mile resolution. By pressing the “S” button during
3 seconds the distance trip counter is reset to 0.
OPER Shows the total operating time of the vehicle (engine running). Operating time
is shown with a 1 hour resolution and has a range of 0 to 49999 hours. The
number digits show the hours, the number of dots in between show the
number of times 10000 hours needs to be added to the number shown:
1 2 3 4 = 1234 hours
1 2.3.4. = 31234 hours

CPOS Reflects the current shift lever direction and position.

ESPD Shows measured engine speed (RPM)
TSPD Shows measured turbine speed (RPM)
OSPD Shows measured output speed (RPM)
SRAT Reflects the current speed ratio (calculated as TSPD/ESPD [turbine speed /
engine speed]) and is an important factor in automatic shifting.
TQ I Measured turbine torque at transmission input side (Nm)
TTMP Shows transmission temperature in °C

CTMP Shows cooler input temperature in °C

ERR The error display. By pressing the “S” button you can scroll through the errors
codes. If an error code is blinking, this indicates that the error was active in
the past but not active anymore.

When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always
select the error display mode (ERR) to view the nature of the problem. An overview of the error
codes is documented in a separate document “APC200 ECM-ECI Error Codes ver1.1.xls”.

1.3.3 Other
Additionally several on/off switches and position sensors with function described in section
1.6.1 can be used to control the different operating functions. The control system can receive
state information of these inputs either directly through its own inputs or via the CAN-bus using
standardised messages.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.4 Operating modes

1.4.1 Normal driving
For detailed description see chapter 1.7.

1.4.2 Diagnostic mode

This mode is selected when the ‘S’ mode switch is pressed at power up.
See 4.1.2 Self Diagnostic Functions for detailed description.

1.4.3 Limp Home mode

Defaulted to if either of following conditions occurs:
• a single fault on a transmission control output is detected
• a fault related to the engine speed sensor is detected
• two out of three vehicle speed sensors are in fault
If one of the above conditions is present, the transmission is put in neutral. In order to continue
driving, neutral must first be selected on the shift lever. Once the shift lever has been put in
neutral, the driver can re-engage a direction. In this mode, the user can operate the
transmission in either direction in 1st and 2nd only. If the fault occurs at a higher gear position,
the user is allowed to shift down manually.
Note: On some transmissions, ratios normally not selectable are used to substitute those that can no longer be
selected.

The controller uses default limits; all shifts use a default modulation curve.
Inching is disabled.
The GPOS / CPOS display indicates the letters ‘LH’ left of the direction/position
indication.

1.4.4 Shutdown mode

The ECM transmission control valve has a built-in redundant shutdown solenoid and a
pressure switch that monitors the pressure controlled by that solenoid.
This solenoid is controlled by the APC200 using both a high side and a low side switch
(again redundant logic).

When the APC200 enters shut down mode, all four pressure modulators are put at zero
pressure AND both controlling outputs of the redundant shutdown solenoid are
switched off.

This mode is activated when a severe internal or external problem is detected.

In this mode, the transmission is forced in Neutral because the redundant shutdown path cuts
off the hydraulic power to the clutches.
This mode is selected only if an intolerable combination of faults exists. In case of an
intermitting problem, SHUTDOWN mode is exited and the controller enters the LIMP HOME
mode.

However, in case the error is related to the pressure feedback signal, SHUTDOWN mode
remains selected until the controller is switched off.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

Also when a fault related to the parameter settings located in

FLASH memory s detected, the controller reverts to shutdown
mode
The GPOS / CPOS display indicates the letters ‘Sd’ left of the
direction/position indication.

1.4.5 Mode identification

Above modes are identified as follows:

Mode D-led E-led Display

Normal driving Off as per error

Self test On Off described in 4.1 Diagnostics

and maintenance
Limp home Off Blinking

Shut Down Off Blinking

1.5 Operating Characteristics

The APC200 is designed to operate continuously under the environmental conditions described in
section 3.3.
Below sections detail some specific system limits and specification data relevant for interfacing
with the APC200-24.

1.5.1 System
Operating temperature range -40°C to +80°C
Sealing IP67
Supply Voltage nominal 24V
min - max. 18V – 30Vdc
Over voltage conditions 5 min @ 48V
500ms @ 220V
2 ms @ 300V
Maximum continuous total load 12 Amperes
current @ 24V

1.5.2 On/Off inputs

Low input level < 0.8 V
High input level > 2.3V
Minimum DC voltage level - 60V
Maximum DC voltage level +60V

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.5.3 Analogue inputs

Internal pull up resistor (8V) 3 kOhm
Input voltage range 0 to 5 V
Resolution 10 bit
Minimum DC voltage level - 60V
Maximum DC voltage level +60V

1.5.4 Speed sensor inputs

In order to accurately control ECM, the APC200 has 4 speed sensor input circuits. All sensor
circuits can be programmed to act as a MRS circuit (this is a current loop circuit compatible
with the SOH Magneto Resistive Sensor) or as an inductive circuit.
Which circuit configuration is selected, depends on the sensor provisions on the transmission.

Sensor type Inductive Magneto resistive

Electrical interface Unbalanced Current sensing
Normal operating current N/A 7 / 14 mA
Short circuit detect yes yes
Open circuit detect yes yes
Reverse polarity detect N/A seen as short circuit
Fully protected yes yes

1.5.5 On/Off outputs

Maximum continuous load 1.5 Amperes
current
Short circuit detect yes
Open circuit detect yes
Redundant shutdown path yes
common for 3 outputs
Fully protected yes

1.5.6 Analogue outputs

Output current 0mA - 1200mA
Resolution 10 bit
Short circuit detect yes
Open circuit detect yes
Redundant shutdown paths yes
common for 4 and 3 outputs
Fully protected yes

1.5.7 Speedometer output (combined with RS232 transmit)

Signal amplitude -8V / +8V
External load > 1kOhm
Conversion factor 3.0 to 200 Hz/kph
(programmable)
Output frequency range 0 - 20000 Hz
Short Circuit protected Yes

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.5.8 Communication interfaces

RS232

Bitrate 38 400 BPS

8 bit 1 stop bit
Protocol
no parity
Xon/xoff
Handshake
SOH protocol

CAN

Bitrate Programmable up to
1MBPS
physical layer ISO 11898
CAN compatibility REV2.0B
SAE/J1939 yes ( @ 250 kbps)
Termination ex ternal 120 Ohm

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.6 Functional description

1.6.1 External inputs
The following paragraphs describe the most commonly used external inputs. For a full listin g
of available input functions, refer to the configuration set description in chapter 2.
Please refer to the proper electrical wiring diagram for connections and logic of the inputs
discussed below.

1.6.1.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and
the different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 can be programmed to interact with a large number of shift levers. Models
supported:
• Bump type shift lever: this type of shift lever generates pulse signals for up-and
downshifting, while providing fixed signals for the direction (forward and reverse).
• Standard type shift lever: this type of shift lever generates a distinct pattern in each
position. The APC200 can be programmed to accommodate any such shift lever,
provided it does not use more than 6 wires to determine its position.
• Remote control through CAN, see document chapter 3 paragraph 1.1.
The selection of which type of shift lever is use, is defined in the configuration sets. By
selecting the corresponding configuration, the defined shift lever is used - see chapter 2:
configuration set description.
For automatic mode the shift lever position will limit the gear in which the controller is allowed
to shift to.
Check the wiring diagram how the shift lever needs to be connected to the APC200.

1.6.1.2 Throttle pedal position

The throttle pedal is used by the APC200 to determine which shift characteristics to use, and to
control the engine if the option engine control is requested.
The throttle pedal position can be connected to the APC200 by several possibilities:
• Use of a digital input – idle/not idle switch. A reflection of the throttle pedal position by a
digital input can only be done if the APC200 has NO engine control.
• Use of an analog input, the throttle pedal should be equipped with an analog position
pickup sensor, which translates the position of the throttle pedal into a variable voltage
that can be measured by the APC200 and translated into a throttle percentage, reading
from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the throttle pedal sensor via the
EEC2 or the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
The selection of how the throttle pedal position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined throttle pedal position signal
source is used - see configuration management in chapter 2.
If no engine control is requested, and the APC200 has no throttle pedal position sensor
connected, the APC200 will assume that the throttle pedal is always at full throttle.

1.6.1.3 Brake pedal position

The brake pedal is used by the APC200 to go into declutch (force neutral) as from a certain
brake pedal position, and to control the electronic inching if these options are requested.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

The brake pedal position can be connected to the APC200 by several possibilities:
• Use of an analog input, the brake pedal should be equipped with an analog position
pickup sensor, which translates the position of the brake pedal into a variable voltage
that can be measured by the APC200 and translated into a brake percentage, reading
from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the brake pedal sensor position
via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the brake pedal position is connected, is defined in the configuration sets.
By selecting the corresponding configuration, the defined brake pedal position signal source is
used - see configuration management in chapter 2.
Note that the function to go into a declutch is different if the electronic inching option is used or
not. If inching is not used, declutch will result by going into neutral. While inching is used,
declutch will result by going into an inching declutch state (very low pressure in the direction
clutch, in order that the clutch can not transfer torque, this in order to go back smoothly in
inching).

1.6.1.4 Hydraulic lever position

The hydraulic lever position signal is used by the APC200 to control the engine speed
depending on the power requested by operating the hydraulic lever (eg. for lifting the load on a
forklifttruck). Of course this function is only relevant if the APC200 has control of the engine
speed (see further).
As a standard, this functionality is only active when the transmission is in neutral, to prevent
the vehicle to accelerate if the hydraulic lever is operated while the transmission is in gear.
However, if explicitely desired, the APC200 can be configured to always interpret the position
of this hydraulic lever, even when the transmission is in gear. In that case the target engine
speed as a function of the hydraulic lever position will have to be chosen carefully to prevent
unsafe behaviour of the vehicle!
The hydraulic lever position can be connected to the APC200 by several possibilities:
• Use of an analog input, the hydraulic lever should be equipped with an analog position
pickup sensor, which translates the position of the hydraulic lever into a variable
voltage that can be measured by the APC200 and translated into a hydraulic lever
percentage, reading from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the hydraulic lever sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the hydraulic lever position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined hydraulic lever position signal
source is used - see configuration management in chapter 2.
Also in the configuration sets the target engine speed as a function of the hydraulic lever
position needs to be specified.

1.6.1.5 Manual / automatic selection

The selection manual/automatic can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the manual / automatic selection
via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the manual /automatic selection is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined manual /
automatic selection is used - see configuration management in chapter 2.
If the manual / automatic selection is not used, automatic selection can be defined to be
always active.

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Chapter 1: APC200 ECM/ECI Transmission Control System Description

1.6.1.5.1 Manual !Automatic

Switching from manual to automatic is possible in all circumstances.

1.6.1.5.2 Automatic !Manual

Switching from automatic to manual is deferred until following conditions are fulfilled:

• Vehicle speed is sufficiently low

• Shift lever position equals or exceeds the transmission gear position.

1.6.1.6 Inching enable switch

When the vehicle has only one brake pedal, the inching enable switch allows you the disable
the inching. In this condition the inching enable switch should be mounted on the left brake
pedal in such way that the driver can easily use the brakes with or without depressing it.

If the switch is activated while braking, the inching function gets activated.

The selection inching enable can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the inching enable selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
The selection of how the inching enable selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined inching enable selection is
used - see configuration management in chapter 2.

If the inching enable selection is not used, the inching enable can be defined to be always
active.

1.6.1.7 Parking brake

When the parking brake is active, an input to the controller will force neutral on the
transmission.
Once neutral is forced by this parking brake input, there are 2 options to return to normal
shiftlever interpretation if the parking brake is turned off again:
• Unconditional: as soon as parking brake is turned off, the shiftlever will determine the
selected direction of the transmission immediately.
• Reset by neutral: if the parking brake is turned of, the shiftlever needs to be cycled
through neutral before the APC200 will interpret the shiftlever direction again.

The desired behaviour needs to chosen by the customer and activated on the APC200 by
DANA.

The parking brake can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the parking brake on/off state
via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the parking brake is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined parking brake selection is used - see
configuration management in chapter 2.

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1.6.1.8 Declutch digital input

Next to having declutch activated by the brake pedal position signal, a digital input can also do
this (results in forcing neutral).
This declutch digital input is completely independent of the analog brake pedal signal, so both
options can be activated at the same time.

The declutch digital input can only be connected to the APC200 by use of a digital input, of
which the logic can be inverted if requested.
Remark: Requesting declutch by CAN message can be done by forcing the brake pedal signal
in the CAN message to 100% (if the brake pedal signal source is set to CAN).

The selection of how the declutch input is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined declutch input selection is used - see
configuration management in chapter 2.

1.6.1.9 Starting in 1st/2nd gear

With this input signal the selection of the transmission starting gear can be obtained. This will
overrule the standard selected starting gear. This can be useful to have different transmission
operation depending on the drivers’ desires and operating conditions.
st nd
The starting in 1 /2 gear selection can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

st nd
• Use of a CAN message – the APC200 allows to receive the starting in 1 /2 gear
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the starting gear selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined starting gear selection is used -
see configuration management in chapter 2.

1.6.1.10 Reduced Vehicle Speed

With this input signal the reduced vehicle speed is activated. This function is only relevant if the
APC200 has control of the engine speed (see further).

The reduced vehicle speed selection can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the reduced vehicle speed
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

REMARK: Although this input can be activated by a CAN message, in practice this is not really
used. A simpler way to have reduced vehicle speed with a CAN message is to set the desired
maximum vehicle speed directly in the corresponding message (chapter 3 paragraph 1.1),
which will have the same result.

The selection of how the reduced vehicle speed signal is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined reduced vehicle
speed selection is used - see configuration management in chapter 2.

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1.6.1.11 Seat orientation

The seat orientation can be used on vehicles where the operator seat, including the shiftlever,
can be turned around 180 degrees. In this case the direction shiftlever signals will be inverted,
so selecting a direction will still correspond with the driving direction as experienced by the
driver.
This is particulary handy if the shiftlever is wired to the APC200.

To allow the APC200 to accept a change in seat orientation, there are 2 options:

• Conditional: before the APC200 will accept a seat orientation change and invert the
direction shiftlever signals, the following conditions need to be fulfilled:
o Vehicle must be at standstill
o Transmission must be in neutral
o Parking brake needs to be applied (if signal is available to the APC200)

• Unconditional: as soon as the seat orientation signal changes, the APC200 will accept it
and direction shiftlever signals will be inverted. This means that if there is no danger for
the transmission, the APC200 will immediately select the new corresponding direction. It
is clear that with this option, the vehicle control device will need to ensure safety
conditions for changing the seat orientation if necessary.

The desired behaviour needs to chosen by the customer and activated on the APC200 by
DANA.

The seat orientation selection can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the seat orientation selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

The selection of how the seat orientation signal is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined seat orientation selection is
used - see configuration management in chapter 2.

1.6.1.12 Inhibit Upshift

This input is used to prevent any upshift of the transmission, regardless of the currently active
gear. Downshifts will still be handled in the normal way, but as long as the inhibit upshift input
is active all requests to perform a shift to a higher gear are ignored, both in manual and
automatic shifting mode. When the input is deactivated, normal shifting logics will be resumed.

The inhibit upshift selection can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the inhibit upshift selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

REMARK: Different to most other described input signals, the selection of how this inhibit
upshift signal is connected, can not be defined in the configuration sets! It needs to be defined
by DANA, which means the selection is fixed for a chosen application and can not be modified
by the customer.

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1.6.1.13 Operator seated detection

The operator seated detection is usually linked to the signal reporting if someone is in the
operator seat or not (seat switch). When there is no operator present for a number of seconds
(APC200 parameter) and a direction is selected, neutral will be forced, to prevent the vehicle
driving off without an operator present.
Once this function is activated, there are different possibilities to return to normal shiftlever
interpretation:

• Unconditional: as soon as the operator returns to the seat, the selected shiftlever
direction will be interpreted.
• Cycle through neutral required: when the operator returns to the seat, the selected
shiftlever direction will only be interpreted when the shiftlever has been cycled through
neutral.
REMARK: if the parking brake input is activated (see above), turning the parking brake
on and off is equivalent to cycling the shiftlever through neutral.
• Declutch required: when the operator returns to the seat, the selected shiftlever
direction will only be interpreted when declutch has been activated and released.
Depending on the vehicle configuration, declutch can be activated by applying the
brake pedal into the declutch range or by applying a specific declutch button.
• A combination of the 2 conditions: it is possible to combine both the cycling through
neutral and the declutch condition, with the choice of needing both conditions or one of
the two conditions being sufficient.

The operator seated detection can be connected to the APC200 by:

• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the APC200 allows to receive the operator seated detection
via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.

REMARK: Different to most other described input signals, the selection of how this operator
seated detection signal is connected, can not be defined in the configuration sets! It needs to
be defined by DANA, which means the selection is fixed for a chosen application and can not
be modified by the customer.

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1.6.2 General
The APC200 takes care of the following functions

• direction change protection

• downs hift protection
• over speeding control
• aut omatic shifting
• automatic shifting in neutral
• elec tronic inching
• dec lutch
• engine control (certain configurations)
• service brakes (certain configurations)

1.6.3 Transmission gear changing.

Please note that all limit values mentioned in this document are values for reference only, which can be
changed while fine-tuning the application. They serve to indicate the typical order of magnitude these
limits usually have, allowing understanding their intended function.

1.6.3.1 Standard drive

Used when the accelerator pedal > 20% and when the speed ratio < 1.0

turbine speed
speed ratio = <1
engine speed

Automatic upshifting

An automatic shift to a higher gear is made when the accelerator pedal is pressed, the turbine
speed exceeds a minimum speed, and the slip in the converter (speed ratio) has reached a
certain value. This occurs when the tractive effort in the higher gear is higher than the tractive
effort in the lower gear. The below table indicates for each gear the different limits.
Minimum turbine speed for automatic upshifting:

Shift ACCELERATOR > 20% ACCELERATOR > 80%

F1-F2 140 0 1650
F2-F3 145 0 1700

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A typical upshiftcurve (speed ratio as function of turbine speed):

Shift 2-3

0.86

0.85

0.84

0.83

0.82

0.81
SR

0.8

0.79

0.78

0.77

0.76

0.75
1000 1200 1400 1600 1800 2000 2200
Turbine RPM

Automatic downshifting

An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds
the tractive effort in the higher gear (i.e. when the speedratio drops below a certain limit)
Below, a typical downshift curve is shown (speed ratio as function of turbine speed).
Shift 3-2

0.42

0.4

0.38
SR

0.36

0.34

0.32

0.3
400 500 600 700 800 900 1000
Turbine RPM

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1.6.3.2 Braking mode

Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that
the driver has released the accelerator pedal.

turbine speed
speed ratio = > 1
engine speed

Automatic upshift

In principle no automatic up-shifts occur in braking mode. The only exception is when the
transmission overspeeding limit (depends on transmission model) is reached and the shift
lever indicates a higher range than the one selected on the transmission.

Automatic downshift

Downshifts occur based on the output speed.

1.6.4 Direction reversal protections

1.6.4.1 Forward " Reverse or visa versa
The behaviour of the transmission largely depends on the vehicle speed when the direction
change is made.
If the vehicle speed is too high (3 km/h typically), the direction change will be postponed and
neutral is selected. A warning lamp (if installed) is switched on.

If the engine speed is below the limit for direction changes, and the vehicle speed is sufficiently
low, the direction change is made immediately.

If the engine speed however exceeds the engine limit, the transmission will remain in neutral,
and the warning lamp will be switched on until the limit is satisfied.

The engine speed limit is typically disabled but can be activated on request.

1.6.4.2 Neutral " Forward or Reverse (after standstill)

If an engine speed limit is used, neither forward nor reverse can be selected when the engine
speed is too high.
The vehicle speed must be below the forward/reverse speed, e.g. 3 kph.

1.6.4.3 Forward " Neutral " Forward

When driving in a certain direction and when putting the gear selector in neutral and back in
the same direction, the direction will re-engage provided the engine speed has dropped below
the limit for neutral / direction changes.

1.6.5 Behaviour in neutral

Coasting in neutral on a downhill could cause overspeeding of internal transmission
components. In order to protect against this, if the transmission is in neutral, the control unit
st nd
shifts to the next higher gear when the vehicle speed exceeds 5 kph (1 gear), 10 kph (2
gear).
nd rd
A downshift will be made at following typical vehicle speeds: 3kph (2 gear), 8kph (3 gear),
th
14kph (4 gear).
The shift lever position limits the highest position that will be selected – e.g. if placed in 2nd,
the controller is not allowed to protect the transmission by shifting to 3rd.

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1.6.6 Output functions.

1.6.6.1 Transmission control outputs
The transmission is controlled through variable force solenoids (VFS) and selectors. The
signals on these outputs are transmission specific and are optimised for each application.

1.6.6.2 Warning lamp

When a direction change or a downshift is made at too high vehicle speed, the warning lamp is
switched on and the request is not executed –
# In case of an inhibited direction change, the transmission is put in neutral.
# In case of an inhibited downshift, the current gear remains engaged. When the vehicle
speed has dropped sufficiently, the request is handled and the warning lamp is switched
off.
In some configurations, the warning lamp also conveys information about current
faults: if a fault is active (i.e. present), the warning lamp is blinking. The driver knows
the difference between faults and protections through the fact that the lamp is either
blinking or on continuously.

1.6.6.3 Engine control via CAN

In case the engine is equipped with an engine controller capable of communicating via the
CAN 2.0B, the APC200 is able to control the engine to further enhance shift quality. In case of
automatic shifting, the APC200 may reduce the engine torque to the transmission. Once the
shift is over, the engine torque is gradually increased to its normal level.
The APC200 uses the SAE J1939 TSC1 message to control the speed (not the torque) of the
engine. The source address is 03 by default and the destination address is 00. The message
has a priority of 6 and is transmitted at a bit rate of 250 kbps every 20 ms.

1.6.6.4 Engine control by APC200

The APC200 has a H-bridge output capable of controlling standard (BOSCH) engine control
servomotors with position feedback.
This provision can optionally be used to provide ‘throttle by wire’. Several engine control modes
are available.
Alternatively, the APC200 can be programmed to send TSC1 messages on the CAN bus to
control a SAE J1939 compatible engine.

1.7 The APC200 Inching System

The term ‘inching’ refers to the process of driving a vehicle at low speed while the engine runs at a
high speed, independent from the vehicle speed. The target of inching is to temporarily reserve
the engine power for controlling the hydraulics while still being able to precisely manoeuvre the
vehicle.
The APC200 implements this functionality by slipping the direction clutches, limiting the power that
can be absorbed from the engine.
The inching system can be operated both in forward and in reverse and in any range. It will be
most effective however in 1st range.
Automatic shift is typically disabled while inching.

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1.7.1 Operation
The inching system is controlled with the left brake pedal. The obtained effect depends on
how deep you press the brake pedal.

Inch speed as function of brake pedal

position
No Inching
9
8
8
Inch speed (kph)

7 Speed
6 control
5 No
4 Low Speed
3 against brake De-clutch
2
1 1,04
0
0
0 25 50 75 100
Brake position (%)

The 35% point in above graph is called the MID point and should correspond to the point
where the brakes actually start braking.

1.7.2 Activation of the inching system

Below conditions must be met simultaneously to start the inching function
• In order to activate the inching system, you have to push the left brake pedal beyond a
minimum percentage, typically around 10% (application specific setting).
• you must depress the ‘inching-enable ’ switch (mounted on the left pedal).
• A certain minimum engine speed is required to provide the required torque, but apart from
that, it doesn’t influence the vehicle speed – so the engine can be at full throttle to speed
up the hydraulics or steering (typically no minimum engine speed limit is implemented).
The APC200 will try to match the desired inching speed as close as possible. This speed
depends on the current brake pedal position (see graph above).
While inching, it’s not required to keep the ‘inching enable’ switch pressed.

1.7.3 Leaving Inching mode

If either of below conditions is met, the inching function will be switched off and normal
converter operation will be resumed.
Leaving inching in normal conditions:
# Release the brake pedal below 80% of the activating percentage, so typically around
8% (relative to application specific setting mentioned in previous paragraph). Better still;
release it completely for all practical purposes.
Note that releasing the ‘inching enable’ switch will not stop the inching function.
# Select Neutral or the other direction.
Note that when changing direction, if the changeover is made while the ‘inching enable’
switch is still pressed, the inching mode will re-activate in the opposite direction.

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Leaving inching for transmission protection:

Inching makes the direction clutch slip at high engine speeds. The amount of energy that can
be dissipated by the clutch in this slipping mode is limited.
To avoid clutch damage caused by dissipation of too much energy power, this is monitored by
the APC200. When the limit is exceeded for longer than 5 seconds (parameter), depending on
the application (customer choice) there are 2 possibilities:
• the direction clutch gradually closes completely and inching is disabled until the
brake pedal is completely released (below 5%).
• Neutral is forced and inching is disabled until the shiftlever is cycled through
neutral.
Note that in this case it is not necessary to release the brake pedal to re-enable the
inching function.
Regardless of the selected method, an appropriate error code will be reported to inform the
driver that the protection has temporarily disabled inching (see error codes list as referred to in
chapter 4 paragraph 8). This error code remains active until the corresponding action as
described above is performed.

1.7.4 Protections preventing Inching mode

• As described above, when you force the inching system to its limits (for instance when
inching against the brakes on a relatively steep slope), it shuts off.
REMARK: normally the inching settings prevent that this protection needs to intervene but
it is necessary to avoid clutch damage.
Due the nature of the inching control system (continuous pressure control to obtain the
desired speed, taking the clutch limitations into account), this protection will rarely have to
intervene.
Typically this protection can be activated when the transmission is not at it’s normal
operating temperature yet, because the characteristics of the transmission oil at low
temperature are not ideal for inching.
• Several system conditions can cause the inching system to become disabled:
1. Speed sensor problem.

2. Brake pedal sensor problem. If the sensor fails while inching, in order to leave
inching mode you have to select neutral. After that, inching won’t be activated.

1.7.5 Function of the brake pedal in relation with inching

REMARK: The following brake pedal percentages used to indicate the different inching
operation ranges are just a typical example and are not fixed values! They are application
specific and also linked to the results of the brake pedal signal calibration.

Brake pedal position effect

0% – 4 % Inching is disabled

5% – 34% Continuous inching speed control – no vehicle braking

35% – 69% Fixed inching speed – gradually increasing brake force

70% - 100% Transmission is disconnected – further increasing braking force

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• In the 5% - 35% brake pedal range, the service brakes don’t actually apply braking force.
st
This range is used to control the vehicle speed throughout the entire 1 gear speed range.
Generally the higher inching speeds are used to smoothly transition from low speed
inching into converter drive. Indeed, suddenly releasing the brake pedal causes a
noticeable ‘shift’ back into converter drive – comparable to a ‘Neutral – Gear’ shift
whereas a gradual release allows a more continuous engagement.

Note that in this range, if the speed is too high, the APC200 – as it doesn’t control the
vehicle brakes – can only take away traction. If this is the case, you have to press the
brakes more firmly to help the speed reduce.

• In the 35% - 70% brake pedal range, the target inching speed is fixed at 0,3 km/h. This
range is useful for slowly approaching your target, inching uphill or downhill without
excess speed variations. The braking force in this range is sufficient to control the vehicle
speed in most conditions.
• The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range, the target speed is 0 km/h – i.e. the transmission is disconnected
from the wheels.

1.7.6 Function of the brake pedal without inching

When the (left or right) brake pedal is pressed without pressing the ‘Inch-Enable’ switch,
the inching system remains off. This means you just get standard braking.
However once the vehicle speed is below 3 km/h (adjustable) and you press the brake pedal in
the 70% - 100% range, the transmission is placed in neutral. This ‘standard’ de-clutch function
improves vehicle braking. Additionally it prevents that you inadvertently overheat the
transmission.
Releasing the brake pedal below 70% causes the transmission to re-engage smoothly.

1.7.7 Tips for effectively using the inching system

1.7.7.1 Inching in general
If you come to a situation where you want to start inching, press the left brake pedal (including
the inching-enable switch) to reduce speed. Brake, as firm as needed - don’t worry about the
inching speed. As you get closer to the desired speed gradually release the brake pedal
to help the inching system kick in smoothly. This way you prevent that the vehicle comes to a
complete stop and that you loose time taking off again.
It takes some experience to get it to work every time, but once you get the hang of it, it feels
quite natural.
As soon as you the inching system is enabled, the engine is disconnected and it can
accelerate to speed up the hydraulics.
If required while decelerating, the APC200 automatically shifts down sequentially to 1st (note
that while inching these shifts can cause a slight shudder).
It’s possible to change direction while inching at full throttle. In other words, if you’re too close
to an obstacle, it’s okay to just reverse the direction with the foot on the brake (and on the
‘inching-enable’ switch) and the engine at full throttle. Make sure to cycle the shift lever
quickly to the other direction as otherwise the inching system gets disabled.
When standing still and you want to start while inching, you’d typically press the brake into the
de-clutch range (with the ‘inching-enable’ switch pressed!) and slowly release it, holding it
halfway until the vehicle starts rolling. Once it’s rolling, further release the brake pedal in order
to pick up more speed.

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1.7.7.2 Uphill inching

Driving uphill generally takes a lot of power, quite often more than the inching system is
allowed to provide.
Nevertheless, there are conditions where inching can be used quite successfully on a slope -
for instance on slopes typically used to load trucks and trailers – provided the vehicle is not
heavily loaded.
If you have a good ‘run-in’ on the slope, you best start inching before the start of the slope.
If you start inching on the slope, depending how you treat the brake pedal, you run the risk of
coming to a stop and eventually start rolling backwards. Once you roll backwards the inching
system gets confused and won’t help you slow down again.
Note that on most transmissions the APC200 is not capable to sense the actual driving direction, causing it to
mistake the rolling backwards for forward movement.

The thing to do in that case is to stop on the hill (and de-clutch) and gently release the brake
pedal until you get forward movement again. Careful brake pedal usage usually gets you
where you want.
The APC200 has a built-in feature that protects the inching clutches. If you use the inching
system in a condition where the required inching torque exceeds a pre-programmed limit, the
inching system is disabled. The customer can choose the option to engage into converter
drive.
When this happens (and it will on certain slopes and with certain loads), you will have to
reduce the engine speed to control the vehicle speed. This behavior is what you’d want
anyway, because the inching system would not be able to provide the power required to get
you moving in this condition.

1.7.7.3 Downhill inching

While driving downhill the APC200 has no means to control the vehicle speed. This means
you’re on your own as far as inching is concerned. Following remarks may help you make
the best of it however.

When inching downhill, the brake pedal will always be in the 35% - 100% range – that is if you
want to hold the vehicle at a controlled speed. This means that the target speed is always 0,3
km/h as far as the inching system is concerned.

If you brake to slow down below this speed, you’ll find, the APC200 fights you (it tries to
achieve 0,3 km/h). Eventually if you hold the vehicle stopped without going to de-clutch (brake
range 35% - 70%) the inching torque eventually will make the vehicle move when it conquers
the braking force you apply. This feels awkward and should be prevented.

The best you can do is make sure you keep rolling or if you want to stop, go to de-clutch.
On steeper slopes consider going down in converter drive with the engine at idle.

IMPORTANT:
Before the inching system can work properly, it is very important that the necessary
calibrations have been successfully completed:
- Automatic transmission calibration (see paragraph 6)
- Brake pedal calibration (if analog signal; see paragraph 5)

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2 Environmental conditions

2.1 Nature of environmental conditions

The APC200 is intended to be used on mobile earth moving and material handling machinery
and as such is exposed to the severe environmental conditions these machines operate in.
The APC200 should be installed inside the driver's cabin protected from direct exposure to rain,
dust, and direct steam cleaning.

2.2 Behaviour of the system under certain conditions

The built in outputs will automatically shut off in case their junction temperature exceeds 150°C.
This can be caused by external short circuits of outputs to ground, but also by over current
conditions when the unit is operated at high temperature. After cooling down, they automatically
retry to drive their load.

2.3 Environmental standards and limits

Subject S tandard Parameters
Temperature cycling IEC68-2-14N -40°C/80°C @ max. voltage

Power up at min. Temp. SAEJ1455 -40°C @ min. voltage

Power up at max. Temp. SAEJ1455 +80°C @ min. Voltage

Humidity IE C68-2-38
Vibration I EC68-68-2-34Fd 5g pk 10-150Hz 1 Oct /min
2.5Hrs 3 directions
Mechanical Shock IEC68-68-2-29 25g ½ sine 6ms @ 1 Hz

Sealing I EC529 IP67

2.4 Interference immunity standards and limits

Subject Standard Parameters 24V
Steady state voltage SAEJ145 5 18V - 32V , -40°C/80°C

Jump start requirements SAEJ1455 5 min @ 48V, 25°C

Reverse polarity SAEJ1455 5 min @ -26V, 25°C

Negative inductive tran- ISO7637-2/1 Vs = -100V tr=1µs td=2ms Ri=10

Ω 5000 pulses Class IV
sients
Positive inductive tran- ISO7637-2/2 Vs = +100V td=50µs tr=1µs
Ri=10Ω 5000 pulses Class IV
sients
Commutation noise ISO7637-2/3 Vs = +100V/-150V td=100ns
tr=5ns Ri=50Ω 5000 pulses pos
and neg Class IV
Voltage drop ISO7637-2/4 N/A

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Load Dump ISO7637-2/5 Vs =+200V td=350ms tr=5ms

Ri=5Ω Class IV
Electrostatic discharge IEC1000-4-2 air discharge 8 kV Class III
contact discharge 4kV Class III
Radiated interference ISO/ CD13766 Parameters as per standard

3 Design and development tools

The control system hardware was designed with development tools purchased from PADS inc.
Schematic entry is done with PADS Logic. Printed Circuit Design occurs with PADS Perform.
The large portion of the software is written in Keil-C166. The remaining code is written in Keil
ASM166.
The Hardware / Software combination is tested using Kontron in circuit emulators and PLS
Fastview66 debuggers.

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4 Diagnostics and Guidelines

4.1 Diagnostics and maintenance

4.1.1 General
Principally there are no specific devices required for first level troubleshooting as the APC200
incorporates several self-test features assisting in this process.
Nevertheless, use of digital multi-meters and simple tools such as an indicator lamp will be
required to pinpoint exact causes of problems.
More in depth troubleshooting and system tuning involves use of a WIN95 Compatible PC with
appropriate software and FLASH parameter programming equipment.
The APC200 allows recall and modification of non-volatile parameters through RS232.
This way, customers can, given the necessary equipment, choose to adapt certain parameters
to suit their needs.
From a maintenance point of view, this is relevant in so far that the APC200 allows reading
back the (modified) parameters along with serial number, part number and modification date.
Several PC hosted tools have been developed to ease the service and trouble shooting
process.

4.1.2 Self Diagnostic Functions

The APC200 has special circuitry to help verifying its operation.
Six self-test groups are built into the APC200 control programs:
• Display test and Version
• Digital input test
• Analogue input test
•S peed sensor test
•O utput test
•V oltage test

The 'D' led is on while operating the APC200 in diagnostic mode.

Note:
If during operation in a self-test mode a fault is detected, the E-led flashes to indicate the
presence of the fault. Pressing S-button for a while however in this case will not
reveal the reveals the fault code.

4.1.2.1 Self test Operation

Self-test mode is activated by pressing the ‘S’-switch on the APC200 front panel while
powering up the APC200.
Switching off the power of the APC200 is the only way to leave the self-test mode.

The available information is organised as groups of related displays.

Generally, each mode’s start display provides an overview of the status of all members of the
group.
For instance, the start display of the input test mode cryptically shows the level of each input
and the speed sensor test mode shows the frequency of each sensor channel in kHz.
Pushing the ‘M’-switch selects the next group in the order listed.
By pushing the ‘S’-switch a list of modes with more detailed information about the selected
group can be looked through.
When a new group is selected with the ‘M’-switch, the display always reverts to the overview
display (i.e. the beginning of the mode-list).

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Pressing a switch (M or S) shortly reselects the current group or mode. This feature is
applicable in all diagnostic-groups.
After powering up, the display test is activated.

4.1.2.2 Overview of test modes

4.1.2.3 Display test and Version

When selecting this group the display shows:

When pressing the S-switch, the display changes in

Releasing the switch engages a scrolling text display showing the part number and the version.
When pushing the S-switch, the display switches back to the display test mode, showing:

Followed by the program identification string, e.g. ECM 3.5 r6

After releasing the S-button, the display again lightens up all segments.

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4.1.2.4 Digital input test

When selecting this group the display shows:

The display shows which inputs are active. Each segment of the display indicates a specific
logical input. Different segments can be switched on simultaneously if different inputs are
activated simultaneously. In total there are fourteen inputs: ten digital and four analogue inputs
(in this group treated as if they were digital pull to ground inputs).
Digital inputs numbered 0 – 9 are shown on the segments as shown below.
Analogue inputs 0 –3 are shown on segments numbered 10 – 13 below.

0 2 4 6 8 10 12

1 3 5 7 9 11 13

Below example indicates that input 1, 4 and 5 are on. All others are off.

By pressing the ‘S’- switch repeatedly, each individual input is shown in more detail.
While pressing the ‘S’- switch, the display shows the logic-input number with the matching
harness wire. – I.e. below display corresponds with input one connected to wire A12.

Releasing the switch displays the input’s state (hi or lo).

Note: the analogue inputs return ‘high’ when pulled to ground.

Pressing the S-switch at the last analogue input brings back the overview on the display.

4.1.2.5 Analogue input Test

The APC200 has 4 analogue resistance inputs. They measure the single-ended resistance of
a sensor connected between the input and signal ground B18.
When selecting this group the display shows:

Releasing the switch brings an overview of the 4 analogue inputs on the display. The values,
displayed in kΩ, are separated by a dot.

Above display corresponds with a first input of 1 kΩ, a second of 2 kΩ and the last two of 0 kΩ.
Values that are more accurate can be found while running through the input specific displays
(S-switch).

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While pressing the switch, similar to the display of digital inputs, the left side of the display
gives information about which input is tested; the right side gives the matching wire.
The displayed value when the S-switch is released is the resistance in Ω.

Note: Although the APC200 also has 4 current sense and 3 voltage sense inputs, these
are not directly accessible through diagnostic displays.
The current sense inputs are treated in combination with analogue output test modes
The voltage sense inputs are not yet supported by the diagnostics modes

4.1.2.6 Speed sensor test

When selecting this mode the display shows:

When releasing the ‘M’-switch, again an overview appears on the display.

The four values, displayed in thousands of Hertz, are separated by a dot. Speeds below 1000
Hz are shown as 0.
Using the ‘S’-switch more detailed information concerning the speeds is available.
While pressing the ‘S’-switch, the display shows the speed channel number on the left side of
the display while the matching wire is shown right.
Once released, the left digit indicates what type of speed sensor should be connected to this
channel:
• c for a current sensor (Magneto Resistive Sensor)
• i for an inductive speed sensor.
The three other digits and the dot represent the matching speed in kHz
For instance, in below examples the left display indicates a current speed sensor and a
frequency of 933 Hz. The right one indicates an inductive sensor generating about 1330 Hz.

After the last channel is shown, another press on the ‘S’ switch re-selects the speed sensor
overview.

4.1.2.7 Output test

When selecting this mode the display shows:

The display shows which outputs are active. Similar to the digital input test overview screen,
each segment of the display indicates a specific input.
Different segments can be switched on simultaneously if different outputs are activated
simultaneously.

0 2 4 6 8 10 12

1 3 5 7 9 11 13

A blinking segment indicates a fault at a certain output.

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In total, there are 11 outputs:

• Outputs 0 – 6 are analogue
• Outputs 7 – 9 are STP digital outputs
• Output 10 is a STG digital output
Information that is more specific can be found while running through the different modes (S-
switch).
While pressing the switch, the left side of the display gives information about which output
channel is tested; the right side gives the matching wire number.
When releasing the switch the display shows either the actual current in mA, or the logic state
of the output (either ‘hi’ or 'lo').
If an output is currently in fault, its respective segment in the overview screen blinks slowly. On
the output specific screen, the display alternates between the actual state (current value or
logic state) and the fault type (open / short / curr / oor).

4.1.2.8 Voltage test

When selecting this mode the display shows:

The displayed value after the M-switch is released is the PERMANENT VOLTAGE Vp in Volts
as measured on wire A01.

The two other modes of this group are switched voltage (Vs) and sensor voltage (Vsen),
also expressed in Volts.

Vs is measured on wire B12. This power supply input is used to allow the APC200 to control
the power down process – allowing it to save statistical information in FLASH before actually
shutting down.

Vsen is measured off an internally generated voltage regulator and should be near 8.0V.
It can be measured on any unloaded analogue input channel (e.g. ANI0 on A11). The Vsen
voltage is used as a reference for the analogue inputs.

4.2 Technical guidelines for installation

The information contained in this section is provided to ease the installation of the APC200 on the
vehicle.
The main part of the installation concerns connecting APC200 wiring harness with the
Transmission's control valve harness. Below table shows the pin functions for the control valve
harness and which connections are required between control valve and APC200.
Further subsection detail on the connection of power supply and specific inputs and outputs.
In below description all references to terminals have prefix A or B if they refer to the APC200
wires and CV if they refer to the control valve wires.

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Transmission Control Valve connections for 3/3 and 4/4 transmission

Wire Pin Function 3/3 Function 4/4 APC 200 connection

CV01 V Common Ground Common Ground B00
CV02 U Not used Not used
CV03 T Not used Not used
CV04 S Not used Not used
CV05 R Not used Not used
CV06 P 1st / 3rd VFS Selector 1st / 3rd VFS Selector A16
CV07 N Not used 2nd / 4rd VFS Selector A15
CV08 M Pressure switch Ground Pressure switch Ground A21
CV09 L Pressure switch High Pressure switch High A11
CV10 K Drive solenoid + (RSP) Drive solenoid + (RSP) A10
CV11 J Drive solenoid - (RSP) Drive solenoid - (RSP) A20
CV12 H VFS 2nd + VFS rev + A06
CV13 G VFS 2nd - VFS rev - A07
CV14 F VFS 3rd / 1st + VFS 3rd / 1st + A08
CV15 E VFS 3rd / 1st - VFS 3rd / 1st - A09
CV16 D VFS fwd + VFS fwd + A02
CV17 C VFS fwd - VFS fwd - A03
CV18 B VFS Rev + VFS 2nd / 4th + A04
CV19 A VFS Rev - VFS 2nd / 4rd - A05

4.2.1 Power supply

Positive terminals
Wires A01 and B12 must be connected to the 24V battery EACH through a fast 6 Amp fuse.
They provide power for the shift logic and for the outputs that control the transmission
solenoids.
Where A01 (permanent supply terminal) must always be connected to plus, B12 must be
connected via the ignition switch.
Only this way, the APC200 can save valuable information during power down periods.
Because terminal B12 also provides power to outputs, it is recommended to use a relay to
apply power to it. The ignition key in turn should command the relay contact.

Ground terminals A21 and B00

These pins are the APC200's ground terminals and must be connected to a well-defined
ground potential. This can be the vehicle's chassis but preferably, each is connected with a
1.5mm² wire straight to the battery minus.
For the APC200 control to work properly, a T-split of the ground wire (close to the connector)
must be made to form a suitable ground reference for the Control Valve Common Ground
CV01 and CV08.
The Control Valve Common Ground is providing a suitable current return path for the VFS
selector Solenoids (A15 and A16).

Improper grounding may degrade the control system’s operation. The fact that most
outputs conduct pulsed signals tends to generate switching noise on the ground lines.
If the ground lines have insufficient quality or are shared with other loads, serious
degradation of the analogue input signal quality may result.

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Ground terminal B18

Pin B18 is the signal ground terminal and is intended for following signals

• A28, A29 (Temperature sensor)

• B11 (Speed sensor 3)
• B06, B17 (Accelerator and Brake pedal sensors)
• B04 (servo motor feedback signal)
• Communication link ground (CAN and RS232)

4.2.2 Input signals

Shift lever inputs (A12, A19, A14, and A15)
The common terminal of the shift lever is to be connected to the plus (B12).
The expected pattern on these inputs is shown on the proper wiring diagram
Speed sensor inputs (A22, A24, A26 and B11)
These signals are intended to measure the turning speed of various shafts.
What type of sensor should be connected and how the signal generated by it is interpreted
depends on the parameter settings of the APC200.
Standard inductive speed sensors have no polarity and have internal impedance of about 1060
or 390 Ohms (depending on the model).
Magneto Resistive sensors however are active electronic elements for which a polarity must be
observed.
Check the proper wiring diagram for the correct connections.
Transmission temperature input (A28)
This signal is intended to measure transmission oil temperature. Typically, the temperature
sensor is combined with one of the speed sensors.
In this case, the ground terminal of the speed sensor serves as ground terminal of the
temperature sensor as well and only one pin extra has to be connected to complete the circuit.
If a separate sensor is used, it is important to note that the APC200 expects a PTC sensor with
a resistance in the range from 0 – 5 kOhms. The proper conversion table can be specified in
the FLASH parameter set along with open load and short circuit reference resistance values.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for
this purpose.
‘Cooler In’ temperature input (A29)
This signal is intended to measure transmission oil temperature where it enters the cooler.
Typically this is a temperature switch – however analog sensors are supported and will be
used in certain applications.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for
this purpose.
Throttle pedal input (default: B06)
This analogue input expects a voltage in the range of 0V – 5V representing the accelerator
pedal position.
A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02.
The proper conversion table can be specified in the FLASH parameter set along with open
load and short circuit reference voltage values.
Brake pedal input (default: B17)
This analogue input expects a voltage in the range of 0V – 5V representing the brake pedal
position.
A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02.
The proper conversion table can be specified in the FLASH parameter set along with open
load and short circuit reference voltage values.

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4.2.3 Output signals

Wires A02/A03, A04/A05, A06/A07, A08/A09, A15, and A16 are used to control the
transmission. The table below reflects the gear pattern generated in each of the transmission
ranges.
Each wire pair mentioned above is in fact an analogue output that is connected to both sides of
a VFS (variable force solenoid). The current programmed through the solenoid is a measure
for the pressure applied to the connected clutch.
Transmission gear A02/03 A04/05 A06/07 A08/09 A15 A16
F1 $ $ $
F2 $ $ $
F3 $ $
F4 $ $
N1 $ $
N2 $ $
N3 $
N4 $
R1 $ $ $
R2 $ $ $
R3 $ $
R4 $ $
Note that during a transition from one gear to the next, these wires carry current
simultaneously. Example: when shifting from F1 to F2, wire A16 will be active during the
nd
transition and is switched off when 2 gear is engaged.
Wire A15 is only used for transmission control on a 4 /4 transmission. On 3 speed
transmissions it can be used to signal faults on the dashboard in case there’s no central
display.
On 24V installations, depending on the type of transmission, the outputs A16 and / or A15 may
carry a 100Hz PWM signal. This is required to prevent damage to the 12V solenoids used to
control the VFS selectors.
Forward VFS (A02 / A03)
This solenoid controls the pressure in the forward clutch
While Inactive, Forward is selected. When about 1000mA current flows, the forward clutch is
open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
Reverse VFS (A06 / A07 - A04/A05)
This solenoid controls the pressure in the reverse clutch
While Inactive, reverse is selected. When about 1000mA current flows, the reverse clutch is
open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
1st / 3rd VFS (A08 / A09)
This solenoid controls the pressure of either the 1st or the 3rd clutch.
Which clutch is selected depends on the state of the 1/3 VFS selector. When the selector is on
(24V on A16), 1st clutch is selected. Otherwise, 3rd clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
2nd / 4th VFS (A04 / A05 - A06/A07)
This solenoid controls the pressure of either the 2nd or the 4th clutch.
Which clutch is selected depends on the state of the 2/4 VFS selector. When the selector is on
(24V on A15), 2nd clutch is selected. Otherwise, 4th clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.

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4.2.4 Communication interfaces

CAN interface
This interface complies electrically with ISO11898.
The application software supports sending and receiving messages according to the SAE/J
1939 format. The bit rate typically is 250.000 bits per second.
Additionally the APC200 supports data acquisition and parameter editing using the CAN
communication interface.

Tuning Link
The communication protocol is RS232 compatible and is intended to use with existing SOHP
Tuning tools and is reserved for SOHP use only.

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5 Control system: Analog Input Signals Calibration

The APC200 firmware contains several calibration procedures for all supported analog input signals.
These are needed so that the APC200 reads the correct values from these signals.
These analog input signal calibrations have to be performed:
• when the vehicle is built at the OEM.
• when the sensor of an analogue input signals is replaced
• when the APC200 is replaced.

The optional DANA tool “Dashboard” includes a user friendly interface to perform the calibration of
analog input signals using a PC. For more detailed information, please refer to the “Dashboard”
help or contact a DANA sales representative.

5.1 Activating the calibration mode

during
power up M
S

keep
S
M
for 15 seconds

Overview display modes in calibration mode.

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Stand-alone calibration mode is activated by pressing the ‘S’-switch for at least 15 seconds on the
APC200 front panel while powering up the APC200. When stand-alone calibration mode is
entered the display shows (see also overview above):

Switching off the power of the APC200 is the only way to leave the calibration display mode.
By pressing the ‘M’-switch, the existing calibration modes are displayed (see overview above),
pushing the ‘S’-switch starts the calibration of the currently displayed mode.

Some calibration modes may be disabled by the controller software when these do not have to be
performed. In that case, when pressing the ‘S’-switch to start calibration the display shows:

5.2 Calibration of the accelerator pedal sensor

Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

Press the ‘S’-switch to start the accelerator pedal sensor calibration.

The display shows:

The driver should release the throttle pedal completely and then press the ‘S’-switch.
Now, the display looks as follows:

The driver should press the throttle pedal completely and then press the ‘S’-switch. As long as
one of the led display segments is blinking, the throttle pedal is not pushed hard enough and
pressing the ‘S’-switch will not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:

When errors were detected during the calibration process, the calibration results are ignored and
the display looks as follows:

Pressing the ‘S’-switch once again returns the display back to the start of the currently active
display mode, allowing the user to re-calibrate the current sensor or to use the ‘M’-switch to
proceed with the next calibration mode.

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5.3 Calibration of the brake pedal sensor

Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

Press the ‘S’-switch to start the brake pedal sensor calibration.

The display shows:

The driver should release the brake pedal completely and then press the ‘S’-switch.
Now, the display looks as follows:

The driver should drive the vehicle slowly and push the brake pedal up to the point the vehicle
starts braking. Another possibility is to push the brake pedal very carefully until the braking lights
are turned on (usually very low brake pressure).
Then the driver should press the ‘S’-switch. As long as one of the led display segments is blinking,
the brake pedal is not pushed hard enough and pressing the ‘S’-switch will not continue the
calibration process.
When the calibration process proceeds the display looks as follows:

The driver should apply full brake and press the ‘S’-switch. As long as one of the led display
segments is blinking, the brake pedal is not pushed hard enough and pressing the ‘S’-switch will
not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:

When errors were detected during the calibration process, the calibration results are ignored and
the display looks as follows:

Pressing the ‘S’-switch once again returns the display back to the start of the currently active
display mode, allowing the user to re-calibrate the current sensor or to use the ‘M’-switch to
proceed with the next calibration mode.

The brake pedal calibration, especially the middle calibration point, is extremely
important if the inching function is used. If this calibration is not performed
correctly, this could cause bad functioning of the inching function!

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5.4 Calibration of the servo motor sensor

Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

Press the ‘S’-switch to start the servo sensor calibration. If the position of the shift lever is not
neutral, the calibration process does not start and the following displays is shown:

If the vehicle is not standing still, the calibration process does not start and the following display is
shown:

If the shift lever is in neutral and the vehicle stands still, servo motor calibration starts. The
servomotor applies idle throttle and the following display appears for about three seconds (no
driver actions are demanded).

The servomotor automatically applies full throttle (no driver actions are necessary) and the
following display appears for about three seconds:

Then, if no errors were encountered during the process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The display looks as
follows:

When errors were detected during the calibration process, the calibration results are ignored and
the display looks as follows:

Pressing the ‘S’-switch once again returns the display back to the start of the currently active
display mode, allowing the user to re-calibrate the current sensor or to use the ‘M’-switch to
proceed with the next calibration mode.

After successful completion of the calibration process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The following display
is showed:

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5.5 Controlling Analog Input Signal Calibration using CAN

Apart from performing the analog signal calibrations using the stand-alone calibration mode of the
APC200 as described above, it is also possible to activate and control these calibrations using
CAN communication.
This can be useful on machines where the APC200 is difficult to reach and the operator has an
interface with a central vehicle controller (e.g. dashboard display) that is connected to the same
CAN bus network as the APC200.
The details of all used CAN messages are fully described chapter 3, but the following chart gives
a better insight of how different messages are linked together. The chart uses the codes for
calibration of the brake pedal signal, but the principal is identical for the other calibrations.

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6 Control system: Automatic Transmission Calibration

Apart from calibrating the analog input signals, the APC200 firmware also contains an automatic
transmission calibration procedure, which is able to optimise the shift quality of the transmission.
An automatic calibration has to be done:
• when the vehicle is built at the OEM.
• when an overhaul of the transmission is done.
• when the transmission is repaired.
• when the APC200 is replaced.
• Recommended after each 2000 hours driving in gear (forward or reverse selected).

The optional DANA tool “Dashboard” includes a user friendly interface to perform the automatic
transmission calibration using a PC. For more detailed information, please refer to the
“Dashboard” help or contact a DANA sales representative.

6.1 Performing an automatic transmission calibration

Activating the calibration mode to perform an automatic transmission calibration is the same as
described in paragraph 5.1.
When activating the calibration mode, the APC200 display will automatically be set at the right
display mode for starting an automatic transmission calibration. If this calibration is started after
having already selected other calibration modes, make sure to push the ‘M’-switch until the
display shows:

Before the automatic calibration can be started, a number of conditions need to be fulfilled:

• The parking brake on the vehicle has to be activated.

• The transmission temperature needs to be above 60° C. See the next paragraph how to
use the ‘HEAT’-mode to do this in a time effective way.
• The engine speed has to be kept at around 800 rpm (± 200 rpm) during the complete
calibration. If the APC200 has control over the engine, the engine speed will be adapted
automatically.
To trigger the automatic calibration procedure, push the S-button once. If all the conditions
mentioned above are met, the APC200 display will show:

The APC200 request the shift lever to be put in FORWARD.

If one of the conditions is not fulfilled, the corresponding display will be shown. Please see
paragraph 6.3.1 for a listing of those displays.

The automatic transmission calibration procedure starts. This is indicated on the APC200-display:

; ; ; etc.

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‘c1’ stands for ‘clutch 1’ being forward, while ‘M1’ stands for ‘mode 1’ of the calibration.
When all clutches have been calibrated, the APC200 displays:

At this point, the automatic calibration has completed successfully. A complete automatic
transmission calibration can take 10 to 15 minutes.

To exit the automatic calibration mode, you need to switch off the ignition key the vehicle. Make
sure that the APC200 has powered down – wait for 2 seconds. Now restart the vehicle and the
new tuning results will be activated automatically.

This power down is very important because at this point the results obtained in the calibration
are saved to the permanent memory of the APC200.

REMARK 1:

If you get any different information on the APC200 display as described above, there can be
two possible reasons:

• the calibration conditions are not fulfilled (temperature is too low, parking brake switched
off, the vehicle is moving, engine rpm is too high or too low)
• a calibration error has occurred during the calibration (message starting with an 'E'). See
paragraph 6.3 for further details.

REMARK 2:

By selecting REVERSE on the shift lever, while the automatic calibration is performing, the
procedure will abort the automatic calibration immediately and restart the APC200. You can
use this as an emergency procedure when something goes wrong during the calibration
procedure.

Note: by aborting the automatic calibration, the calibration is not finalized and needs to be done
from the beginning.

APC200 ECM/ECI User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 24/01/07
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: 4207049 Rev 1.5 Page: 49 of 137
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6.2 Heating up the transmission by using the ‘HEAT’-mode

The heating mode is especially provided to allow easy and quick heating of the transmission
before performing an automatic transmission calibration.

When this heating mode is activated, the following signals that are normally interpreted are now
ignored:
• Requested Gear (cabpos): no matter what gear is requested, the transmission will be put
in highest gear.
• Parking Brake input: the signal from the parking brake switch is completely ignored to
allow engaging forward or reverse with the parking brake activated.
• Brake pedal position: this signal is ignored to avoid declutch if the brakes are fully applied.
This results in a reduced functional mode on the transmission, always put in highest gear and only
reacting to direction selections. The requested direction will be engaged regardless of the parking
brake state or the brake pedal signal.

When this mode is activated, it allows easy heating of the transmission. Simply apply the parking
brake and select a direction. The transmission will stall against the brakes, but this does not
create a very high load on the machine because the highest gear is selected (lowest torque
transfer).

Paragraph 5.1, explaining how to enter the calibration mode, also displays how the ‘HEAT’-mode
can be activated. Once you see on the display “tran”, you can press the M-button once to go into
the “heat”-mode. The APC200 will display:

To trigger the 'HEAT'-mode, push the S-button. The APC200 will display the sump temperature:

This means the actual sump temperature of the transmission is 20°C.

Perform the following steps in order to heat up the transmission:

1. Make sure the parking brake is active and works properly.

2. Put the transmission in forward by selecting forward with the shift lever and then
accelerates the engine to full throttle.
3. Keep the engine at full throttle for about 15 seconds and then put the gearbox in neutral
by selecting neutral with the shift lever. Keep the engine at full throttle!
4. Keep the gearbox in neutral at full engine throttle for about 15 seconds again.
5. Release the throttle pedal and decelerate the engine to idle.
6. Go back to point 2 and repeat until the APC200 display shows a temperature above 60°C.
When the temperature is above 60° C, the temperature indication on the display starts
blinking. Now you can switch to the automatic calibration, by pressing the M-button for
several times – until the APC200 displays “tran”.

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The following figure shows a graphical representation of the transmission heating up cycle.

Engine speed

FULL

IDLE

Transmission gear

forward

neutral

15 sec. 15 sec.

REMARK:

During this warm up procedure, it is possible that the converter out temperature of the
transmission exceeds the maximum limit. This is a consequence of heating up the transmission
using this quick procedure.
When this occurs, the engine speed will be limiting to half throttle when the APC200 has engine
control or forcing neutral when the APC200 has no engine control. To solve this, simply leave the
transmission in neutral for a minute and throttle the engine to around 1300 rpm. This will allow the
heat in the converter to be evacuated.
After one or two minutes, you can resume the heating up procedure if the transmission
temperature has not reached 60 °C yet.

APC200 ECM/ECI User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 24/01/07
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: 4207049 Rev 1.5 Page: 51 of 137
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6.3 Calibration condition messages and calibration errors

This chapter gives an overview of the different calibration condition messages. Normally, you will
be able to repair the cause of a calibration condition message yourself. However, when a real
calibration error appears, it is recommended to note the reported error code and contact a DANA
service representative (see paragraph 6.3.2 below)

6.3.1 Calibration condition messages

The AP C200 exp ects the
shift lever to be in neut ral, but
finds it in a nother pos ition
(forward or reverse).
The AP C200 exp ects the
parking brake t o be on w hile
it is off.
The AP C200 has detected
output speed.
Engine r pm is too low
according t o the lim it t hat is
necessary for calibration.
Engine rpm is t oo high
according t o the lim it t hat is
allowed for calibration.
After b eing too low or too
high, the engine r pm is
coming back int o t he co rrect
boundaries for calibration.
When dur ing the automatic
transmission c alibration the
temperature bec omes too
low, t he AP C200 dis play
indicates th e actual
transmission temperature.
Put the shift lever back to neutral.
Put the parking brake to on.
Verify if the pa rking br ake is on an d w orking
properly. If t his is alrea dy t he case, you w ill
be obliged to keep to machine at standstill by
using the footbrake.
Once t he m achine ha s be en st opped, the
APC200 will as k the driver t o s hift t o f orward
before continuing the calibration.
If the vehicle is equipped with throttle-by-wire,
the engine rpm will be automatically adapted.
In the other case, the driver has to change the
throttle pedal po sition until t he dis play looks
as follows:
Use the M-button o n t he APC200 to go b ack
to t he 'HEAT'-mode a nd the S -button to
trigger this mode. Now, you have to warm up
the transmission again until t he te mperature
is abo ve 60° C. T hen go bac k to th e
automatic t uning m ode by t he M- button an d
trigger t his one a gain t o continue the
calibration.

6.3.2 Calibration errors

Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example: E1.25). Please note the error code and
contact a DANA service representative if an error of this form appears on the display.

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6.4 Transmission Calibration control using CAN

Apart from performing the automatic transmission calibration using the stand-alone calibration
mode of the APC200 as described above, it is also possible to activate and control this calibration
using CAN communication.
This can be useful on machines where the APC200 is difficult to reach and the operator has an
interface with a central vehicle controller (e.g. dashboard display) that is connected to the same
CAN bus network as the APC200.
The details of all used CAN messages are fully described chapter 3, but the following paragraphs
give a better insight of how different messages are linked together.

6.4.1 Controlling Transmission Heating Mode using CAN

As described above, a transmission-heating mode is available in the APC200 to quickly and
easily heat up the transmission.
The following chart shows how this mode is controlled using CAN messages:

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6.4.2 Controlling Automatic Transmission Calibration using CAN

Similar as for the heating mode, the chart on the following page shows how the automatic
transmission calibration mode is controlled using CAN messages.
For a better understanding of the chart, some explanations with the following flowchart
overview:
• Once the automatic calibration has been started successfully, the APC200 reply messages
TC_to_CVC_2 are repeated each 100ms to report the current state of the running
calibration. This temporary broadcasting of the TC_to_CVC_2 message is performed as
long as the calibration has been started and has not been aborted explicitly (or until the
APC200is restarted of course).
• Once the automatic calibration has been started, the APC200 reply messages
TC_to_CVC_2 will contain a value between 0 and 3 in byte1. This means that a certain
phase of the automatic transmission calibration is running.
• If this byte1 becomes 4, this means that the automatic tuning has completed successfully.
• If this byte1 becomes 5, this means that the automatic tuning has completed but there
where errors.
• When in some conditions something goes wrong, a driver intervention will be needed. In
that case this byte1 turns to value 6 and byte5 indicates the desired action.
It is absolutely necessary to react to these requests for driver interventions and therefore
these requests should be communicated to the driver in a clear way. Typical interventions
required from the driver will be:
• Apply the parking brake (TC_to_CVC_2.byte5 = 0Ah): when during the tuning the
parking brake would be turned off
• Stop the vehicle (TC_to_CVC_2.byte5 = 05h): when for some reason the brakes
would not work and the machine start to move due to a shift in the automatic
tuning process.
• Heat up the transmission (TC_to_CVC_2.byte5 = 06h): when the transmission has
dropped below a minimum value to continue with the tuning. In this case, the
transmission-heating mode needs to be called (see above).
• Go forward (TC_to_CVC_2.byte5 = 04h): a request to put the transmission in
forward again will be requested after any of the previously mentioned actions has
occurred. This is absolutely necessary to avoid the automatic tuning just continuing
automatically! This could be dangerous (imagine the brakes not working and the
machine being moved by the tuning process)
Therefore it is certainly not recommended to generate an automatic request to
forward from the vehicle software in such cases!
• Check error code (TC_to_CVC_2.byte5 = 09h): In this case a problem in the
automatic tuning process has occurred. This request means you should check the
errocode that is set in TC_to_CVC_2.byte6.
• It is recommended to log this error and report it to the user.
NOTE: these request codes for driver intervention basically replace the calibration condition
messages of the stand-alone calibration mode, described in paragraph 6.3.1.
• To provide some feedback to the user while the automatic transmission calibration is
running, visualization of the clutch and the iteration loop that is being performed is optional.
• After an error has occurred (TC_to_CVC_2.byte5 = 09h, see above), a specific message is
needed to make it resume again with the next part of the automatic procedure
(CVC_to_TC_3 with byte 1 = 02, see chart below).

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7 Statistics
The APC200 automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the APC200 has been powered (ever)
Power up-count Number of times the controller was powered
Fault Count Number of times a specific fault has occurred
Fault Time Time a specific fault has been detected
Fault Timestamp Last moment of occurrence of a specific fault relative to the
Controller Lifetime
POST results Information about how many times the Power Up Self Tests
have detected problems
Production Test results Information about results of production testing
Display mode Last selected display mode and set of sub groups
Time in each gear Time that the transmission has operated in each gear position
Shifts to each gear Number of shifts to each gear position that ever occurred
Maximum speed Value and ‘time over limit’ for speed in each gear
Maximum temperature Value and ‘time over limit’ of transmission temperature

This information can be used to get an idea about the way the vehicle has been used in the field in
case of a field problem.
Based on application requirements this list can be extended.
The information can be accessed with specialised tools that download and interpret the statistical
data from the APC200 upon request.
The memory limitation for this kind of storage is 4kBytes.

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CHAPTER 2:
APC200 ECM/ECI
Configuration Sets
Description

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1 Introduction
The configuration sets are created to provide OEM Engineering a windowed view on all relevant
parameters to allow option selection and machine functionality definition in the APC200.

This manual describes the structure and the contents of the configuration sets. It also contains the
information needed for practical use of these configuration sets, both for setting the contents of a set
as for selecting a predefined configuration set. This can be handled both using the GDE tool and
using CAN communication.

The optional DANA tool “Dashboard” also includes a user friendly interface to handle the
configuration sets using a PC. For more detailed information, please refer to the “Dashboard” help
or contact a DANA sales representative.

2 Using Configuration Sets

2.1 Basic concept

Each column in the “ConfSets” header (see further) represents a machine configuration. For all
the available options (rows) a suitable value can be selected. These values are boundary checked
to prevent the user entering unsafe data.

Once the different configuration sets are created, one of these sets is selected by simply picking it
from the list of available sets and downloading it to the controller. This can either be done using
the GDE and APT tool or using a CAN message (see APC200 CAN EDI description).

2.2 Configuration Set Parameters Description

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2.2.1 Config Name

This is a text parameter that allows the user to specify any name for the configuration set up to
8 characters long.
This name is also used as the column title of each configuration set and more importantly for
the list of selectable configuration sets (see paragraph 2.2.36).
When you specify a new name, it will not immediately be reflected there! This will only be
updated after downloading your changes into an APC200, closing the GDE, restarting it and
then performing an upload again. Alternatively leaving the GDE open and performing an
‘Upload Groups’ will also refresh the parameters label info and reflect your changes after the
next upload.
Because the name of the configuration is very important for reference to a set, it is recommend
to make sure that the correct names are reflected in the list of selectable configuration sets
(see paragraph 2.2.36) before saving your changes and distributing this file in your production
environment (see also tips in paragraph 3.2).

2.2.2 Engine ctrl.

Here the engine control option is specified: By clicking the cell you want to change, you get a list of
3 choices:
- Mechanic: use this when the APC200 has no control over the engine at all.
- Servo: the APC200 controls the engine using a bridge controlled servo motor
- CAN: the APC200 controls the engine on the CAN bus following the SAE J1939
standard

2.2.3 TSC1 rate

If the engine control option is set to CAN, this parameter sets the repetition rate of the CAN
message controlling the engine (message TSC1 following the SAE J1939 standard).
Possible selections are:
- 10 ms (standard following the SAE J1939 standard)
- 20 ms
- 50 ms
- 1 00 ms

2.2.4 AutoShiftMod
Select the automatic shift mode:
- 1st NoKD: the machine will start in 1st gear and shift through all gears.
- 2ndKD1st: the machine will always start in 2nd and only shift down to 1st gear when ‘Auto
Kickdown’ conditions are fulfilled (low speed & high transmission load)

REMARK: If the input function ‘DI Start 1/2’ (see further) is enabled (Wired or CAN EDI), this
automatic shift mode is overruled and the state of the ‘DI Start 1/2’ input function will determine
how the transmission shifts!

2.2.5 CAN EDI Enbl

Enable or disable the CAN bus communication following the standard as described in the APC200
CAN EDI description.
This has to be enabled when at least 1 function is assigned to ‘CAN EDI’, but it is also possible to
enable it without having any function assigned to it. This might be desired e.g. for just reading the
information that the APC200 broadcasts on the CAN bus.

REMARK: if the DANA PC tool “Dashboard” is to be used, never disable CAN EDI in a used
configuration set! “Dashboard” is a CAN communication based tool and therefore will not
function when CAN EDI is disabled!

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2.2.6 DI Declutch
Enable or disable the digital input signal for the declutch function. This signal can only be wired to
the APC200 and is not available on the CAN bus (OFF / ON).
REMARK: If it is used in combination with an analog (or CAN) signal for the brake pedal position
detection, this digital input function has an ‘or’ relation to the declutch requested by the pedal
position. This means that if the digital input requests declutch, it will be activated although the
brake pedal position is not requesting declutch! This is also true the other way round.

2.2.7 DI AutoShift
Enable or disable the switching between automatic shifting and manual shifting. There are 3
options:
- OFF: do not use use this function.
- Wired: the function is active and it is wired to the APC200 (see wiring diagram)
- CAN EDI: the function is active and it is sent over the CAN bus, following the protocol as
described in the APC200 CAN EDI description

2.2.8 DI Inching
Enable or disable the inching enable (pedal) switch (OFF / Wired / CAN EDI).
(Note: Wired or CAN EDI is needed to allow Inching to work, unless DANA provides that this
function is always activated!)

2.2.9 DI ParkBrake
Enable or disable the parking brake signal (OFF / Wired / CAN EDI).

2.2.10 DI Start 1/2

Enable or disable the starting in 1st or 2nd gear selector switch (OFF / Wired / CAN EDI).
If this is enabled (Wired or CAN EDI), it overrules whatever is set in AutoShiftMod.

2.2.11 DI VehSpdRed
Enable or disable the reduced vehicle speed switch (OFF / Wired / CAN EDI).
For this function to work, some sort of engine control is clearly needed (see paragraph 2.2.2).
The actual reduced vehicle speed is specified in ‘VehSpeedMax’ (see below).
REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of the
engine speed when reaching this vehicle speed limit. This can result in lowering the engine
throttle, even if a high engine speed would be desired.

2.2.12 DI VehSpdRed2
Enable or disable the digital input signal for the redundant reduced vehicle speed input function.
This signal can only be wired to the APC200 and is not available on the CAN bus (OFF / ON).
REMARK: Enabling this redundant input is only significant if the ‘normal’ reduced vehicle speed
function is also enabled (see paragraph 2.2.11). This redundant function is intended to increase
the safety of selecting the reduced vehicle speed by interpreting the state of 2 inputs for activating
the same function. Therefore activating only this redundant input will not have any effect.

2.2.13 DI SeatOrien
Enable or disable the digital input signal for the seat orientation function that inverts the logics of
the direction selection when it is activated. This signal can only be wired to the APC200 and is not
available on the CAN bus (OFF / ON).

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2.2.14 AI Throttle
Enable or disable the throttle pedal input (OFF / Wired / CAN EDI).

2.2.15 AI BrakePedl
Enable or disable the brake pedal input (OFF / Wired / CAN EDI).
Be reminded that enabling the brake pedal signal (Wired or CAN EDI) makes the declutch
function automatically work according to the brake pedal position.
Concerning the functioning combined with the declutch digital input function; please refer to the
remark in paragraph 2.2.6.
(Note: Wired or CAN EDI is needed to allow Inching to work!)

2.2.16 AI HydroPwr
Enable or disable the hydraulic power lever input (OFF / Wired / CAN EDI).
Remark: As a standard, this functionality is only active when the transmission is in neutral, to
prevent the vehicle to accelerate if the hydraulic lever is operated while the transmission is in
gear.
However, if explicitely desired, the APC200 can be configured to always interpret the position of
this hydraulic lever, even when the transmission is in gear. In that case the target engine speed as
a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle! (see paragraphs 2.2.32 & 2.2.33).

2.2.17 SpeedDisplay
Selects the unit used to display speed and distance related values, both on the display and on the
CAN bus. It allows switching between kilometres (KPH) or miles (MPH). This will be applied on
speed and distance displaying on the APC200 display, and on the broadcasting of these values on
the CAN bus (see APC200 CAN EDI description).
Remark: This is purely a displaying factor, so it does not influence specifying limits like the
maximum vehicle speed limit.

2.2.18 ShiftLvrType
Specify the type of shiftlever on the machine (Standard / BumpType / CAN Type)

2.2.19 Roll Radius

Specify the rolling radius of the machine tires.
The limits on this value depend on the application approval.

2.2.20 Axle Ratio

Specify the axle ratio of the machine axle.
The limits on this value depend on the application approval.

2.2.21 Engpeed Max

Specify the maximum engine speed limit (rpm).
The value is limited between 500 rpm and 3000 rpm (or a smaller range if required).

2.2.22 VehSpeed Max

Specify the maximum vehicle speed limit (kph).
The value is limited between 0 kph and 80 kph (or a smaller range if required).

2.2.23 VehSpeed Red

Specify the reduced vehicle speed limit (kph). This is only relevant if ‘DI VehSpdRed’ is set to
‘Wired’ or ‘CAN EDI’.

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As for the maximum vehicle speed limit, this value is limited between 0 kph and 80 kph. But for
obvious reasons, there are 2 extra limitations:
- minimum = 5 kph: below this speed the vehicle speed limitation control will not work.
- Maximum = maximum vehicle speed limit: if a value higher than this maximum vehicle
speed limit is specified, it is automatically clipped to this value.

2.2.24 VehSpeed F-R

This sets the maximum vehicle speed to allow a direction change to be performed. If a direction
change is requested when the vehicle speed is higher than this value, the shift will be postponed
until the actual speed has dropped below this limit. If it does and the request for a direction
change is still detected on the shiftlever, the shift will be performed.
Standard value: 3 kph
Adjustable range: 0 kph – design limit, depending on the application approval
The maximum allowed direction change vehicle speed is determined to prevent damage to the
transmission clutches (overheating and friction plate damage caused by dissipation of too much
power in the direction clutches). It can therefore not be exceeded at all!
Using a lower limit might be desirable in some cases to prevent direction changes on the machine
at speeds that might represent a dangerous situation on the machine or the direct environment.

2.2.25 EngSpeed F-R

Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction
change.
Standard value: 1500 rpm
Adjustable range: 500rpm – design limit, depending on the application approval
The maximum has been set purely for transmission protection, just like the maximum vehicle
speed limit.
For the same reason as mentioned above, it might be desirable to use a lower engine speed limit.
REMARK: If a value lower than the actual engine idle speed is specified, this will result in no
direction changes being performed at all !!!

2.2.26 EngSpd N-Dir

This is the engine speed limit for re-engaging a direction clutch from neutral. This means that
when the actual engine speed is above this value the transmission will not engage any direction
clutch. Only when the actual engine speed has dropped below this limit, the direction clutch will be
activated.
This limit is used for re-engaging a direction clutch after having cycled the shiftlever to neutral and
back to gear (different limit for direction engagement when leaving declutch, see paragraph
2.2.30).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm
Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all!
IMPORTANT REMARK
Setting this engine speed limit lower than the limit ‘EngSpeed F-R’ will result in using the
‘EngSpeed N-Dir’ for limiting the forward reverse engine speed. Basically ‘EngSpd N-Dir’ overrules
‘EngSpeed F-R’ when its value is lower. This same overruling also goes for the ‘Dclt EngSpd’ limit
(see paragraph 2.2.30).
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.

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2.2.27 EngSpd KD1st

This is the minimum engine speed needed before the automatic kick down mode is checked. So
only when the engine speed is higher than this value, the APC200 will monitor the load on the
transmission and decide wetter a kick down is desired or not.
Standard value: 1800 rpm
Adjustable range: 1000 rpm – 3000 rpm
Specifying a low value can cause a kick down to quickly, not giving the transmission time to
develop the required traction in the actual selected gear. Very high values might cause kick down
never to occur, especially if this limit is higher than the maximum engine speed.
REMARK: the trick not to have automatic kickdown is to set this limit to a value higher than the
maximum possible engine speed.

2.2.28 Dclt VehSpd

This is the vehicle speed limit to allow declutch to be activated. This means that when the actual
vehicle speed is above this value - although a brake pedal position higher than the declutch
activation percentage is detected - the transmission will not activate declutch. Only when the
actual speed has dropped below this limit, declutch can be activated.
This is intended to allow high braking power requests at relatively high vehicle speeds to slow
down the machine, without disengaging the direction clutch while doing so.
Standard value: 5 kph
Adjustable range: 0 kph – 80 kph
When this limit is set to 0 kph, declutch will never be activated.

2.2.29 Dclt MinBrk%

Using this parameter value, it is determined at what brake pedal position declutch is activated. So
if the detected brake pedal position is higher than this value, declutch is activated.
This is active with the brake pedal signal coming from an analog input or CAN EDI, regardless of
electronic inching being used or not.
Standard value: 80 %
Adjustable range: 50% - 101%
Setting this value low will cause the direction clutch to be disengaged even at low braking power,
making the machine stop quicker. Setting it to 101% will result in having no declutch activation at
all. Changing this setting might be desired for some specific applications on machines that do
have an analog or CAN EDI signal for the brake pedal position.

2.2.30 Dclt EngSpd

This is the engine speed limit for re-engaging a direction clutch when declutch is deactivated. This
means that when the actual engine speed is above this value the transmission will not engage any
direction clutch. Only when the actual engine speed has dropped below this limit, the direction
clutch will be activated.
Different to the limit ‘EngSpd N-Dir’ (see paragraph 2.2.26), this limit is only applied when re-
engaging a direction clutch is caused by releasing the declutch requested (only with pure declutch,
so no inching active).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm

Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all after having activated declutch and leaving it!

IMPORTANT REMARK
Setting this engine speed limit higher than the limit ‘EngSpd N-Dir’ will result in using this lower
‘EngSpd N-Dir’ for limiting the ‘exit declutch’ engine speed. Basically ‘EngSpd N-Dir’ overrules
‘Dclt EngSpd’ when its value is lower.
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.

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2.2.31 HydrPowr Min%

This parameter value sets the minimum hydro power percentage that needs to be detected on the
lever signal (analog or CAN EDI) before the engine speed is adjusted.
Detecting a higher hydro power lever percentage than this value will make the engine rev up when
the transmission is in neutral.
Standard value: 20 %
Adjustable range: 5% - 101%
Setting 5% will make this function react to even a slight movement on the lever, while 101%
disables this function.
It is obvious that the hydro power lever signal needs to be available (analog signal or CAN EDI)
and that engine control must be active (Servo or CAN controlled).

2.2.32 HydrPowr Min Espd

2.2.33 HydrPowr Max Espd
These 2 values determine how the engine speed will be controlled as a function of the hydraulic
lever position signal. Together with the parameter ‘HydrPowr Min%’ the engine speed control is
defined as shown in the graph below.
HydrPowr Max Espd
Engine speed as function of
hydraulic lever position
2000
2000
Engine speed (rpm)

1750

1500

1250

1000
20 40 60 80 100
HydrPowr Min Espd
Hydraulic lever position (%)

HydrPowr Min%

2.2.34 Slip Acc Max (optional)*

Specify the maximum allowed acceleration when the acceleration monitor option* is activated.
The limits on this value depend on the application approval.

2.2.35 Slip Dec Max (optional)*

Specify the maximum allowed deceleration when the acceleration monitor option* is activated.
The limits on this value depend on the application approval.

* Optional feature; needs to be enabled by DANA

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2.2.36 Ntr Gear>Cab

This setting specifies how the APC200 will react when the shiftlever requests a gear that is lower
than the gear that is currently engaged, and it is not allowed to perform the downshift at that time
for transmission protection (overspeeding):
- No: the transmission just stays in the current gear and refuses to perform the downshift, as
long as the vehicle speed is too high; once the vehicle speed is low enough, it will perform
the downshift.
- Yes: the transmission shifts to neutral; when the vehicle speed is low enough to perform the
originally requested downshift, it will downshift and re-engage the selected direction (only if
shiftlever is still selecting the direction of course).

2.2.37 ConfigSet ID

The final relevant parameter to the configuration sets is this ConfigSet ID. It is located in the
header ‘GDE Info’ and it selects the configuration set that will be activated each power up.
If you click this parameter value, a list automatically presents the available configuration sets
as named by the parameter ‘Config Name’ described in paragraph 2.2.1. Selecting one will
make it active after performing a download to the controller and automatically resetting the
controller.
REMARK: If the value ‘Not Used’ is selected, no configuration set is used and the standard
GDE values are activated. This is intended for exceptional cases (mainly for DANA use) and is
NOT recommended!

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3 Configuration Set Management: GDE

One of the ways to manage the configuration sets is by using the GDE tool. To
have all the necessary access rights to change the relevant parameters, a GDE tool
with OEM Engineering license is required.
This OEM Engineering level GDE tool allows the user to access and change the
parameters described above.
An OEM engineer can prepare the different configuration sets in accordance to the
different machines that are being produced.
Once this is performed (for a certain type of drive train, being engine and
transmission), this information is saved to a specific file that will be programmed
into the APC200 controllers for machines with that drive train.
All information for the different configuration sets as defined by OEM engineering
are downloaded into the flash memory of the APC200 controller. That way a
desired machine configuration can easily be selected in the production line or at an
OEM service centre without having to configure a long list of parameters.
This will be possible by using a GDE with a different access level, being OEM
Production.

3.1 Editing Configuration Sets with OEM Engineering GDE

When connected to an APC200, using the GDE tool you can access the existing configuration
settings in that controller by performing an upload.

Normally these configuration sets would be prepared in an office environment where there is not
always a setup with a connected APC200 available. In that case you just open an existing file that
has been saved by you earlier or that you have received from DANA.

Selecting the Header ‘ConfSets’ presents the table where all configurations are available for
editing.

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You can now edit all the required parameters to create your desired machine configurations and
provide an appropriate name.
These changes can be saved to a file with a name of your choice. That file will then be used in the
production line to customize each machine to the correct configuration.

REMARK: after performing an upload from an APC200, the GDE tool will always be in safe edit
mode. This is to prevent accidental changing of parameters. If you want to change to normal
editing mode to change the configuration set parameters, simply click the key icon in the taskbar
or use the Edit/ Save Mode to disable this safe edit mode.

3.2 Suggestions for Managing Configuration Sets with GDE

To help avoid problems in your production line, here are some suggestions:
- For each drive train you will need 1 file where you can define different machine
configurations. It is necessary to keep at least 1 file per drive train because of some specific
settings and limits that are related to the approval of each drive train! Therefore it is not
recommended to create machine configurations for machines with a different drive train in
the same file!
- The first time you will create such a file for a drive train with a number of different
configurations defined, you would best start form a file received from DANA. Alternatively
you can also start from an upload on an APC200 with correct settings.
- Be absolutely sure to use the GDE tool with OEM Engineering Level license!
- You will save your settings to a file with a name that is clear and non-confusing for you and
your organization.
- Make sure that the names that you have specified for each configuration are reflected in the
relevant fields (see remark in paragraph 2.2.1). Reminder: after changing the names,
download your changes into an APC200, restart your GDE tool and perform an upload from
that controller again. The changed names will now be reflected in all relevant fields, so you
can save this to your file that you will use.
- When changes are made to the contents of the configuration sets within the file of one drive
train, it is recommended to always save this to the same filename (if this is possible). This
way a high number of lots of similar GDE files can be avoided, which was one of the main
intentions of using configuration sets in the first place!

3.3 Selecting Configuration Sets with OEM Production GDE

At production level (and service centres if desired by OEM), the user will have an OEM Production
level GDE tool. This version of the GDE tool offers a very limited view of the parameters that
easily allows selecting a file and downloading it to the APC200 controller.
The only parameter of the configuration sets that this production level will be able to access is the
ConfigSet ID. This way it is possible to select the correct machine configuration set at the end of
the production line and download it into the APC200.

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Apart from selecting the Configuration ID, there are 2 more parameters that can be set with this
OEM Production level GDE:
- Transm S/N: here the serial number of the transmission built into the machine being
programmed can be entered. It is recommended to do this because this is valuable
information for service purposes.
- Vehicle ID: this is a text parameter where any text up to 7 characters can be entered. This
can be a vehicle type name, a vehicle production serial number, etc…

REMARK: All APC200’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!

3.4 Uploading machine configuration with OEM Production

GDE
If the OEM user wants to keep track of the settings on all of the machines by logging the
downloaded settings, the OEM Production level GDE tool allows to upload the data from an
APC200 controller and save it to a file.
It is recommended to perform this upload of the settings after the full calibration has been
performed (throttle pedal, brake pedal, transmission automatic tuning,). That way all the settings
specific for that machine are incorporated in that file.
REMARK: After an upload has been performed using the OEM Production level GDE tool, the
download option will automatically be disabled! This is done deliberately to avoid accidental
downloading of machine specific calibrated data into another machine.
To enable this download option again, simply open a saved file. This way downloading becomes a
conscious choice of selecting a specific desired file to download.

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4 Configuration Set Management: CAN

As an alternative (or as a supplement) to using the GDE tool to manage the configuration sets,
there is the possibility to use CAN communication if this is available.
By sending a specific command in a CAN message to the APC200 controller, an existing
configuration set can be selected on the machine.
The central vehicle controller could be configured to automatically request the correct
configuration set for that machine.
After a set has been selected using CAN, a normal power down (key switch) of the machine will
be necessary to make it active. It is not allowed to switch between different configuration sets
while the machine is running!
If a configuration set has been selected and activated, all parameters available in that
configurations set can also be adapted using a specific CAN message, which provides full control
of the values of each parameter in the active selected configuration set.

4.1 Conditions for Reading and Setting Values on CAN

To be able to use the functionality of the parameters available in the configuration sets, there are
some conditions.
Absolutely essential is that a valid configuration set must be selected and activated before it is
possible to even just read the actual values of these parameters.
If there is a configuration set active, reading the actual values and the corresponding minimum
and maximum values is possible at all times.
To write a new value to any of these parameters however, some extra conditions are to be
fulfilled:
- The machine needs to be at standstill
- The shift lever needs to be in the ‘Neutral’ position
- If there is a parking brake signal available to the APC200, the parking brake must be
engaged
If one of these conditions is not fulfilled, this will be reported by a specific code in the
acknowledgement message (see further).

If these conditions are OK, the value of any of the available parameters can be changed by
sending the correct codes in a CAN message (see further).
However, there are some extra restrictions on accepting the new value:
- the index needs to address an existing parameter in the configuration
- the new value must be within the allowed minimum to maximum range of that parameter
Again, if one of these conditions is not fulfilled, the appropriate code will be returned in the
acknowledgement message.

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4.2 Selecting a Configuration Set: CVC_to_TC_3

To select a configuration set in the APC200, a CAN message is provided that is also used for
reading and writing other values in the APC200 (see also chapter 3, paragraph 1.3.11).
Below this message is explained when used to select a configuration set in the APC200.

4.2.1 CVC_to_TC_3 defined for Configuration Set Selection

Message Name CVC_to_TC_3

Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 80h = Request code for configuration set selection
Byte 1 00h = read request: just read the currently active configuration set
01h = write request to select a specified configuration set
Byte 2 Index to requested configuration set, if a write request is sent
Byte 3 FFh = reserved
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved

4.2.2 CVC_to_TC_3.Byte 1
- 00h = read request: just read the currently active configuration set
- 01h = write request: select a newly specified configuration set

4.2.3 CVC_to_TC_3.Byte 2
When there is a write request to select a configuration set, this is where the index to the desired
configuration set is specified.
Range = 0 – 39 (40 configuration sets available in total)

REMARK: To avoid confusion and remain consequent, it is recommended to set this byte to the
value FFh if there is no write request, although it has no influence at all.

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4.3 APC200 reply Configuration Set Selection: TC_to_CVC_2

Each time a configuration set read or write request is sent by using the CVC_to_TC_3 message
as described above, a reply message will be sent by the APC200. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 2.2.11).
Below this reply message is explained when used to read or write a configuration set index.

4.3.1 TC_to_CVC_2 defined for Configuration Set Selection

Message Name TC_to_CVC_2

Message ID CFF2403H
(03 is the Transmission Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Index of Newly Requested Configuration Set
Byte 3 Index of Currently Active Configuration Set
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved

4.3.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 (value 00h or 01h) in normal situations
Normal situations are:
- The request was simply to read the actual value of the currently active configuration
set
- The request was to select a new configuration set and this new index was accepted

- FF(hex) = the index of the requested configuration set (CVC_to_TC_3.byte2) is invalid.

To retry the write operation of the configuration set index, make sure that a valid
index is specified.

4.3.3 TC_to_CVC_2.Byte 2
Here the index value of the new requested configuration set index is shown. There are different
values possible:
- echo of CVC_to_TC_3.byte2 (=requested index):
The request to select a new configuration set was accepted
- FF(hex) = there is no valid configuration set currently active
-S ame value as CVC_to_TC_3.byte3 (=currently active index)

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The request to select a new configuration was not accepted or there was no request to
write a new index. In these cases the index of the currently active configuration set is
shown.

4.3.4 TC_to_CVC_2.Byte 3
This byte simply shows the index of the configuration set that is currently active.
If this shows FF(hex) this means that there is no valid configuration set active.

IMPORTANT REMARK: When there is no write request to select a new configuration request,
TC_to_CVC.byte2 and TC_to_CVC.byte3 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC.byte2 and
TC_to_CVC.byte3 will show a different index value. Only after a normal power down of the
APC200 (key contact) and a restart, the new configuration set will be activated!
This can be checked by reading the active configuration set index after power up and verifying
that it corresponds to the selected one.

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4.4 Communication Overview Selecting a Configuration Set

Request configuration set selection APC200 Reply Message

CVC_to_TC_3.byte0 = 80h TC_to_CVC_2

NO Write Request?
CVC_to_TC_3.byte1

YES

TC_to_CVC_2.byte
NO
New requested index valid? 01 2 3 4–7
CVC_to_TC_3.byte2 80h FFh Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active

YES

Accept new requested index

TC_to_CVC_2.byte *
01 2 3 4–7
80h 01h New Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
* After APC reboot, the Active index will be the New index

TC_to_CVC_2.byte
01 2 3 4–7
80h 00h Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active

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4.5 Reading and Writing Values: CVC_to_TC_3

To read and write values in the parameters of the configuration sets, a CAN message is provided
that is also used for reading and writing other values in the APC200 (see also chapter 3,
paragraph 1.3.12).
This message is explained here when used to read and write values in the configuration set
parameters.

4.5.1 CVC_to_TC_3 defined for Configuration Set Parameter

handling

Message Name CVC_to_TC_3

Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 81h = Request code for configuration set parameter handling
Byte 1 Bit 0-6 = Index to configuration set parameter
Bit 7 = read/write request
Byte 2 New value, in case the write request is active
Byte 3
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved

4.5.2 CVC_to_TC_3.Byte 1
The first 7 bits of this byte are used to set an index to the configuration set parameter that needs
to be read or written.
For a detailed list of all supported index values, see paragraph 4.5.4.

Bit7 (Most Significant Bit) functions as a read/write request bit:

- Bit7 = 0: Just read the parameter value referred to by the index in bit 0-6. This is possible at
all times, provided there is a valid configuration active.
- Bit7 = 1: Write the new desired value (as specified byte2-3) to the parameter referred to by
the index in bit 0-6

4.5.3 CVC_to_TC_3.Byte 2-3

When there is a write request to set a configuration set parameter to a desired value, this is where
the new value is needs to be specified.
Data format:
New value = byte2 + byte3 x 256
For specific scaling factors of certain parameter values, please refer to the table in paragraph
4.5.4.

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4.5.4 Configuration Set Parameter - Index and Format List

Index Configuration Set Data fo rmat Un it of

Value in byte2-3
Value Parameter byte 2-3
0 = Mechanic
1E ngine ctrl. 1 = Servo
2 = CAN
0 = 10 ms
1 = 20 ms
2T SC1 rate
2 = 50 ms
3 = 100 ms
0 = 1st without Kick Down
3A utoShiftMod nd st
1 = 2 with Kick Down to 1
0 = No (inactive)
4 CAN EDI Enbl
1 = Yes (active)
0 = OFF (inactive)
5 DI Declutch (wired)
1 = ON (active)
6D I AutoShift
7 DI Inching
8 DI ParkBrake
9 DI Start 1 / 2
0 = OFF (inactive)
10 DI VehSpdRed 1 = Wired
11 A I Throttle 2 = CAN EDI
12 A I BrakePedl
13 A I HydroPwr
0 = KPH
14 S peedDisplay
1 = MPH
0 = Standard
15 S hiftLvrType 1 = Bump Type
2 = CAN Type
16 Roll Radius Rolling Radius [m * 1024]
17 Axle Ratio Axle Ratio [ratio * 1024]
18 EngSpeed Max Engine max speed [rpm]
19 VehSpeed Max Vehicle max speed [kph * 256]
20 VehSpeed Red Vehicle reduced speed [kph * 256]
21 VehSpeed F-R Vehicle max speed F-R [kph * 256]
22 Engspeed F-R Engine max speed F-R [rpm]
23 EngSpd N-Dir Engine max speed N-Direction [rpm]
24 EngSpd KD1st Engine min speed for Kickdown [rpm]
25 Dclt VehSpd Vehicle max speed for declutch [kph * 256]
26 Dclt MinBrk% Minimum Brake % for declutch [%]
Minimum Hydrolever % min for [%]
27 Hy drPowr Min%
engine speed control
28 ‘ ‘ Min Espd Erpm at 0% liftleverpos [rpm]
29 ‘ ‘ Max Espd Erpm at 100% liftleverpos [rpm]
0 = OFF (inactive)
30 DI VehSpdRed2
1 = ON (active)

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0 = OFF (inactive)
31 DI SeatOrient
1 = ON (active)
32 Dclt EngSpd Engine max speed to exit declutch [rpm]
0 = No
33 Nt r Gear>Cab
1 = Yes
Slip Acc Max [m/s²] * 1024
40 Maximum Acceleration
(optional)*
Slip Dec Max [m/s²] * 1024
41 Maximum Deceleration
(optional)*

* Optional feature; needs to be enabled by DANA

4.6 APC200 reply Parameter Read/Write Request:

TC_to_CVC_2
Each time a parameter read or write request is sent by using the CVC_to_TC_3 message as
described above, a reply message will be sent by the APC200. This is the standard reply message
that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 2.2.12).
This reply message is explained here when used to read and write values in the configuration set
parameters.

4.6.1 TC_to_CVC_2 defined for Configuration Set Parameter

handling

Message Name TC_to_CVC_2

Message ID CFF2403H
(03 is the Transmission Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Active Configuration Set Parameter Value
Byte 3
Byte 4 Minimum Allowed Configuration Set Parameter Value
Byte 5
Byte 6 Maximum Allowed Configuration Set Parameter Value
Byte 7

4.6.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 in normal situations

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Normal situations are:

- The request was simply to read the actual value of a valid configuration set parameter
- The request was to write a new value to a configuration set parameter and this new
value was accepted and the operation completed successfully.

- 7B(hex) = a request to write a new value to a configuration set parameter was sent, but the
machine conditions to allow this where not fulfilled! These machine conditions
are the ones described in paragraph 4.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
- 7C(hex) = a request to write a new value to a configuration set parameter was sent and the
value was accepted, but the writing to flash memory was not possible because
another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short
time. Please repeat the request again later.
REMARK: Writing to flash memory can easily take a few hundred milliseconds.
Respecting a time delay between to write requests of minimum 500 ms is
recommended.
- 7D(hex) = a request to write a new value to a configuration set parameter was sent BUT
the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum –
maximum values further)
- 7E(hex) = a request was made containing a non-existing index to a configuration set
parameter. Make sure to use only supported index values (see list in paragraph
4.5.4).

- 7F(hex) = There is no valid configuration set selected at this moment, so no request on any
configuration set parameter can be handled.
Make sure to select a valid configuration set first!

4.6.3 TC_to_CVC_2.Byte 2-3: Active Value

Here the active value for the configuration set parameter is reported. The data format is identical
to the format in CVC_to_TC_3.byte2-3.
Data format:
Active value = byte2 + byte3 x 256

When a write request was sent, the active value will be the new requested value in case the new
value was accepted.
Identical to requested values in CVC_to_TC_3.byte2-3, please refer to the table in paragraph
4.5.4 for specific scaling factors of certain parameter values.

REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).

4.6.4 TC_to_CVC_2.Byte 4-5: Minimum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).

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4.6.5 TC_to_CVC_2.Byte 6-7: Maximum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).

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4.7 Communication Overview Editing a Configuration Set

Parameter
Request configuration set parameter handling APC200 Reply Message
CVC_to_TC_3.byte0 = 81h TC_to_CVC_2

TC_to_CVC_2.byte
NO
Valid configuration set 0 12 34 56 7
active ? 81h 7Fh FFh FFh FFh FFh FF h FFh

YES

TC_to_CVC_2.byte
Valid parameter index? NO
0 1 2 34 56 7
CVC_to_TC_3.byte1.bit0-6 81h FFh FF h FFh FF h FFh FFh
7Eh

YES

NO Write Request?
CVC_to_TC_3.byte1.bit7

YES

TC_to_CVC_2.byte
NO
Machine conditions OK? 0 1 23 45 67
81h 7Bh FFh FFh FFh FFh FFh FF h

YES

TC_to_CVC_2.byte
NO
New value in allowed range? 0 1 23 45 67
CVC_to_TC_3.byte2-3 81h 7Dh Act value Min value Max value

YES
Set active value to new value

TC_to_CVC_2.byte
NO
Writing to flash memory allowed? 0 1 23 45 67
81h 7Ch Act value Min value Max value

YES
TC_to_CVC_2.byte
0 1 2 34 567
81h XXh Act value Min value Max value
Where XXh = echo of CVC_to_TC_3.byte1

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4.8 Suggestions for Managing Configuration Sets with CAN

4.8.1 Selecting a configuration set
As mentioned in the description above, the first thing to do is select a valid configuration and
activate it.
Considering the CAN communication protocol to select a configuration set, the following sequence
is an example of how this could be done.
- Determine what configuration index is required. This can be an input from a user interface
device or can be coded in the vehicle software.
- At power up of the machine, first read the currently active configuration set by sending
CVC_to_TC_3 with byte0 = 80h and byte1 = 00h (see details above).
- Check if the active configuration set index matches the required one. If it does, then there is
nothing more to do.
- If the active configuration set index does not match the required one, send a request to
select the index that you need by sending CVC_to_TC_3 with byte0 = 80h, byte1 = 01h and
byte2 containing the requested index (see details above). Remember to check the APC200
reply (TC_to_CVC_2) to confirm that the new requested index has indeed been accepted!
- Signal a request for a power down, if possible with some indication as to why the power
down is needed (on a display, perhaps).
- After rebooting the machine, the new selected configuration set index will be activated and
the check at power up will see that the correct configuration has been activated, so no
further action is necessary.

REMARK: All APC200’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!

4.8.2 Editing configuration set parameters

Once a configuration set is selected and activated, you might want to read and/or change the
settings of certain parameters available in that configuration set.
Below is a suggestion for when a user interface device like a menu driven display would be used
to manage setting of parameters on a machine. Please use the representation in paragraph 4.7
for a schematic overview of the read and/or write operation of a configuration parameter.
A general guideline to use the CAN communication to manage these settings is the following:
- Determine which parameters of the available parameters in the configuration sets you want
to set (this could be all available).
- For these parameters read the actual values, mainly to get the minimum and maximum
allowed values for this parameter. This reading of the desired values can happen in a loop
where the index is incremented at each new request. The rate at which the messages follow
each other in sequence will be determined by the loop time to send the request and interpret
the APC200 reply. However, a minimum interval of 20 ms between 2 messages is
recommended.
- Once the desired parameter values have been read, the user could change any of these
parameters within the allowed range for each of these parameters. Each time the user
enters a new value, the corresponding write request CAN message can be sent to the
APC200.
- It is strongly recommended to check if the new selected value for the parameter has indeed
been accepted by interpreting the APC200 reply message. If this reply is not used as an
acknowledgement for the write request, it could occur that a requested value is not accepted
for some reason. This would result in a behavior on the machine not corresponding to what
the user thought had been selected!

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- For automatic setting of specific parameters at power up of the machine, an automatic loop
could be programmed in the vehicle control software. This could check the actual value of
some parameters, check it to a desired value and if these do not correspond, the desired
value can be written. Again make sure to interpret the APC200 reply message to see if the
newly requested value was accepted.
- If such a loop for writing different values would be used, it is possible that the writing to flash
memory in the APC200 is still busy for one parameter when a second write request is
already coming in. Because of the relatively slow process of writing to flash memory, a
minimum interval of 500 ms between 2 write operations is recommended. However, if this
interval would not be respected, this cannot cause any damage. The APC200 will simply
deny the new value and report the corresponding code indicating writing to flash memory is
not possible at that time. In that case just wait for a short period (e.g. 200 ms) and try again.
- The specific codes in the APC200 reply messages can be used to notify the user through a
display if there would be a problem with accepting any desired value, so the appropriate
action can be taken.
- IMPORTANT: Remember that even after successfully writing new values to these
parameters of the configuration, they will only be activated after a reboot of the APC200 (a
restart of the machine). Also note that the engine of the machine does not have to be
running to set new values to these parameters, so just turning the key contact on is
sufficient to manage the desired parameters.

APC200 ECM/ECI User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 24/01/07
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: 4207049 Rev 1.5 Page: 81 of 137
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CHAPTER 3:
APC200 ECM/ECI
CAN EDI Protocol
Description

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1 Proprietary Messages from Central Vehicle Controller

(CVC) to Transmission Controller (TC)

1.1 CVC_to_TC_1: Remote control message

Message identifier: CFF20xx (Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF20 (Hex) = 65312 (Dec) Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller
Repetition rate : 20 ms
Timeout : 200 ms
DLC : 8
Value Detail
Byte 0 Bit 0 Direction
Bit 1 selection
Shift lever position (if not used : all bits should be 1)
Bit 2 0 Bit 1 Bit 0 Bit 6 Bit 5 Bit 4
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 :2
nd
Range
Bit 5 1 0 : reverse 0 1 1 :3
rd
selection
Bit 6 1 0 0 :4
th

Bit 7 Fault state of Bit 7

shift lever 0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 1 Bit 8 Selection :
automatic/manual
Auto/manual shift (if not used : all bits should be 1)
0 : manual shift mode – 1 : automatic shift mode
Bit 9
Inching enable/disable (if not used : all bits should be 1)
Inching enable

Bit 10
Bit 10 Bit 9
0 0 : inching disabled
0 1 : inching enabled
1 0 : reserved
1 1 : function not supported over CAN
Bit 11
Bit 12
Neutral lock (if not used : all bits should be 1)
Neutral lock

Bit 12 Bit 11
0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
1 1 : function not supported over CAN
Bit 13
Parking brake (if not used : all bits should be 1)
Parking brake

Bit 14
Bit 14 Bit 13
0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
1 1 : function not supported over CAN
Bit 15 1 Reserved

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Value Detail
Byte 2 Bit 16
Throttle pedal position (if not used : all bits should be 1)
0= 0%

Throttle pedal
100 = 100 %

position
… 254 = fault related to throttle pedal position sensing
255 = measurement not supported
Note : If the vehicle has no real analogue throttle pedal sensor, the discrete
Bit23 % values may be used to indicate idle (0%), half (50%) and full throttle
(100%) conditions.
Byte 3 Bit 24
Brake pedal position (if not used : all bits should be 1)
0= 0%
Brake pedal
100 = 100 %
… position
254 = fault related to brake pedal position sensing
255 = measurement not supported

Bit 31 Note : If the vehicle has no real analogue brake pedal sensor, the discrete %
values may be used to request declucth (100%) or not (0%).
Byte 4 Bit 32 1 Reserved; must be 1
Bit 33 1 Reserved; must be 1
Bit 34 1 Reserved; must be 1
Bit 35 1 Reserved; must be 1
Bit 36
Bit 37
Operator seated detection (if not used : all bits should be 1)

Operator Bit 37 Bit 36

seated 0 0 : operator is not seated
detection 0 1 : operator is seated
1 0 : reserved
1 1 : function not supported over CAN
Bit 38
Inhibit upshifting (if not used : all bits should be 1)
Bit 39

Inhibit Bit 39 Bit 38

Upshifting 0 0 : inhibit upshifting disabled
0 1 : inhibit upshifting enabled
1 0 : reserved
1 1 : function not supported over CAN
Byte 5 Bit 40
Maximum speed (if not used : all bits should be 1)
Maximum
speed

… 0 = 0 km/h
80 = 80 km/h
Bit 47 255 = measurement not supported
Byte 6 Bit 48
Start in 1st / start in 2nd (if not used : all bits should be 1)
Start 2nd / start

Bit 49
Bit 49 Bit 48
st
0 0 : 1 gear starting request
st
1

nd
0 1 : 2 gear starting request
1 0 : reserved
1 1 : function not supported over CAN
Bit 50
Reduced vehicle speed (if not used : all bits should be 1)
speed enable /

Bit 51
Reduced

Bit 51 Bit 50
disable

0 0 : reduced vehicle speed limit disabled

0 1 : reduced vehicle speed limit requested
1 0 : reserved
1 1 : function not supported over CAN

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Bit 52
Bit 53
Vehicle speed enhanced resolution

Vehicle speed
(if not used : all bits should be 1)

enhanced
resolution
Bit 53 Bit 52
0 0 : vehicle speed enhanced resolution disabled (1kph/mph)
0 1 : vehicle speed enhanced resolution requested (0,2 kph/mph)
1 0 : reserved
1 1 : function not supported over CAN
Bit 54 1 Reserved
Bit 55 1 Reserved
Byte 7 Bit 56
Hydraulic lever position (if not used : all bits should be 1)

Hydraulic lever
… 0= 0%

position
100 = 100 %
Bit 63 254 = fault related to hydraulic lever position sensing
255 = measurement not supported

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1.2 CVC_to_TC_2: Setup conversions (OBSOLETE)

All values in this CVC_to_TC_2 message are parameters that can also be set using the
configuration sets.Therefore it is NOT RECOMMENDED to use this message but use the
configuration sets instead (see chapter2).
CVC_to_TC_2 is only being supported to be back-compatible with older existing
applications!
If the use of this CVC_to_TC_2 is absolutely unavoidable, please take the following remark into account:
By default the values specified in the configuration set will be selected at power up of the APC200, but
once the CVC_to_TC_2 message has been successfully sent to the APC200, the values specified in that
message will overrule the configuration set values and will be used by the application instead.
Of course, this is only the case if the new specified values in the message are within the allowed range
(see limits in configuration set parameters).

Message identifier : CFF21xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)

Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF21 (Hex) = 65313 (Dec) Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller
Repetition rate : once after power up of APC200 or any rate; rate of 1 s is recommended
Timeout : no timeout
DLC : 8
Value Detail
Byte 0 Bit 0
Axle ratio (if not used : all bits should be 1)
Axle ratio

…
Byte 1 Conversion : axle ratio = ( byte 2 * 256 + byte 1) / 1024
Bit 15
Byte 2 Bit 16
Tire size (if not used : all bits should be 1)
Tire size

…
Conversion : rolling radius = byte 3 * 4 [mm]
Bit 23
Byte 3 Bit 24
… FF(Hex)
Reserved (all bits should be 1)

Bit 31
Byte 4 Bit 32
Maximum engine speed (if not used : all bits should be 1)
Maximum engine

Conversion : engine speed = byte 5 * 10 + 500 [RPM]

…
speed

0 = 500 RPM
252 = 3020 RPM
253 = 0 RPM
Bit 39 254 = fault related to engine speed sensing
255 = reserved
Byte 5 Bit 40
Reduced vehicle speed (if not used : all bits should be 1)
speed limit
Reduced
vehicle

…
0 = 0 km/h
Bit 47 80 = 80 km/h
255 = measurement not supported
Byte 6 Bit 48 FF(Hex) Reserved (all bits should be 1)
…
Byte 7 Bit 63 FF(Hex)

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1.3 CVC_to_TC_3: Context Specific Data Exchange

1.3.1 CVC_to_TC_3 ⇔ TC_to_CVC_2 Principle

Unlike all other messages supported by the APC200 and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request
to the APC200, which in return will send the TC_to_CVC_2 as reply.

The CVC_to_TC_3 message is a request message that is used for reading and writing a wide
range of data in a non-cyclic way.
Most data that can be accessed through this message can be labelled as so called ‘setup’
information that is not actually needed to operate the machine, but determines the way the
machine will function.

The flexibility of this message is in the fact that byte 0 determines the action request of the
message. Byte 0, the request code, is in fact a code to determine what the action of the
APC200 controller will be. Depending on the request code, bytes 1 to 7 will have a different
meaning.

For some request codes bytes 1 to 7 will be irrelevant, for other some or all of these bytes will
contain extra detailed information necessary for the request.

With most request codes, sending this message to the APC200 will result in a reply message,
always being the message TC_to_CVC_2. The contents of this message will also be
dependant on the request code that was sent in the CVC_to_TC_3 message (see description
further).

Following paragraphs will list all possible request codes for this CVC_to_TC_3 message,
divided into several parts:
- request codes that are purely data request where only a code in byte 0 is needed and bytes 1
to 7 will be irrelevant
- request codes where extra information needs to be specified to the APC200, so some or all of
bytes 1 to 7 will contain that extra information. These request codes are described separately
in more detail to explain the specific meaning of the bytes other than byte 0.

1.3.2 CVC_to_TC_3 Message Specification

Message identifier : CFF22xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF22 (Hex) = 65314 (Dec) Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller
Repetition rate : as required
Timeout : no timeout
DLC : 8

This message specification is valid for CVC_to_TC_3 regardless of the used request type
(byte 0).

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1.3.3 CVC_to_TC_3: Data request

Value Detail
Byte 0 Bit 0
Request code (if do nothing : all bits should be 1)
The following codes can only be used for data request
For the description of the reply format, see paragraph 2.2.2.
Supported values :
00(Hex) = controller serial number
03(Hex) = configuration state
04(Hex) = software version
07(Hex) = controller hardware version
… 08(Hex) = APT datafile partnumber
Request code

09(Hex) = APT datafile version

30(Hex) = input / output state
31(Hex) = speed sensor state
32(Hex) = analogue input state
33(Hex) = analogue output state
34(Hex) = speed sensor state rpm
35(Hex) = torque converter state
36(Hex) = service & operation time
41(Hex) = total travelled distance
Bit 7
70(Hex) = APC200 user interface
(FF(Hex) = do nothing)

Byte 1 Bit 8 FF(Hex) (all bits should be 1)

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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1.3.4 CVC_to_TC_3: Vehicle Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can request the active value, but can also set

Request code
a specified new value of some vehicle info parameters.
...
For the description of the reply format, see paragraph 2.2.2.
Supported values :
05(Hex) = Transmission serial number
Bit 7 06(Hex) = Vehicle ID

Byte 1 Bit 8
Read Request:
For sending a request for the current value only, set all bits to 1
Byte 2 (= all bytes to FF(Hex) )
Set value:
Byte 3
05(Hex) = Transmission serial number
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Byte 4 … Each byte represents the ASCII code value of 1 character of
the prefix

Byte 5
Byte 5 – 7 : serial number (example : 123456)
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5
Note : the serial number can be anything but 255
Byte 6
06(Hex) = Vehicle ID
Byte 7 Byte 2 – 8 : ASCII vehicle ID string
Bit 63 Note : the vehicle ID can be anything but 255

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1.3.5 CVC_to_TC_3: Error Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to read the error info from the
APC200 and clear the error buffer of inactive errors.

Request code
For the description of the reply format, see paragraph 2.2.3.
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer

Byte 1 Bit 8 FF(Hex) (all bits should be 1)

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

Usage of CVC_to_TC_3 to read APC200 error info

In the APC200, several errors can be active at the same time. These active errors can be read
from a buffer where the errors are presented in order of priority.
To read the error with the highest priority, simply send the request code 10(Hex) in CVC_to_TC_3.
For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_3.
As long as there are active errors present, the APC200 will reply the error info. When there are no
more errors present, the APC200 will reply a code indicating this (see paragraph 2.2.3)
To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_3
again, followed by repeating request code 11(Hex) in CVC_to_TC_3 until no more error info is
present.

The same principle is used for keeping track of inactive errors. These are errors that have been
active before, but are no longer present.
Similar to reading the active errors, send the request code 12(Hex) in CVC_to_TC_3 to read the
inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_3 until no
more error info is present to read the other inactive errors.
One more extra request type, 14(Hex) , is provided to clear all error info from the inactive error
buffer. So once this error info has been read and/or processed, it can be cleared.

REMARK: when repeating the request codes for reading the error info from the APC200, a rate of
100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
APC200.

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1.3.6 CVC_to_TC_3: Resetable Distance Counter

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to read and/or reset the distance

Request code
day counter.
…
For the description of the reply format, see paragraph 2.2.2.
Supported values :
Bit 7 40(Hex) = read/reset resetable distance day counter

Byte 1 Bit 8
Command code
Command

…
code
01(Hex) = reset the value of the distance day counter
FF(Hex) = just read the current value of the distance day counter
Bit 15
Byte 2 Bit 16 FF(Hex) (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request type described above
… To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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1.3.7 CVC_to_TC_3: Calibration Control

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to control the different
calibration procedures.
For the description of the reply format, see paragraphs 2.2.4 to
2.2.7.
For a detailed description of correct usage of this codes, refer to
chapter 1 paragraphs 5.5 and 6.4.
…
Request code Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
22(Hex) = transmission calibration
23(Hex) = abort calibration in process
24(Hex) = servo feedback calibration
25(Hex) = hydraulic lever calibration
26(Hex) = transmission heating mode
REMARK: before these request codes can be accepted, the
display mode of the APC200 has to be set to ‘calibration mode’
Bit 7 (see paragraph 1.3.10)
Byte 1 Bit 8
Command code
Calibration types handling
For the request codes 20(Hex), 21(Hex), 22(Hex), 24(Hex) and 25(Hex) the command
code can be the following:

01(Hex) = start the calibration

02(Hex) = jump to the next calibration phase
Command code

… Abort Calibration or Activating Heating Mode

For the request codes 23(Hex) and 26(Hex) this command code has no meaning.
Just sending the request code in byte 0 is enough. Therefore all bits should be
set to 1:

FF(Hex) = no relevance (standard: set all bits to 1)

Note : after starting the calibration, calibration progress messages are

sent every 100 ms during the entire calibration progress
(TC_to_CVC2 message), so no polling is needed to request the
calibration feedback.
Bit 15
Byte 2 FF(Hex)
Bit 16 (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request types described above
…
To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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1.3.8 CVC_to_TC_3: Statistics

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used read and/or reset various
available statistic information.
For the description of the reply format, see paragraph 2.2.8.
Supported values :

Request code
… 52(Hex) = statistic shifts to/in NEU
53(Hex) = statistic shifts to/in F1
54(Hex) = statistic shifts to/in F2
55(Hex) = statistic shifts to/in F3
56(Hex) = statistic shifts to/in F4
57(Hex) = statistic shifts to/in R1
58(Hex) = statistic shifts to/in R2
59(Hex) = statistic shifts to/in R3
5A(Hex) = statistic shifts to/in R4
Bit 7
5B(Hex) = statistic overspeed in NEU
5C(Hex) = statistic overspeed in F1
5D(Hex) = statistic overspeed in F2
5E(Hex) = statistic overspeed in F3
5F(Hex) = statistic overspeed in F4
60(Hex) = statistic overspeed in R1
61(Hex) = statistic overspeed in R2
62(Hex) = statistic overspeed in R3
63(Hex) = statistic overspeed in R4
64(Hex) = statistic temperature limit

Byte 1 Bit 8
Command code
Read Request: FF(Hex)
Command code

For reading the current statistics value, set all bits to 1 (= byte
to FF(Hex) )
…
Reset value:
01(Hex) = reset the counter & send data
02(Hex) = reset the timer & send data
03(Hex) = reset both counter and timer & send data
Bit 15

Byte 2
Bit 16 FF(Hex) (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request types described above
…
To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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1.3.9 CVC_to_TC_3: APC200 user interface

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to request the APC200 display
digits state and if desired, remotely control the pushbuttons.

Request code
…
For the description of the reply format, see paragraph 2.2.9.
Supported values :

70(Hex) = APC200 user interface

Bit 7

Byte 1 Bit 8 0 Reserved; must be 0 (by exception to the standard)

Bit 9 0 Reserved; must be 0 (by exception to the standard)
Bit 10 Button control
Button Control
If remote control of the pushbuttons on the APC200 display is desired,
set this bit to 1
0 = no control of pushbuttons desired (just read display info)
1 = control of pushbuttons desired (requested state of buttons: see byte6)
Bit 11 0 Reserved; must be 0 (by exception to the standard)
Bit 12 0 Reserved; must be 0 (by exception to the standard)
Bit 13 0 Reserved; must be 0 (by exception to the standard)
Bit 14 0 Reserved; must be 0 (by exception to the standard)
Bit 15 0 Reserved; must be 0 (by exception to the standard)
Byte 2 Bit 16 FF(Hex)
Byte 3 FF(Hex) These bytes have no relevance with the request type described above
… To avoid any confusion and following the principle of the SAE J1939
Byte 4 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 5 Bit 47 FF(Hex)
Byte 6 Bit 48 “M” button (top)
“M” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
0 = button is released
1 = button is pushed)
Bit 49 “S” button
(bottom)
“S” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
0 = button is released
1 = button is pushed)
Bit 50 1 Reserved; must be 1
Bit 51 1 Reserved; must be 1
Bit 52 1 Reserved; must be 1
Bit 53 1 Reserved; must be 1
Bit 54 1 Reserved; must be 1
Bit 55 1 Reserved; must be 1
Byte 7 Bit 56 FF(Hex) This byte has no relevance with the request type described above
… To avoid any confusion and following the principle of the SAE J1939
Bit 63 standard, it is recommended to set all bits to 1 (= byte to FF(Hex) ).

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1.3.10 CVC_to_TC_3: Display mode selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to select a specific display mode

Request code
in the APC200, overriding the standard user display.
…
For the description of the reply format, see paragraph 2.2.10.
Supported values :
Bit 7 71(Hex) = select display mode

Byte 1 Bit 8
Display type
This byte specifies the requested display mode.
Supported values :
00(Hex) = normal display mode
Display type

01(Hex) = display test mode

02(Hex) = on/off input test mode
…
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
09(Hex) = calibration mode
Note : upon reception of the new mode, the APC200 immediately changes
its display to reflect this. The request is dropped if either the
Bit 15 controller is powered down or a new mode is selected.
Byte 2 FF(Hex)
Bit 16 (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request types described above
…
To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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1.3.11 CVC_to_TC_3: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the different

Request code
configuration sets.
…
For the description of the reply format, see paragraph 2.2.11.
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 4.2.
Supported values :
Bit 7 80(Hex) = configuration set selection
Byte 1 Bit 8
Command code
Command

Supported values :
code

…
00(Hex) = read request: just read the currently active configuration set
01(Hex) = write request to select a specified configuration set
Bit 15
Byte 2 Bit 16
Configuration set index
Configuration Set

(if read request, all bits should be 1)

Index

… If the command code is to select a configuration set, the index of the desired
configuration set is specified here, else this byte is not relevant and is set to
FF(Hex).

Bit 23
Byte 3 Bit 24 FF(Hex) (all bits should be 1)
Byte 4 FF(Hex)
These bytes have no relevance with the request types described above
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)

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1.3.12 CVC_to_TC_3: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the values of the
parameters in the different configuration sets. For the description

Request code
of the reply format, see paragraph 2.2.12.
… For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 4.5.
Supported values :
81(Hex) = configuration set parameter handling
Bit 7
Byte 1 Bit 8
Bit 9
Parameter Index
Bit 10 Here the index value is be specified to the parameter that needs to be
Parameter
Bit 11 addressed.
Index
Bit 12
Bit 13 For a detailed description of this index value, refer to the table in
Bit 14 chapter 2 paragraph 4.5.4.
Bit 15
Read / Write Command Code
Request
This bit 15 determines wetter it is desired to just read the addressed
parameter value or set a new value:
0 : just read current value of the addressed parameter
1 : write new value to the addressed parameter

Byte 2 Bit 16
New Parameter Value
(if read request, all bits should be 1)

If the command code request for a new value to be written to the addressed
New Parameter Value

parameter, the new value is specified here as follows:

Byte 3
… New Parameter Value = byte2 + byte3 x 256

The exact meaning of this value depends on the parameter being addressed
and is listed in the table in chapter 2 paragraph 4.5.4.

For just reading the current value of the addressed parameter, set this byte to
FF(Hex).
Bit 31
Byte 4 Bit 32 FF(Hex) (all bits should be 1)
Byte 5 FF(Hex) These bytes have no relevance with the request types described above
… To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)

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1.3.13 CVC_to_TC_3: DANA reserved codes

Some of the request codes in the available range of byte0 in CVC_to_TC_3 are
exclusively reserved for use by DANA applications!
These codes are not to be used by any device for other purposes, so be sure not
to use these codes when integrating the APC200 in a CAN bus network!

Value Detail
Byte 0 Bit 0
DANA Reserved Request code
The following codes are exclusively reserved for DANA
applications and are not to be used by any other device!

1A (Hex)
1B (Hex)
1C (Hex)
1D (Hex)
DANA Reserved Request code

3A (Hex)
… 3B (Hex)
3C (Hex)
3D (Hex)
50 (Hex)
7F (Hex)
82 (Hex)
83 (Hex)
90 (Hex)

Bit 7
A0 (Hex)
AA (Hex)
AB (Hex)
Byte 1 Bit 8
Byte 2
DANA Reserved
DANA Reserved

Byte 3
…
Byte 4
Byte 5
Byte 6
Byte 7 Bit 63

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2 Proprietary Messages from Transmission Controller (TC)

to Central Vehicle Controller (CVC)

2.1 TC_to_CVC_1: Broadcasted transmission info

Message identifier : CFF2303(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF23 (Hex) = 65315 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
Repetition rate : 20 ms
DLC : 8
Value Detail
Byte 0 Bit 0 Driving
Bit 1 Direction
Coded transmission position
Bit 2 0 Bit 1 Bit 0 Bit 6 Bit 5 Bit 4
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 : 2nd
Gear
Bit 5 1 0 : reverse 0 1 1 : 3rd
Position
Bit 6 1 0 0 : 4th
Bit 7 Fault State Bit 7
Transmission 0 : no fault detected on transmission control outputs
Control Outputs 1 : fault detected on transmission control outputs
Byte 1 Bit 8 Direction
Bit 9 selection
Coded shift lever position
Bit 10 0 Bit 9 Bit 8 Bit 14 Bit 13 Bit 12
Bit 11 0 0 0 : neutral 0 0 1 : 1st
Bit 12 0 1 : forward 0 1 0 : 2nd
Range
Bit 13 1 0 : reverse 0 1 1 :3
rd
Selection
Bit 14 1 0 0 :4
th

Bit 15 Fault state of

shift lever
Bit 15
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 2 Bit 16
Vehicle speed
if no enhanced resolution (see CVC_to_TC_1 byte 7)
Conversion : vehicle speed = byte 2 [km/h] or [Mph]
if enhanced resolution (see CVC_to_TC_1 byte 7)
Vehicle speed

Conversion : vehicle speed = byte 2 * 0.2 [km/h] or [Mph]

… 0 = 0 km/h or Mph
250 = 250 or 50 km/h or Mph (see CVC_to_TC_1 byte 7)
254 = fault related to the vehicle speed sensing
255 = reserved
Note : the speed is expressed in km/h or Mph, which is determined by a
parameter setting in the GDE tool. Standard is km/h, but using the
Bit 23 configuration sets allows the speed displaying to be converted to Mph.

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Value Detail
Byte 3 Bit 24
Engine speed
Conversion : engine speed = byte 3 * 10 + 500 [RPM]

Engine speed
0 = 500 RPM
…
252 = 3020 RPM
253 = 0 RPM
254 = fault related to the engine speed sensing
Bit 31
255 = reserved
Byte 4 Bit 32
Transmission temperature
Conversion : transmission temperature = byte 4 -50 [° C]
Transmission
… temperature 0 = - 50 ° C
253 = + 203 ° C
254 = fault related to the temperature sensing
255 = reserved
Bit 39
Byte 5 Bit 40
Throttle pedal position
Conversion : throttle pedal position = byte 5 [%]
Throttle pedal
position

0= 0%
…
100 = 100 %
254 = fault related to throttle pedal position sensing
255 = measurement not supported
Bit 47
Byte 6 Bit 48
Brake pedal position
Conversion : brake pedal position = byte 6 [%]
Brake pedal
position

0= 0%
…
100 = 100 %
254 = fault related to brake pedal position sensing
255 = measurement not supported
Bit 55
Byte 7 Bit 56
Automatic
Auto/manual mode
/ manual 0 : manual mode
1 : automatic mode

Bit 57
Warning light
Warning light state
state 0 : normal driving
1 : warning
Bit 58
Bit 59 Operating mode
Operating mode
Bit 60 Bit 60 Bit 59 Bit 58
0 0 0 : manual mode only
0 0 1 : automatic/manual mode
0 1 0 : automatic & standard inching mode
0 1 1 : reserved
1 0 0 : limphome mode
1 0 1 : transmission shutdown
1 1 0 : calibration mode
1 1 1 : reserved
Bit 61
Shift in progress
Shift in progress
0 : steady state
1 : a shift is currently in progress

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Value Detail
Bit 62
Fault state
Fault state
0 : no fault is currently present
1 : there is a fault active
Bit 63
Old fault state
Old fault state
0 : no inactive fault is currently present
1 : there has been a fault, which was not shown before

2.2 TC_to_CVC_2: Context Specific Data Exchange

2.2.1 TC_to_CVC_2 Message Specification
Message identifier : CFF2403(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF24 (Hex) = 65316 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
Repetition rate : in reply to CVC_to_TC_3
DLC : 8

This message specification is valid for TC_to_CVC_2, regardless of the reply type (byte
0), which is always an echo of the request code from the corresponding CVC_to_TC_3.

Unlike all other messages supported by the APC200 and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request to
the APC200, which in return will send the TC_to_CVC_2 as reply.
Please also refer to paragraph 1.3.1 for further details.

APC200 ECM/ECI User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 24/01/07
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: 4207049 Rev 1.5 Page: 101 of 137
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2.2.2 TC_to_CVC_2: Data request

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the
request that was sent.

00(Hex) = controller serial number

03(Hex) = configuration state
04(Hex) = software version
05(Hex) = Transmission serial number
…
06(Hex) = Vehicle ID
07(Hex) = controller hardware version
Reply code

08(Hex) = APT datafile partnumber

09(Hex) = APT datafile version
30(Hex) = input / output state
31(Hex) = speed sensor state
32(Hex) = analogue input state
33(Hex) = analogue output state
34(Hex) = speed sensor state rpm
35(Hex) = torque converter state
36(Hex) = service & operation time
Bit 7
40(Hex) = resetable distance (daycounter)
41(Hex) = total traveled distance
(FF(Hex) = do nothing)

Byte 1 Bit 8
Requested data
… …
The format of the requested data in the reply is naturally
Byte 7 Bit 63 dependant on the reply code:
00(Hex) = controller serial number
05(Hex) = Transmission serial number
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Each byte represents the ASCII code value of 1 character of the
prefix
Byte 5 – 7 : serial number (example : 123456)
Serial number = byte 7 * 216 + byte 6 * 28 + byte 5

03(Hex) = configuration state

Byte 1 : throttle & brake pedal configuration
Bit 9 Bit 8 throttle pedal configuration
0 0 : throttle pedal using analog sensor - local
0 1 : throttle pedal using switch - local
1 0 : throttle pedal over CAN
1 1 : reserved
Bit 11 Bit 10 throttle pedal calibration status
0 0 : throttle pedal calibration disabled
0 1 : throttle pedal calibration requested
1 0 : throttle pedal calibration failed
1 1 : throttle pedal calibration success
Bit 13 Bit 12 brake pedal configuration
0 0 : brake pedal using analog sensor - local
0 1 : brake pedal using switch - local

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1 0 : brake pedal over CAN

1 1 : reserved
Bit 15 Bit 14 brake pedal calibration status
0 0 : brake pedal calibration disabled
0 1 : brake pedal calibration requested
1 0 : brake pedal calibration failed
1 1 : brake pedal calibration success
Byte 2 : transmission configuration 1
Bit 17 Bit 16 transmission type
0 0 : 4F / 3R
0 1 : 4F / 4R
1 0 : 3F / 3R
1 1 : 6F / 3R
Bit 19 Bit 18 transmission calibration status
0 0 : clutch F – calibration success
0 1 : clutch F – not calibrated
1 0 : clutch F – calibration failed
1 1 : clutch F – calibration not applicable
Bit 21 Bit 20 transmission calibration status
0 0 : clutch H – calibration success
0 1 : clutch H – not calibrated
1 0 : clutch H – calibration failed
1 1 : clutch H – calibration not applicable
Bit 23 Bit 22 transmission calibration status
0 0 : clutch R – calibration success
0 1 : clutch R – not calibrated
1 0 : clutch R – calibration failed
1 1 : clutch R – calibration not applicable
Byte 3 : transmission configuration 2
Bit 25 Bit 24 transmission calibration status
0 0 : clutch 1 – calibration success
0 1 : clutch 1 – not calibrated
1 0 : clutch 1 – calibration failed
1 1 : clutch 1 – calibration not applicable
Bit 27 Bit 26 transmission calibration status
0 0 : clutch 2 – calibration success
0 1 : clutch 2 – not calibrated
1 0 : clutch 2 – calibration failed
1 1 : clutch 2 – calibration not applicable
Bi t 29 Bit 28 transmission calibration status
0 0 : clutch 3 – calibration success
0 1 : clutch 3 – not calibrated
1 0 : clutch 3 – calibration failed
1 1 : clutch 3 – calibration not applicable
Bit 31 Bit 30 transmission calibration status
0 0 : clutch 4 – calibration success
0 1 : clutch 4 – not calibrated
1 0 : clutch 4 – calibration failed
1 1 : clutch 4 – calibration not applicable
Byte 4 - 5 : axle ratio
Conversion : axle ratio = ( byte 5 * 256 + byte 4) / 1024
Byte 6 : tire size
Conversion : rolling radius = byte 6 * 4 [mm]
Byte 7 : not used = FF(Hex)

Continued on next page

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04(Hex) = software version

06(Hex) = Vehicle ID
08(Hex) = APT datafile partnumber
09(Hex) = APT datafile version
Byte 1 – 7 : ASCII character code
Each byte represents the ASCII code value of 1 character of the
requested data

07(Hex) = controller hardware version

Byte 1 : hardware version number (no conversion)
Byte 2 – 7: not used = all FF(Hex)

30(Hex) = input / output state

Byte 1 – 2 : input state
Bit 8 = input 0 : 0 = open input / 1 = input connected to Vbat
Bit 9 = input 1 : 0 = open input / 1 = input connected to Vbat
Bit 10 = input 2 : 0 = open input / 1 = input connected to Vbat
Bit 11 = input 3 : 0 = open input / 1 = input connected to Vbat
Bit 12 = input 4 : 0 = open input / 1 = input connected to Vbat
Bit 13 = input 5 : 0 = open input / 1 = input connected to Vbat
Bit 14 = input 6 : 0 = open input / 1 = input connected to Vbat
Bit 15 = input 7 : 0 = open input / 1 = input connected to Vbat
Bit 16 = input 8 : 0 = open input / 1 = input connected to Vbat
Bit 17 = input 9 : 0 = open input / 1 = input connected to Vbat
Bit 18 – 23 = reserved
Byte 3 – 4 : output state
Bit 24 = VFS 0: 0 = switched off / 1 = modulating or connected to Vbat
Bit 25 = VFS 1: 0 = switched off / 1 = modulating or connected to Vbat
Bit 26 = VFS 2: 0 = switched off / 1 = modulating or connected to Vbat
Bit 27 = VFS 3: 0 = switched off / 1 = modulating or connected to Vbat
Bit 28 = Aux 4: 0 = switched off / 1 = modulating or connected to Vbat
Bit 29 = Aux 5: 0 = switched off / 1 = modulating or connected to Vbat
Bit 30 = Aux 6: 0 = switched off / 1 = modulating or connected to Vbat
Bit 31 = DigOut 0: 0 = switched off / 1 = connected to Vbat
Bit 32 = DigOut 1: 0 = switched off / 1 = connected to Vbat
Bit 33 = DigOut 2: 0 = switched off / 1 = connected to Vbat
Bit 34 = DigOut 3: 0 = switched off / 1 = connected to Gnd
Bit 35 – 39 = reserved
Byte 5 : switched Vbat
Conversion : voltage = byte 5 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
255 = measurement not supported
Byte 6 : permanent Vbat
Conversion : voltage = byte 6 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
255 = measurement not supported

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Byte 7 : speed sensor voltage supply

Conversion : voltage = byte 7 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
255 = measurement not supported

31(Hex) = speed sensor state

Byte 1 – 6: speed freequencies
The speed values are coded with 12 bit precision and 8 Hz
resolution.
Conversion :
sensor 0 = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 1 = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8 [Hz]
sensor 2 = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 3 = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [Hz]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 Hz
1021 = 8168 Hz
1022 = fault related to the speed sensing
1023 = measurement not supported
Byte 7 : reserved

32(Hex) = analogue input state

Byte 1 = AnaIn 0 counts
Conversion : approx. analogue input counts = byte 1 * 4
0 = 0 counts
253 >= 1012 counts
254 = fault related to the analogue input
255 = measurement not supported
These counts relate to voltages on the input lines as follow :
Input voltage = byte 1 * 5000 / 256 [mV]
Byte 2 = AnaIn 1 counts
Conversion see above ( replace byte 1 by byte 2 )
Byte 3 = AnaIn 2 counts
Conversion see above ( replace byte 1 by byte 3 )
Byte 4 = AnaIn 3 counts
Conversion see above ( replace byte 1 by byte 4 )
Byte 5 = AnaIn 4 counts
Conversion see above ( replace byte 1 by byte 5 )
Byte 6 = AnaIn 5 counts
Conversion see above ( replace byte 1 by byte 6 )
Byte 7 = AnaIn 6 counts
Conversion see above ( replace byte 1 by byte 7 )

REMARK:
AnaIn 0 and AnaIn 1 are resistive measurements, so conversion to voltage
is only the first step to know the correct resistive value.
After conversion to voltage as described above, an extra calculation is
needed on these inputs:

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resistive value = (3000 * voltage value) / (8000 – voltage value) [Ohm]

33(Hex) = analogue output state

Byte 1 = AnaOut 0 current
Conversion : analogue output current = byte 1 * 4 [mA]
0 = 0 mA ( 0 %)
253 >= 1012 mA ( 99 %)
254 = fault related to the analogue output
255 = measurement not supported
Byte 2 = AnaOut 1 current
Conversion see above ( replace byte 1 by byte 2 )

Byte 3 = AnaOut 2 current

Conversion see above ( replace byte 1 by byte 3 )
Byte 4 = AnaOut 3 current
Conversion see above ( replace byte 1 by byte 4 )
Byte 5 = AnaOut 4 PWM duty cycle
Conversion : analogue output PWM duty cycle = byte 5 * 100 / 256
0 = 0%
253 >= 99 %
254 = fault related to the analogue output
255 = measurement not supported
Byte 6 = AnaOut 5 PWM duty cycle
Conversion see above ( replace byte 5 by byte 6 )
Byte 7 = AnaOut 7 PWM duty cycle
Conversion see above ( replace byte 5 by byte 7 )

34(Hex) = speed sensor state rpm

Similar to the reply format of reply code 31(Hex), but this time the speeds
are already converted from Hz to rpm and ordered by fucntion instead of
electrical connection

Byte 1 – 6: speed values in rpm

The speed values are coded with 12 bit precision and 8 rpm
resolution.
Conversion :
Engine speed = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [rpm]
Turbine speed = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8[rpm]
Drum speed = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [rpm]
Output speed = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [rpm]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 rpm
1021 = 8168 rpm
1022 = fault related to the speed sensing
1023 = measurement not supported
Byte 7 : reserved

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35(Hex) = torque converter state

Byte 1 - 2 : impeller torque
Conversion : impeller torque = ( byte 2 * 256 + byte 1) [Nm]
Byte 3 - 4 : turbine torque
Conversion : turbine torque = ( byte 4 * 256 + byte 3) [Nm]
Byte 5 - 6 : speed ratio
Conversion : speed ratio = ( byte 6 * 256 + byte 5) / 1024
Byte 7 : reserved (FF(Hex))

36(Hex) = service & operation time

Byte 1 - 4 : total operation time (engine running)
Conversion :
24 16 8
total operation time = ( byte4 * 2 + byte3 * 2 + byte2 * 2 + byte1 ) [s]
Byte 5 - 7 : service time
This service time is a counter that counts down to zero to indicate
that the recommended operation time has expired and it is time for
servicing the transmission (mainly the automatic transmission
calibration)
Conversion :
service time = (byte5 + byte6 * 28 + byte 7 * 216) – 1.800.000 [s]
(there is an offset of 500 hours )
Negative times show the amount of time the
recommended service time is exceeded.

0 = -1.800.000 s = -500 h = recommended service time exceeded by

500 h or more
16.200.000 s = 4500 h = 4500 h or more to go before recommended
service time

40(Hex) = resetable distance (daycounter)

41(Hex) = total traveled distance
Byte 1 - 4 : total operation time (engine running)
Conversion :
24 16 8
distance = ( byte 4 * 2 + byte 3 * 2 + byte 2 * 2 + byte 1 ) / 10
[km] or [miles]

Note : the distance is expressed in km or miles (with a resolution of 0.1),

which is determined by a parameter setting in the GDE tool.
Standard is km, but using the configuration sets allows the speed
displaying to be converted to miles.

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2.2.3 TC_to_CVC_2: Error Info

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the

Reply code
request that was sent.
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer
Byte 1 Bit 8
Fault Area (example: error = 60.01 => fault area =60)

The fault area is the first part of the full error code defining a fault.
Fault Area

…
Fault area representation is limited to 2 characters, so fault
area values higher than 100 have to be represented in their
hexadecimal format!
Example: exceed parameter code E1.01: fault area = 225 = E1(Hex) (show this).
Bit 15
Byte 2 Bit 16
…
Fault Type (example: error = 60.01 => fault type =01)
Type
Fault

The fault type is the second part of the full error code defining a fault.
Bit 23
Byte 3 Bit 24
Number of Occurances
occurances
Number of

… The fault area is the first part of the error code defining a fault, indicating the
Byte 4 area of the fault.
Bit 39 Conversion: number of occurrences = byte 4 * 256 + byte 3

Byte 5 Bit 40
Time Ago
Time Ago

… Time ago indicates how long the fault has last been active. If the last
Byte 6 occurrence was more than 36 hours ago, 36 hours is reported.
Bit 55 Conversion: time ago = (byte 6 * 256 + byte 5) * 2 [sec.]

Byte 7 Bit 56
Fault Severity
Byte 7 : fault severity
Fault Severity

01(Hex) = severe warning - need to stop immediately

…
02(Hex) = warning – service urgently
03(Hex) = info – report and service
04(Hex) = exceed parameter code - info
09(Hex) = Dana info
FF(Hex) = fault group not supported
Bit 63

If no more active or inactive errors are present, the fault area and fault type will
be FF(Hex) (see also description paragraph 1.3.5).

For a more detailed description about the error info, please refer to chapter 4.

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2.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals

Value Detail
Byte 0 Bit 0
Reply Code
When a calibration request has been accepted, TC_to_CVC_2 will
be sent each 100 ms as long as the calibration mode is active.
For a detailed description of correct usage of this codes, refer to

Reply code
the chapter 1 paragraph 5.5.
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
24(Hex) = servo feedback calibration
Bit 7 25(Hex) = hydraulic lever calibration
Byte 1 Bit 8
Calibration Phase Number
00(Hex) : Calibration of the analog input low value
Phase Number

01(Hex) : Calibration of the analog input middle value

… 02(Hex) : Calibration of the analog input high value
03(Hex) : Saving calibration results
04(Hex) : Calibration successfully completed
05(Hex) : Calibration failed
Bit 15 06(Hex) : Calibration on hold

Byte 2 Bit 16
… 00(Hex) Reserved = 00(Hex)
Bit 23
Byte 3 Bit 24
Calibration ASCII Code
ASCII Code

ASCII code value of a character representing the active calibration option:

…
54(Hex) = ‘T’ = throttle pedal calibration
42(Hex) = ‘B’ = brake pedal calibration
53(Hex) = ‘S’ = servo feedback calibration
Bit 31
48(Hex) = ‘H’ = hydraulic lever calibration
Byte 4 Bit 32
Calibration Status
Status

… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention

01(Hex) : push pedal, lever,… of anlog input signal

02(Hex) : release pedal, lever,… of anlog input signal
…
03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : hold pedal, lever,… of anlog input signal in current position
09(Hex) : check error code
Bit 47 0A(Hex) : apply parking brake

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Byte 6 Bit 48
Analog Input
Analog Input Value
…
Byte 7 value The measured value of the analog input signal being calibrated:
Bit 63 Conversion:Analog input value = (byte6 + byte 7 * 28 ) [mV or Ohm]

2.2.5 TC_to_CVC_2: Calibration Control: Heating mode

Value Detail
Byte 0 Bit 0
Reply Code
When the heating mode request has been accepted, TC_to_CVC_2
will be sent each 100 ms as long as this heating mode is active.
Reply code

…
For a detailed description of correct usage of this code, refer to
the chapter 1 paragraph 6.4.1.
Supported values :
Bit 7 26(Hex) = transmission heating mode
Byte 1 Bit 8
… Heating mode
Heating Mode State
state 00(Hex) : minimum required transmission temperature not reached yet
Bit 15 01(Hex) : minimum required transmission temperature reached

Byte 2 Bit 16
… Measured
Measured Temperature
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 23
Byte 3 Bit 24
…
Minimum Minimum Required Temperature
required
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 31
Byte 4 Bit 32 FF(Hex) Reserved = FF(Hex)
Byte 5 FF(Hex) Reserved = FF(Hex)
…
Byte 6 FF(Hex) Reserved = FF(Hex)
Byte 7 Bit 63 FF(Hex) Reserved = FF(Hex)

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2.2.6 TC_to_CVC_2: Automatic Transmission Calibration Control

Value Detail
Byte 0 Bit 0
Reply Code
When the transmission calibration request has been accepted,
TC_to_CVC_2 will be sent each 100 ms as long as the calibration

Reply code
…
mode is active.
For a detailed description of correct usage of this code, refer to
the chapter 1 paragraph 6.4.2.
Supported values :
Bit 7
22(Hex) = transmission calibration
Byte 1 Bit 8
Calibration Phase Number
00(Hex) : automatic transmission clutch calibration pre-phase
Phase Number

01(Hex) : automatic transmission clutch calibration

… 02(Hex) : calibration Pressure To Torque: reserved for DANA
03(Hex) : calibration Pressure To Current: reserved for DANA
04(Hex) : calibration successfully completed
05(Hex) : calibration failed (with error info)
Bit 15 06(Hex) : calibration on hold

Byte 2 Bit 16
Calibration Subphase Number
Subphase

This is just a counter indicating the progress of the iteration process of the
Number

… automatic transmission calibration.

It can be used to provide some feedback to the user while the calibration
Bit 23 process is running.

Byte 3 Bit 24
Calibration ASCII Code
ASCII code value of a character representing the clutch being calibrated:
ASCII Code

46(Hex) = ‘F’ = forward direction clutch

…
52(Hex) = ‘R’ = reverse direction clutch
st
31(Hex) = ‘1’ = 1 range clutch
nd
32(Hex) = ‘2’ = 2 range clutch
33(Hex) = ‘3’ = 3rd range clutch
Bit 31
34(Hex) = ‘4’ = 4th range clutch
Byte 4 Bit 32
Calibration Status
Status

… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention

01(Hex) : push the throttle pedal to increase the engine speed

02(Hex) : release the throttle pedal to decrease the engine speed
…
03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : keep the throttle pedal in its current position
09(Hex) : check error code (see bytes 6 – 7)
Bit 47 0A(Hex) : apply parking brake

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Byte 6 Bit 48
Error code
Calibration Error Code
In case the calibration encountered an error, the corresponding code is shown
in these bytes. This information is only valid when byte5 = 09(Hex) !
…
Conversion: error code = byte6 + “.” + byte 7
Byte 7
When there are error codes to be checked during the automatic
transmission calibration, it is recommended to keep track of these
Bit 63 errorcodesand contact a DANA Service representative.

2.2.7 TC_to_CVC_2: Calibration Control: Abort Command

Value Detail
Byte 0 Bit 0
Reply Code
When it is necessary to abort any running calibration, the request
code 23(Hex) will be sent to the APC200. In return this reply will be
Reply code

…
sent (single reply)
For a detailed description of correct usage of this code, refer to
the chapter 1 paragraphs 5.5 and 6.4.
Supported values :
Bit 7
23(Hex) = transmission calibration
Byte 1 Bit 8 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
…
Byte 2 Bit 23 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Byte 3 Bit 24
Calibration ASCII Code
ASCII
Code

… ASCII code value of a character indicating that calibration is aborted:

41(Hex) = ‘A’ = forward direction clutch
Bit 31
Byte 4 Bit 32
Calibration Status
…
Status

Value indicating that calibration is aborted:

Bit 39 00(Hex) : Calibration not active

Byte 5 Bit 40 FF(Hex) Reserved = FF(Hex)

…
Byte 6 FF(Hex) Reserved = FF(Hex)
Byte 7 Bit 63 FF(Hex) Reserved = FF(Hex)

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2.2.8 TC_to_CVC_2: Statistics

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the
request that was sent.
Supported values :

Reply code
… 52(Hex) = statistic shifts to/in NEU
53(Hex) = statistic shifts to/in F1
54(Hex) = statistic shifts to/in F2
55(Hex) = statistic shifts to/in F3
56(Hex) = statistic shifts to/in F4
57(Hex) = statistic shifts to/in R1
58(Hex) = statistic shifts to/in R2
59(Hex) = statistic shifts to/in R3
5A(Hex) = statistic shifts to/in R4
Bit 7
Byte 1 Bit 8
Statistics Counter
Counter value indicating the number of occurrences:
Statistics counter
5B(Hex) = statistic overspeed in NEU
5C(Hex) = statistic overspeed in F1
5D(Hex) = statistic overspeed in F2
5E(Hex) = statistic overspeed in F3
5F(Hex) = statistic overspeed in F4
60(Hex) = statistic overspeed in R1
61(Hex) = statistic overspeed in R2
62(Hex) = statistic overspeed in R3
63(Hex) = statistic overspeed in R4
64(Hex) = statistic temperature limit

Byte 2 52(Hex) – 5A(Hex) = number of shifts to the addressed gear

5B(Hex) – 63(Hex) = number of overspeed occurances in the addressed gear
…
64(Hex) = number of overtemperature occurances
Conversion:
Byte 3 Counter = ( byte 3 * 216 + byte 2 * 28 + byte 1 )
0 .. 4094 : valid counter value
Bit 31 4095 : statistics counter not available

Byte 4 Bit 32
Statistics Timer
Counter value indicating the number of occurrences:
Byte 5
Statistics timer

52(Hex) – 5A(Hex) = time spent in the addressed gear

… 5B(Hex) – 63(Hex) = time of overspeed state in the addressed gear
Byte 6 64(Hex) = time of overtemperature state
Conversion:
Byte 7 Timer = ( byte 7 * 224 + byte 6 * 216 + byte 5 * 28 + byte 4 ) / 10 [s]
Bit 63

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2.2.9 TC_to_CVC_2: APC200 user interface

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.

Reply code
…
Use this code as an identification to check if it is the answer to the
request that was sent.
Supported values :
Bit 7
70(Hex) = APC200 user interface

Byte 1 Bit 8
… FF(Hex) Reserved = FF(Hex)
Bit 15
Byte 2 Bit 16 7 segment LED digit 1 (= most left)
bit 16 = segment A : 0 = not lit / 1 = lit
7 segment LED

bit 17 = segment B : 0 = not lit / 1 = lit

… bit 18 = segment C : 0 = not lit / 1 = lit
digit 1

F B
G
bit 19 = segment D : 0 = not lit / 1 = lit
E C bit 20 = segment E : 0 = not lit / 1 = lit
D bit 21 = segment F : 0 = not lit / 1 = lit
D bit 22 = segment G : 0 = not lit / 1 = lit
Bit 23 bit 23 = segment DP : 0 = not lit / 1 = lit

Byte 3 Bit 24 7 segment LED digit 2 (= 3rd of right)

bit 24 = segment A : 0 = not lit / 1 = lit
7 segment LED

A
bit 25 = segment B : 0 = not lit / 1 = lit
… bit 26 = segment C : 0 = not lit / 1 = lit
digit 2

F B
G
bit 27 = segment D : 0 = not lit / 1 = lit
E C bit 28 = segment E : 0 = not lit / 1 = lit
D bit 29 = segment F : 0 = not lit / 1 = lit
D bit 30 = segment G : 0 = not lit / 1 = lit
Bit 31 bit 31 = segment DP : 0 = not lit / 1 = lit

Byte 4 Bit 32 7 segment LED digit 3 (= 2nd of right)

A bit 32 = segment A : 0 = not lit / 1 = lit
7 segment LED

bit 33 = segment B : 0 = not lit / 1 = lit

F B
… bit 34 = segment C : 0 = not lit / 1 = lit
digit 3

G
bit 35 = segment D : 0 = not lit / 1 = lit
E C bit 36 = segment E : 0 = not lit / 1 = lit
D D bit 37 = segment F : 0 = not lit / 1 = lit
bit 38 = segment G : 0 = not lit / 1 = lit
Bit 39 bit 39 = segment DP : 0 = not lit / 1 = lit

Byte 5 Bit 40 7 segment LED digit 4 (= most right)

bit 40 = segment A : 0 = not lit / 1 = lit
7 segment LED

A
bit 41 = segment B : 0 = not lit / 1 = lit
… bit 42 = segment C : 0 = not lit / 1 = lit
digit 4

F B
G
bit 43 = segment D : 0 = not lit / 1 = lit
E C bit 44 = segment E : 0 = not lit / 1 = lit
D bit 45 = segment F : 0 = not lit / 1 = lit
D bit 46 = segment G : 0 = not lit / 1 = lit
Bit 47 bit 47 = segment DP : 0 = not lit / 1 = lit

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Byte 6 Bit 48 “M” button (top)

“M” button state
0 = button is released
1 = button is pushed)
Bit 49 “S” button
(bottom)
“S” button state
0 = button is released
1 = button is pushed)
Bit 50 1 Reserved = 1
Bit 51 1 Reserved = 1
Bit 52 “D” led
(top)
“D” LED state
0 = LED is off
1 = LED is on
Bit 53 “E” led
(bottom)
“E” LED state
0 = LED is off
1 = LED is on
Bit 54 1 Reserved = 1
Bit 55 1 Reserved = 1
Byte 7 Bit 56
… FF(Hex) Reserved = FF(Hex)
Bit 63

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2.2.10 TC_to_CVC_2: Display mode selection

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.

Reply code
…
Use this code as an identification to check if it is the answer to the
request that was sent.
Supported values:
Bit 7 71(Hex) = select display mode

Byte 1 Bit 8
Display type
Echo of code of the requested display mode .
Use this code as an identification to check if the requested display
mode was accepted.
Supported values :
Display type

…
00(Hex) = normal display mode
01(Hex) = display test mode
02(Hex) = on/off input test mode
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
Bit 15 09(Hex) = calibration mode

Byte 2
Bit 16 FF(Hex)
Byte 3 FF(Hex)
Byte 4 … FF(Hex) Reserved = all bytes are FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)

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2.2.11 TC_to_CVC_2: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the

Reply code
request that was sent.
…
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 4.3.

Supported values:
Bit 7 80(Hex) = configuration set selection

Byte 1 Bit 8
Command Acceptance code
acceptance code

Code to indicate if the requested commande code of CVC_to_TC_3 (byte1)

was accpeted or not:
Command

…
00(Hex) = read request of currently active configuration set accepted
01(Hex) = write request to select a specified configuration set accepeted
FF(Hex) = write request to select a specified configuration set NOT accepeted
Bit 15

Byte 2 Bit 16
New selected configuration set index
New Configuration Set

Index of the new selected configuration set:

00(Hex) - 27(Hex) = index to a valid configuration set (40 sets available)

… FF(Hex) = no valid configuration set selected
Index

Note:
If there is no new configuration set selected that still needs to be activated by
restarting rthe APC200, this index shows the same value as the currently
Bit 23 active configuration set (see byte3).

Byte 3 Bit 24
Active configuration set index
Active Configuration Set Index

Index of the new selected configuration set:

00(Hex) - 27(Hex) = index to a valid configuration set (40 sets available)

FF(Hex) = currently no valid configuration set selected
…
Note:
The index value FF(Hex) should never be returned during normal operation of
the ECM firmware, because this means that there is no configuration set
activated. This is not recommended, because operating without a
configuration set activated is only intended for DANA problem solving
Bit 31 purposes!

Byte 4 Bit 32 FF(Hex) Reserved = FF(Hex)

Byte 5
… FF(Hex) Reserved = FF(Hex)
Byte 6 FF(Hex) Reserved = FF(Hex)
Byte 7 Bit 63 FF(Hex) Reserved = FF(Hex)

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

2.2.12 TC_to_CVC_2: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the

Reply code
… request that was sent.
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 4.6.
Supported values:
Bit 7 81(Hex) = configuration set parameter handling

Byte 1 Bit 8
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_3
(byte1), but a special code can be replied if there was a problem with the
request:
00(Hex) - 80(Hex) = index to a valid configuration set parameter (see list in
Index Acceptance

chapter 2 paragraph 4.5.4)

Parameter

7B(Hex) = writing a new value not accepted because machine conditions not
… fullfilled
7C(Hex) = writing a new value not accepted because previous write operation
not completed yet
7D(Hex) = writing a new value not accepted because specified value is not
within the allowed range
7E(Hex) = read/wrtite request not accepted because a non-existing
configuration set parameter was addressed
7F(Hex) = read/wrtite request not accepted because there is no valid
Bit 15 configuration set currently activated
Byte 2 Bit 16
Active Parameter Value
Parameter
Active

…
Value

Active value of the addressed parameter:

Byte 3
Conversion: Parameter Value = byte2 + byte3 x 256
Bit 31
Byte 4 Bit 32
Minimum Parameter Value
Parameter
Minimum

…
Value

Minimum allowed value of the addressed parameter:

Byte 5
Conversion: Minimum Value = byte4 + byte5 x 256
Bit 47
Byte 6 Bit 48
Maximum Parameter Value
Parameter
Maximum

… Maximum allowed value of the addressed parameter:

Value

Byte 7
Conversion: Maximum Value = byte6 + byte7 x 256
Bit 63

1) The exact meaning of the replied active, minimum and maximum value depends on the
parameter being addressed and is listed in the table in chapter 2 paragraph 4.5.4.

2) The replied active, minimum and maximum value will be FFFF(Hex) in case there is a problem
with the addressing of the confguration set parameter (see parameter index acceptance codes
in byte 1)

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

2.3 TC_to_CVC_3: Broadcasted Torque Converter info

Message identifier : CFF2503(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF25 (Hex) = 65317 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
Repetition rate : 100 ms
DLC : 8
Value Detail
Byte 0 Bit 0
Impeller Torque
Actual impeller torque (engine torque absorbed by torque converter)
Impeller Torque

calculated by APC *
Conversion: impeller torque = byte0 + (byte1 x 256) [Nm]
Byte 1 …
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to impeller torque calculation
65535 (FFFF(hex)) = measurement not supported
Bit 15
Byte 2 Bit 16
Turbine Torque
Actual turbine torque (torque produced by torque converter and transferred to
Turbine Torque

the transmission) calculated by APC *

Byte 3 Conversion: turbine torque = byte2 + (byte3 x 256) [Nm]

…
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to turbine torque calculation
65535 (FFFF(hex)) = measurement not supported
Bit 31
Byte 4 Bit 32
Speed Ratio
Actual speed ratio (ratio of turbine to engine speed) measured by APC
Speed Ratio

Conversion: speed ratio = ( byte4 + (byte5 x 256) ) / 1024

…
Byte 5
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to speed ratio measurement
65535 (FFFF(hex)) = measurement not supported
Bit 47
Byte 6 Bit 48 FF(Hex) Reserved = FF(Hex)
…
Byte 7 FF(Hex) Reserved = FF(Hex)
Bit 63

* Impeller and turbine torque are values that are calculated by the APC based on speed ratio measurement and the
theoretical torque converter characteristics. Therefore these values are approximate and should not be considered as
precise torque measurements.

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

3 SAE J1939 Standard Messages - Implemented

3.1 TSC1: Speed control # 1

Message identifier : C000003(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) 0000 (Hex) = 0 (Dec) 03 (Hex) = 3 (Dec)

Originator : Spicer APC200 transmission controller

Repetition rate : 10 ms or lower (depending on engine type)
DLC : 8
Value Detail
Byte 0 Bit 0 1
Bit 1 0
Control bits
Bit 2 0 Bit 0 – 1 : override control mode
Bit 3 1 01(Bin) : speed control
Bit 4 1
Bit 5 1 Bit 2 – 3 : requested speed control conditions
Bit 6 0 10(Bin) : stability optimized for driveline engaged and/or in lockup
Bit 7 0 condition 1
Bit 4 – 5 : override control mode priority
11(Bin) : low priority
Bit 6 – 7 : not defined
00(Bin)
Byte 1 Bit 8
Requested speed
Requested
speed

… Conversion : requested speed = ( byte 2 * 256 + byte 1 ) * 0.125 [RPM]

Byte 2
Bit 23

Byte 3 Bit 24 00(Hex) Requested torque

… For APC200 ECM/ECI application the torque may not be limited and thus
should all bits = 0
Bit 31

Byte 4 Bit 32 FF(Hex) (all bits should be 1)

Byte 5 FF(Hex) These bytes are not defined.
… To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

3.2 EEC2: Electronic engine controller # 2

Message identifier : CF00300(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F003 (Hex) = 61443 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller
Repetition rate : 50 ms
DLC : 8
Value Detail
Byte 0 Bit 0 Accelerator
Bit 1 pedal low idle
Status bits
switch Bit 0 – 1: accelerator pedal low idle switch
Bit 2 Accelerator
00(Bin) : accelerator pedal not in low idle condition
Bit 3 pedal kickdown
01(Bin) : accelerator pedal in low idle condition
switch
Bit 4 0 Bit 2 – 3 : accelerator pedal kickdown switch
Bit 5 0 00(Bin) : kickdown passive
Bit 6 0 01(Bin) : kickdown active
Bit 7 0
Bit 4 – 7 : not defined
0000(Bin)
Byte 1 Bit 8
Bit 9
Accelerator pedal position
Accelerator pedal

Bit 10 Conversion : pedal position = byte 1 * 0.4 [%]

position

Bit 11
Bit 12
Bit 13
Bit 14
Bit 15
Byte 2 Bit 16
Bit 17
Load at current speed
Load at current

Bit 18 Conversion : load = byte 2 - 125 [%]

speed

Bit 19
Bit 20
Bit 21
Bit 22
Bit 23
Byte 3 Bit 32 FF(Hex) (all bits should be 1)
Byte 4 FF(Hex)
These bytes are not defined.
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

4 SAE J1939 Standard Messages - To Be Implemented

The following SAE J1939 Standard Messages are not supported by the current
APC200 firmware, but could be implemented upon request and after agreement with
DANA.

4.1 ETC1: Electronic transmission controller # 1

Message identifier : CF00203(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F002 (Hex) = 61442 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
Repetition rate : 10 ms
DLC : 8
Value Detail
Byte 0 Bit 0 Driveline
Bit 1 engagement
Status bits
Bit 2 Torque Bit 0 – 1 : driveline engagement
Bit 3 converter lockup 00(Bin) : driveline disengaded
status 01(Bin) : driveline engaged
Bit 4
Shift status Bit 2 – 3 : torque converter lockup status
Bit 5
Bit 6 0 00(Bin) : torque converter lockup disengaded
Bit 7 0 01(Bin) : torque converter lockup engaged
Bit 4 – 5 : shift status
00(Bin) : shift is not in progress
01(Bin) : shift is in progress
Bit 6 – 7 : not defined
00(Bin)
Byte 1 Bit 8
shaft speed

Output shaft speed

Output

… Conversion : output speed = ( byte 2 * 256 + byte 1 ) * 0.125 [RPM]

Byte 2
Bit 23
Byte 3 Bit 24
Percent clutch slip
clutch slip
Percent

… Conversion : percent clutch slip = byte 3 * 0.4 [%]

Bit 31
Byte 4 Bit 32 Engine
Bit 33 overspeed
Command bits
Bit 34 Progressive Bit 32 – 33 : engine overspeed
Bit 35 shift
00(Bin) : momentary engine overspeed is disabled
Bit 36 0 01(Bin) : momentary engine overspeed is enabled
Bit 37 0 11(Bin) : take no action
Bit 38 0
Bit 39 0 Bit 34 – 35 : progressive shift
00(Bin) : progressive shift is not disabled
01(Bin) : progressive shift is disabled
11(Bin) : take no action
Bit 36 – 39 : not defined
00(Bin)

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

Value Detail
Byte 5 Bit 40
Input shaft speed

Input shaft
speed
Byte 6 … Conversion : input speed = ( byte 6 * 256 + byte 5 ) * 0.125 [RPM]

Bit 55
Byte 7 Bit 56 FF(Hex) (all bits should be 1)
… This byte is not defined.
To avoid any confusion and following the principle of the SAE J1939
Bit 63
standard, it is recommended to set all bits to 1 (= byte to FF(Hex) ).

4.2 ETC2: Electronic transmission controller # 2

Message identifier : CF00503(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F005 (Hex) = 61445 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
Repetition rate : 100 ms
DLC : 8
Value Detail
Byte 0
Selected gear
Selected gear

Bit 0

… Conversion : selected gear = byte 0 - 125

Note : negative values are reverse gears, positive values are forward gears,
Bit 7 and 0 is neutral.
Byte 1 Bit 8
Actual gear ratio
Actual gear
ratio

… Conversion : gear ratio = ( byte 2 * 256 + byte 1 ) * 0.001

Byte 2
Bit 23
Byte 3
Bit 24 Current gear
Current gear

… Conversion : current gear = byte 3 - 125

Note : negative values are reverse gears, positive values are forward gears,
Bit 31 and 0 is neutral.
Byte 4 Bit 32
requested range

Transmission requested range

Transmission

Conversion : transmission range = 2 ASCII characters

…
Byte 5 Note : If only 1 character is needed, use the 2nd ,and the 1st should be a
space (ASCII : 32).
Bit 47
Byte 6 Bit 48
Transmission current range
Transmission
current range

Conversion : transmission range = 2 ASCII characters

… nd st
Byte 7 Note : If only 1 character is needed, use the 2 ,and the 1 should be a
space (ASCII : 32).
Bit 63

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Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description

4.3 EEC1: Electronic engine controller # 1

Message identifier : CF00400(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F004 (Hex) = 61444 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller
Repetition rate : engine speed dependant
DLC : 8
Value Detail
Byte 0 Bit 0
Bit 1 Engine /
Status bits
Bit 2 retarder torque Bit 0 – 3 : engine / retarder torque mode
Bit 3 mode
0000(Bin) : low idle governor / no request (default mode)
Bit 4 0 0001(Bin) : accelerator pedal / operator selection
Bit 5 0 0010(Bin) : cruise control
Bit 6 0 0011(Bin) : PTO governor
Bit 7 0 0100(Bin) : road speed governor
0101(Bin) : ASR control
0110(Bin) : transmission control
0111(Bin) : ABS control
1000(Bin) : torque limiting
1001(Bin) : high speed governor
1010(Bin) : brake system
1011(Bin) : not defined
1100(Bin) : not defined
1101(Bin) : not defined
1110(Bin) : other
1111(Bin) : not available
Bit 4 – 7 : not defined
0000(Bin)
Byte 1 Bit 8
Driver’s demand engine - torque
demand
engine -
Driver’s

torque

… Conversion : engine torque = byte 1 - 125 [%]

Bit 15

Byte 2 Bit 16
Actual engine

Actual engine - torque

- torque

… Conversion : engine torque = byte 2 - 125 [%]

Bit 23

Byte 3 Bit 24
Engine speed
Engine
speed

… Conversion : engine speed = ( byte 4 * 256 + byte 3 ) * 0.125 [RPM]

Byte 4
Bit 39
Byte 5 Bit 40 FF(Hex) (all bits should be 1)
These bytes are not defined.
Byte 6 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)
Bit 63

746
 CHAPTER 4:
APC200 ECM/ECI
Fault Detection &
Handling

747
1 Applicable safety guidelines
The control system was designed and developed in close adherence to ISO1508.

2 Safety concept

2.1 General
The safety concept is based on the control system's safety classification according to ISO 1508
and on the definition of the Fail Safe State for a power shift transmission used in earthmoving
equipment.

The applicable safety class requires considering single faults affecting driver safety and a
redundant method to achieve the fail-safe state in case of a single safety critical fault.

For earthmoving equipment, acceptable fault conditions are considered to be:

- Fail to higher range
- Fail to next lower range

The fail-safe state (to be attained when all else fails) is:
- Fail to Neutral

2.2 ECM/APC200 implementation

The control valve concept guarantees fail to Neutral in case of loss of power through use of a
redundant normal open Drive solenoid. A pressure switch that measures the system pressure
after the Drive solenoid can monitor its function.

These properties are used in the APC200 to implement the safety concept.

ECM requires that 2 clutches can be pressurised simultaneously. Normally the pressure in 1
clutch is increasing while the pressure in the other clutch is decreasing. If the overlap is not
carefully monitored, one can achieve a situation in which clutch 1 is closed while clutch 2 is not
opened yet. This situation is called "locking clutches." The result is that the transmission stops
instantly. The APC200 software deals with potential problems related to this by continuously
monitoring relations between and changes in various speed signals.
All faults described below refer to electrical connections. The APC200 is in no way capable of
detecting mechanical problems on its input and output devices except indirectly by analysing the
speed signals.

The APC200 monitors its inputs and outputs in order to detect internal and external faults.
Due to hardware limitations, fault monitoring is not always possible. The detection principles and
their limitations are described wherever applicable.
All detected faults are reported within 0.3 seconds, but only safety critical faults are acted upon.

Faults resulting in loss of drive are tolerated.

Faults resulting in unwanted clutch engagement result in immediate selection of Neutral using
one of two available redundant shutdown methods. Depending on the severity, this reaction can
be permanent (until power is switched off) or last until the fault is removed.

Some faults are tolerated but the performance of the system is crippled when the fault persists.

748
3 Considered faults
•O ver voltage
• Unde r voltage
•I nternal faults
• Program out of control
• Single faults on outputs
• Incorrect input patterns
• Intermittent power loss
•S peed sensor faults
•A nalogue sensor failure
• Redundant Shutdown Path fault

REMARK: A special case of error codes are the so called 'Exceed Parameter' codes. These are
not so much codes that report a problem, but rather indicate a certain machine operating state.
These codes give an indication of the machine operating state in regard to some programmed
limits that may be exceeded.
They are optional and need to be activated (as a package) by DANA.

4 Behaviour in case of faults

4.1 General
It is considered critical to be able to select Neutral in all circumstances.
Selection of Neutral also is considered the safe state in case of many faults.
The APC200 has been designed to guarantee automatic selection of Neutral in some conditions.
This is accomplished through use of two separate watchdog timers and a redundant shutdown
path for outputs.

Following paragraphs describe the detection principles of the different

considered faults and the behavior of the control system in case of faults.

For a complete overview of the corresponding error codes that are reported, the
explanation, the severity and the actions taken for each error code, please refer
to the list of error codes, as referenced in paragraph 8 of this chapter!

4.2 Reset Condition

When power is applied, the APC200 first selects Neutral without range clutch engaged and starts
initialising itself. This includes a series of self-tests to assure system integrity.
This position is believed to be the safest possible condition in case of an intermittent power failure.
The initialisation phase takes about 1 second. It includes Power On Self Test and integrity
testing of the redundant shutdown path.
After power up, the APC200 is in the so-called Neutral Lock State. This means that the
transmission remains in Neutral until the shift lever is cycled physically through Neutral.

749
4.3 Over voltage
The APC200 is very tolerant to large transients on its power lines (see also 0).
Even power supply levels up to 48 V will not damage circuit components.
However, a magneto-resistive sensor supply voltage in excess of about 16.5Vdc prevents the
speed sensor circuit from operating (fault indicated).
A fault indication on the display is given to warn the driver of the problem.

4.4 Under voltage

The APC200 operates at voltages well below 18 Vdc.
Below 11 Vdc however the APC200 enters the reset condition and shuts off all outputs.
Because the APC200 is not involved in functions essential to engine cranking this is not
considered as a problem.

4.5 Internal faults

At power up a series of integrity checks is done.
These tests consist of the following:
• CPU integrity check (ALU, registers, operators)
• Internal RAM test (Modified March–C test)
• Program Flash memory integrity check (Modified 16 bit checksum)
• External RAM test (Modified March–C test)
• Parameter Flash memory integrity check (Modified 16 bit checksum per parameter)
• Redundant Shutdown Path integrity check
If these tests prevent operation as a transmission controller, then the APC200 locks itself in a
reset state, with all outputs off.
If internal faults are detected but basic functioning, as a transmission controller is still possible, the
APC200 reverts to shutdown mode (SHDN) and the appropriate error code is reported. In this
mode, the transmission cannot be operated.

4.6 Redundant Shutdown Path Error

The term RSP refers to the Redundant Shutdown Path integrated on the transmission control
valve as described in 1.4.4 Shutdown mode.
At power up, before the solenoid is activated, the pressure feedback (Analog Input 0) must
indicate low pressure. Then after activating the solenoid, the pressure must rise within a given
timeout. After power-up, the pressure feedback signal is ignored if the engine speed is lower than
500 RPM. When the engine speed exceeds this limit, this signal is still ignored for an additional 2
seconds to allow the system to build up the pressure.
If any of this fails or occurs too late, permanently flagged faults are generated, and the
APC200 is not allowed to operate.
This RSP is required for ensuring system safety and is permanently monitored electrically and
system wide by using pressure feedback. Any fault related to it causes the APC200 to enter Shut
Down mode.

750
4.7 Program out of control
The watchdog timers reset the APC200 automatically if due to a program disturbance either one is
not timely reset (150 ms).
Additionally, during program execution, critical variables are continuously checked for content
integrity. If faults are detected, the APC200 defaults to the reset state.

4.8 Intermittent power loss

After power is restored, the APC200 enters the reset condition, resulting in the immediate
selection of neutral – no clutch engaged.
It stays there until the shift lever is placed in Neutral and the vehicle speed drops to a safe level at
which moment normal operation starts (selection of 1st or 2nd depending on application
preferences).
In absence of power, the transmission defaults to Neutral (provided the redundant Drive solenoid
operates as expected).

4.9 Single faults on analogue outputs

General
Faults related to analogue outputs are detected by various principles. Besides being monitored
just like ON/OFF outputs the current through their sense line is compared to the target current.
Significant deviations from the target current are treated as faults too.
Faults related to outputs A02, A04, A06, and A08
These outputs control pressure modulators and have the capability to lock conflicting clutches.
Faults on them are considered critical. Any single fault on them results in the selection of Limp
Home mode.

Faults related to outputs B01, B03, and B05

These outputs are not involved in transmission control. Faults on them are flagged if they are
used in the application, but no further action is taken.

4.10 Single faults on on/off outputs

General
Faults related to ON/OFF outputs are detected by comparing the desired Output State with the
actual Output State (using dedicated feedback lines). This implies that if an output is intended to
be OFF it is not possible to detect shorts to ground. If on the other hand, the output is intended to
be ON, open circuit faults or shorts to battery plus cannot be detected.

In order to circumvent this problem, each critical on/off output is cyclically toggled very shortly in
order to capture all faults.

Any fault relating to an output used by the application is flagged.

The APC200 cannot distinguish between open load or forced to plus conditions. An open circuit
condition on these outputs is therefore interpreted as a 'forced to plus' condition.

Faults related to A15, A16 (VFS selectors)

Faults related to A15, A16 result in selection of Limp Home mode

751
 Faults related to A10 or A20 (Redundant ShutDown path solenoid control)
Any fault related to A10 or A20 immediately results in Shut Down mode.
These outputs control the redundant transmission shutdown solenoid. A fault related to this
solenoid implies that the APC200 cannot select neutral in case of a severe fault on a critical
output.

4.11 Incorrect input patterns

The shift lever pattern presented to the APC200 is continuously check for plausibility.
Direction selection related inputs
A three input direction selection mechanism (using redundancy) is used to allow detecting any
fault related to the direction inputs.
A fault on the direction inputs immediately results in the selection of Neutral.
Range selection related inputs
Two inputs are used to encode 3 ranges, allowing to do some fault checking.
An incorrect pattern is flagged as a fault. During its presence, the last correct position remains
selected.

4.12 Speed sensor faults

The fault detection relies on a permanent monitoring of sensor current. If it gets too low, an open
circuit condition is assumed. Conversely, if it is too high, a short to ground is signalled.
Faults related to incorrect sensor mounting or sensor malfunction for transmission speed related
sensors are detected by comparing actual transmission ratios with selected ratios.
If one or two vehicle speed sensors fail (turbine, output or drum sensor), the controller will signal
the error but will calculate the value based on the remaining sensors. This will allow the driver to
continue driving.

If more than one sensor or the engine speed sensor fail, the controller is no longer
considered safe to operate. In this case, the controller will switch to LIMP HOME mode.

A sensor specific fault indication on the display is given to warn the driver of the problem.

4.13 Analogue sensor failure

Note: The mapping of fault codes to functions described below is typical but actually depends on
parameter file settings. Please verify using the appropriate wiring diagram

Pressure Feedback Sensor Failure

If the valve-resident pressure switch is shorted or has an open connection, this fault is shown.
Considering it’s critical role in ensuring the safety integrity of the drive train, any fault related to this
input is reflected in the ‘Redundant Shutdown Path Error’ fault and results in system shutdown.
Transmission Temperature Sensor Failure
If the temperature sensor indicates a transmission temperature below -50°C, a short to ground
condition is assumed.
If the temperature sensor indicates a transmission temperature beyond +150°C, an open circuit
condition is assumed.
Either condition is indicated on the display to warn the driver of the problem.

752
 While the fault is present, the temperature value is limited at the lowest or highest (whatever is
applicable) value used for temperature compensation. This results in poor compensation if this
function is enabled.
Cooler Input Temperature
On transmissions with analog cooler input temperature sensor, open and short circuit conditions
are detected and signalled. In case an ON/OFF temperature switch is used, no such faults can be
flagged.
Any such fault results in a ‘Value Out Of Range’ fault on the Converter Temperature reading as
described below.
Check with the specific application’s wiring diagram for references to the applied sensor type.

Accelerator Position Sensor Failure

If the accelerator pedal sensor produces an out of range value, the accelerator position is
assumed to be at 0%.
" This results in Low Accelerator shift point selection.
A fault is indicated on the display.

Brake Pedal Position Sensor Failure

If the brake pedal sensor produces an out of range value, the brake pedal position is assumed to
be at 0%.
" Inching and declutch are disabled.
A fault is indicated on the display.

4.14 Transmission ratio faults

Each selected transmission gear has an expected transmission ratio. The actual ratio is measured
continuously.

If one of the direction clutches is supposed to be engaged and the transmission output speed is
above a minimum value for checking, the actual ratio is compared to the expected value.
Measured transmission ratios are accepted within 5% deviation on the expected ratio.

If the deviation on the ratio exceeds these limits, the appropriate fault is flagged and the APC200
enters Shut Down mode, leaving the transmission inoperable.
Restarting the APC200 is necessary to eliminate the fault state.

4.15 Converter Temperature problem

If the related sensor exhibits a fault (open or shorted) a code is shown indicating and out of range
condition (see list).
If the temperature exceeds the critical level of 125°C the appropriate code is flagged and the
transmission is forced in neutral. If the APC200 has control over the engine speed (CAN control or
servo) neutral is not forced, but throttle is limited to 50% to allow the transmission to cool down.

4.16 Service requests

In case there is a condition that requires intervention from a specialised DANA service engineer, a
fault in the range of 90.00 – 99.99 is generated. If such a fault occurs, the error display
intermittently shows this code and the word ‘Code’. When the fault is read though the CAN-bus,

753
 no special indication is provided, other than the fact that these fault codes have a fault area code
from 90-99.
In case that such faults occur, it is recommended to make careful notes of the exact fault that is
indicated and contact a DANA service representative.

4.17 Indication of faults

When a fault is detected, the E -led starts flashing.
To consult the faults currently active, use the error menu on the APC200 display, as
described in chapter 1 paragraph 1.3.2.

More advanced, the fault information can also be collected using the appropriate CAN
messages. For details on how to do this, refer to chapter 3 paragraph 1.3.5 and 2.2.3.

An alternative way using the APC200 display is the following:

In order to find out which fault was last detected hold the 'S' switch for about a second. The
display will then show the fault area (4 character string).
When holding the button another second or so, the display shows the number of times the fault
has ever occurred (since the last time the fault counters were cleared).
When the ‘S’ switch is released, the full fault code is shown.
A flashing display indicates a faults that’s no longer present.
If several faults coexist, pressing the ‘S’ switch before the normal display is resumed selects
the next fault for display.
Faults are shown in order of severity.

After the last fault has been displayed, the display shows ' -- ' meaning no more
errors are detected.

4.18 Indication of faults that have previously occurred

If no faults are detected, the E-led will stop flashing.

As mentioned for the indication of faults that are currently active, the fault information can
be collected by using the error menu on the APC200 display or by using the appropriate
CAN messages.

As indicated above, faults that have been previously detected since power-up or since the last
time they were shown are shown as flashing text to allow to differentiate them from active faults.

This is an excellent way to detect intermittent faults.

Please not that active faults are shown with higher priority than intermittent faults.
Also note that once an intermittent fault was shown, it will not be shown again until it actually
occurs again.

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5 Behaviour when faults are removed

5.1 Over voltage

Normal operation is resumed.

5.2 Under voltage

Not applicable, because this fault results in APC200 reset

5.3 Internal faults

Not applicable, because internal faults are only checked at power up.
An exception to this is a fault in the program code checksum.
If this fault occurs, the AP200 enters a wait loop allowing the production test system to program
the correct checksum, in order to get the system running properly.

5.4 Redundant Shutdown Path Error

This fault is permanently flagged until the controller is powered down.

5.5 Program out of control

Not applicable, because this fault results in APC200 reset

5.6 Intermittent power loss

Not applicable, because this fault results in APC200 reset

5.7 Single faults on outputs

Normal operation is resumed.

5.8 Multiple faults on outputs

The APC200 remains in Shut Down mode until it is powered down

5.9 Incorrect input patterns

Normal operation is resumed.

5.10 Speed sensor failure

Normal operation is resumed.

5.11 Analogue sensor failure

Normal operation is resumed.

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6 Specific measures to guarantee Fault tolerance
Operational
The control system must be installed according to the requirements and instructions
stated on the appropriate customer specific wiring diagram.
It shall not be operated outside the environmental conditions defined in 3.3 and 3.4.
In case a fault is signalled, the vehicle must be serviced in order to find and correct
the cause of the problem.

Production Test
• During the production cycle, all units receive following tests:
• Visual inspection of Printed Circuit Boards and finished product
• Analog inputs and outputs are calibrated
• Functional test at nominal load and nominal power supply
• Minimum operating voltage @ 20°C is verified
• Speed sensor input function over complete operating voltage range
• Communication link tests and checks of programmed FLASH parameters
• A description of the assembled hardware and all test results are
programmed in FLASH memory

Refer to the ‘APC200 production test procedure' for details about the process.

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7 Organisational measures to protect from external factors

7.1 Identification
Each APC200 unit is marked with a label showing following items:
• Spicer Off Highway Products Logo
•S erial Number
• Spicer Part Number
• Program version reference

Each Printed Circuit Board shows following items:

• Spicer part number of the assembled board,
• Board Revision Number
• Board issue date

7.2 Traceability and configuration control

A permanent record of above information along with other information relevant for production and
service is kept in the SOHP Bruges production mainframe.
Design and implementation details of each hardware revision is available in a structured format
showing following information:
• Reason for change
• Revision date and release date
• Impact study of change
• Reference to the revision it is based on
• Circuit Diagram with changes marked
• Lay out plot
• List of changes with references to the relevant drawings
• Related correspondence with manufacturer

Design and implementation details of each released software version is available in a structured
format showing following information:
• Original problem analysis (or reference to it)
• Reason for change
• Revision date and release date
• Impact study of change
• Reference to the revision it is based on
• Program source code or references to untouched modules
• List of changes with reference to reason for change
• Test report of the new release
• Related correspondence with customer

7.3 Sourcing
Spicer Off Highway Products Europe is the only supplier for the APC200 described in this
document.
All shipped units are produced, tested, and inspected by the Controls group of the SOHP plant
located in Brugge (Belgium Europe). This guarantees strict conformance to above stated
identification and traceability requirements.

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7.4 Software
Parameter programming communication services can be disabled during normal operation. In that
case, modifications to APC200 parameters are only possible with the shift lever in Neutral.
The APC200 contains tables of boundaries limiting the range of modification of FLASH
parameters; in order to assure safe values for limits at all times.

8 Listing of Fault Codes

All faults that can possibly be detected as described in this chapter have a unique
error code that informs the user of the exact nature of the detected fault.

A full listing of these error codes, their explanation, severity, effect and possible
cause is provided in the document ‘APC200 ECM-ECI Error Codes ver1.4.xls’.

With this document placed in the same folder as the user manual, having opened
this user manual using Microsoft Word and with Microsoft Excel installed on your
computer, clicking the following link will open the list:

APC200 ECM-ECI Error Codes ver1.4

If this link is unusable, please consult the document ‘APC200 ECM-ECI Error Codes ver1.4.xls’.

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Revision record
Revision Date Made by Comments
1.0 29/06/2004 DT & KVS Created for firmware version 3.0
1.1 08/07/2004 KVS Adapted for firmware version 3.5:
- Adapted Inching description
- link to new updated failure code list
1.2 07/03/2005 KVS Adapted for firmware version 3.7:
- added description new features
- link to new updated failure code list
1.3 09/05/2005 KVS Adapted for firmware version 3.8:
- added description new features
- link to new updated failure code list
- CAN EDI chapter:
- updated
- corrected typing errors
1.4 13/12/2005 KVS Adapted for firmware version 4.1:
− updated description “operator seated detection”
and “seat orientation”
− CAN EDI chapter:
− new message: TC_to_CVC_3
− o bsolete: CVC_to_TC_2
− added remark for calculation of value in
TC_to_CVC_2 reply code 32(Hex)
− reference to “Dashboard” tool where relevant
1.5 24/01/2007 DMK Adapted for message TC_to_CVC_2: correction
APC user interface.

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3.1 CHASSIS ASSEMBY

The chassis on models 358 is of modular construction. From 02/98 there are 4 models in the range, see
section 10 page 2.
In all models the chassis is produced by the manufacture of a rear section (1) common to all capacities,
that includes a built in fuel tank (2) and hydraulic tank (11) and a front section (8) also common to all models.
These units are connected by two chassis side plates (10) and steps (3) This design, together with the
addition of structured load plates at the mast and drive axle mountings (6) and a torsional cross member
at the tilt cylinder mounting (7) combine to form a chassis of excellent physical strength. Hinged or
removable plates (4) provide access to battery and other areas.

358 804 4601.0902

H01. Register 03

1 Chassis rear section 7 Torsional tilt cross member

2 Fuel tank- 125 Litres 8 Chassis front section
3 Left side steps 9 Hydraulic valve box in step
4 Battery Box in right side steps 10 Chassis side plates
5 Mast pivot bushes 11 Hydraulic tank - 240 Litres
6 Reinforcing plate

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3.2 CABIN

3.2.1 REPAIRING THE CABIN GLASS PANE

With adhesive tape With polyurethane glue

358 804 4601.0902
H01. Register 03

Prepare and clean the new glass pane (1 ) and pane channel (2).
Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
Cut the new window pane channel and drill a 3 mm hole for metal screw (3) 25 mm from each corner of
the channel.
Fit the channel to the glass pane.
Affix double-sided tape (5) (2 x 20 mm) or apply Purflex glue (5a) or a similar material 5 - 6 mm thick
continuously to the channel (2).
Remove the protective strip on the back of the tape, install the lower channel first in the frame (4) and press
the glass pane firmly against the frame.
Fasten the channels with metal screws (3).
Seal the inside and outside of the mitre sections, the outside of the channels on (6) with black Purflex
polyurethane. Apply transparent Purflex polyurethane or a similar sealant at (7).
The sealant is firm after 1 hour and completely dry after 12 hours.

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3.2.2 REPAIRING THE CABIN WINDOW PANE (GLASS-TO-GLASS)

Affix crepe tape to the outside and inside of the new glass panes on both sides (not the edges).
Install the glass pane so that there is a gap of 1 - 4 mm at the inner edges.
Press transparent silicone sealant continuously into the joint from the top down, making sure that both joint
edges are fully covered. The silicone bead (1 ) should be about 8 - 10 mm thick.

358 804 4601.0902

H01. Register 03
Smoothen the silicone bead within 10 minutes and eliminate any faults (commercial silicone remover).
After complete hardening of the silicone sealant (approx. 12 hours), remove the crepe tape.

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3.2.3 REPAIRING THE CABIN WINDOW PANE WITH ALUMINIUM FRAME (SLIDING WINDOW)

NOTE
Windows for direct bonding are provided with channels without fastening holes.

Prepare and clean the new glass pane (3) and channel (2).
Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
Install channel (2) to glass pane (3).
Affix double-sided tape (4) (2 x 20 mm) to the flange surface (4) of the channel.
358 804 4601.0902
H01. Register 03

Remove the protective strip on the back of the tape and insert the glass pane into the door frame with the
lower side first.
Press the glass pane firmly against the door frame.
Seal the channel on the outside of the door frame with Purflex polyurethane sealant or a similar material.

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3.2.4 REPAIRING THR ROOF WINDOW WITHOUT FRAME OR CHANNELS

Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
Affix a continuous piece of tape (diameter 6 mm) to the roof channel (3).
Remove the protective strip and position the roof pane above the opening and press on firmly.
The remaining joints can be sealed with silicone, if desired. Hardening time about 12 hours.

358 804 4601.0902

H01. Register 03

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4.1 SERIES 310 STEERING AXLE

4.1.1 DESCRIPTION

The rear wheels are steered by the action of a single double-ended hydraulic cylinder connected to fixed
length track rods which operate on a stub axle pivoted on swivel pins. Movement of the steering wheel
actuates the hydraulic steer hand pump which regulates the flow of oil to the steer cylinder. The oil is
supplied via an engine mounted geared pump which incorporates a priority flow valve to control the rate
of flow and the oil pressure.

The axle housing is supported in the chassis by spherelastic bearings, which allow full articulation of the
axle when operating on uneven ground.
The steer cylinder is attached to the housing by dowels spacers and four bolts.

The track rod link arms have press-fit spherical bearings in each end. One end of each link is connected
to the steer cylinder by a press fitted pin and roll pin assembly. Two dust covers are fitted top and bottom
of the link arms. The other end of the link is connected to the stub axle with a press-fit pin and roll pin
assembly.
These links are of fixed length and do not require adjustment to maintain correct tracking.

Above both swivel pins are plates sealed

with gaskets and each secured by four
bolts and spring washers. A cover below
each swivel pin is secured by four bolts

358 804 4601.0902

H01. Register 03
and spring washers. Grease nipples are
fitted in each cover and each track rod link
end.

4.2 EXPLANATION OF THE STEER AXLE NUMBER

310 D 07 0002 LL

Manufacturer (Linde-Lansing)
Series number
Production month
Production year
Type of axle

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4.3 STUB AXLE

358 804 4601.0902
H01. Register 03

1 Bushing 6 Spacer
2 Felt washer with back-up ring 7 Shims
3 Stub axle 8 Taper roller bearing
4 Swivel pin 9 Thrust washer
5 Bushing with O-ring 10 Nut

4.3.1 REMOVING THE KING PIN

Jack up the truck and secure the steer axle with blocks of wood.
Remove the wheel.
Press out the track rod pin and remove the track rod.
Take off the top and bottom cover and remove any grease.
Free the staked edge of the nut (10) from the groove in pin (4), loosen and remove the nut.
WARNING
Refer to Wheel and Tyre Removal Supplement.
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Remove the washer (9).
Install a jack under the king pin (4) and apply vertical pressure to the pin.
Heat the stub axle gently until the king pin is loosened from the stub axle.
Pull the king pin up and out.
Pull the stub axle out to the side.

4.3.2 INSTALLING AND ADJUSTING THE SWIVEL PIN

Soak the felt washer (2) in oil and install with the back-up ring in the axle housing and pull the plastic foil
up tightly. Insert the stub axle (3) and pull the plastic foil out.
Insert the swivel pin (4) without the taper roller bearing (8), shims (7), spacer (6) and bushing (5).

Dummy Bearing
Part No. 310 451 31 00

358 804 4601.0902

H01. Register 03
Thrust Washer
Part No. 310 451 29 00

Insert the dummy bearing and thrust washer, screw the nut (10) on the swivel pin and torque it to 1000 Nm.
Remove the nut (10), dummy thrust washer and bearing.
Insert the bushing with the O-ring (5) into the axle.
NOTE: The short end of the bushing (5) must face the threaded end of the swivel pin.

Put the spacer (6) into the axle, then drive in the outer race of the taper roller bearing (8).
Fit shims (7) with a total thickness of 0.7 mm on the swivel pin (4).
Insert the bearing (8) and thrust washer (9) and tighten the nut (10) to 815 Nm.
Install a dial gauge with a magnetic holder on the swivel pin and zero the gauge.
Lift the stub axle with a tyre lever and measure the end play of the swivel pin.

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End play: 0.00 mm

NOTE: Maximum end play 0.12 mm
Example:
Installed shim thickness = 0.7 mm
Measured end play = 0.5 mm
Final shim thickness = 0.2 mm

Remove the nut (10) and take off the thrust washer (9) and bearing (8) again.
Correct the shim thickness as shown in the example.
Refit the bearing (8) and thrust washer (9) and torque the nut (10) to 815 Nm.
Recheck the end play.
Drive the edge of the nut with a blunt drift into the groove on the swivel pin.
Fit the connecting plates with seals and grease nipples and lubricate the stub axle.

NOTE: The spanner size for the nut (10) is 70 mm.

358 804 4601.0902
H01. Register 03

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4.4 WHEEL HUB

358 804 4601.0902

H01. Register 03

1 Wheel hub 6 Thrust washer

2 Inner taper roller bearing 7 Adjusting nut
3 Sealing ring 8 Cover
4 Race 9 Lock screw
5 Outer taper roller bearing 10 Retaining ring

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4.4.1 ADJUSTING THE WHEEL BEARING

358 804 4601.0902
H01. Register 03

Take out the retaining ring (10) and remove the cover (8).
Remove any grease.
Remove the lock screw (1).
Tighten the adjusting nut (2) until the end play is removed.
Using a hammer, drive the wheel hub toward the adjusting nut so that the tension on the wheel bearings
is relieved.
Position the dial gauge with the magnetic holder on the wheel hub. Set the dial gauge to zero and determine
the end play.
Maximum end play is 0.10 - 0.15 mm.
Fit lockscrew and tighten to 34 Nm.
Fill the grease cap half with grease and install the cover (8) and secure ring (10).
Tighten the screws to 40 Nm.

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4.5 ADJUSTING THE INNER STEERING STOP

In order to prevent damage to the hydraulic steering cylinder, the inner and outer steering stops must be
checked and adjusted after repairs on the stub axle, track rod or steering cylinder.

358 804 4601.0902

H01. Register 03
1 Pin (steering cylinder)
2 Steering cylinder
3 Inner steering stop
4 Shims
X Setting 31 mm
WARNING
CHECKING THE STEERING STOP
Refer to Wheel and Tyre Removal Supplement.
Turn the wheels to the right or left until the steering stop screw (3) contacts the stub axle.
Check dimension X, 31 mm, at the steering cylinder.

If dimension X is too large or too small, adjust the inner stops as follows:

Lift the truck so that the steer axle wheels are clear of the ground.
Operate the steering cylinder until dimension X is 31 mm.
Adjust the stop screw (3) with the washers (4) so that the correctly adjusted stop screw dimension
X = 31 ± 0.5 mm is obtained when the steering is operated (maximum pressure is reached).
NOTE: Always check the inner and outer steering stop and adjust, if necessary. Torque for the
stop screw (3) is 180 Nm.

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4.6 ADJUSTING THE OUTER STEERING STOP

358 804 4601.0902
H01. Register 03

1 Outer steering stop

2 Stop screw
3 Shims
4 Fastening nut

CHECKING THE STEERING STOP

Turn the wheels to the left or right as far as the stop and until maximum steering pressure is obtained.
There must be a clearance of 1 mm between the stop screw (2) and the outer steering stop (1).
If the clearance is too small or too large, remove the fastening nut (4), take out the stop screw (2) and adjust
the outer steering stop with shims (3).

NOTE: Check both outer steering stops and adjust, if necessary. Torque for the stop screw (2)
is 180 Nm.

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4.7 REMOVING AND INSTALLING THE STEERING CYLINDER
WARNING
REMOVAL
Refer to Wheel and Tyre Removal Supplement.
Jack up the truck at the rear so that the wheels are free to turn and secure the truck with blocks.
Move the steering cylinder rod (2) until the pin (1) aligns with the hole (5) in the axle housing.
Shut off engine and operate levers/steering to remove residial pressure from system.
Remove the retaining pin (7) in the mounting pin (1).
Using a suitable lift jack and ejector pin (6) (diam. 29 mm, 150 mm long), press out the pin (1) until the track
rod (8) can be disconnected from the piston rod (2).
Press out the second pin (at opposite end).
Disconnect the two hose lines (3) at the steering cylinder.
Unscrew the four steering cylinder fastening screws (4) and remove with spacer sleeves.
Remove the steering cylinder, paying attention to the centring sleeves.
Now drive the pin (1) fully out at the piston rod.

358 804 4601.0902

H01. Register 03

INSTALLATION

Fit centering sleeves into the steer cylinder mounting lugs.

Lift the steering cylinder into the steer axle, paying attention to the centring sleeve alignment.
Install the four M20 x 120 10.9 screws (4) with spacer sleeves and Loctite 270 and torque to 580 Nm.
Move the steering cylinder piston rod (2) until the drilled hole (5) in the steer axle housing aligns with the
hole in the piston rod for the pin (1).
Swing the track rod (8) into the fork on the piston rod.
Insert the centring pin.
Insert the pin (1) into the drilled hole (5) in the steer axle housing from below and press upwards into the
piston rod (2) with a suitable lift jack and ejector pin (diam 29 mm).
NOTE: Install the pin (1) in such a way that the drilled holes for the retaining pins (7) are at a right
angle to the piston rod (2).
Drive the retaining pins (7) centred into the mounting pin (1).

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Press in the second pin and secure with retaining pins.

Connect the two hose lines (3) to the steering cylinder and tighten them.
Start the engine and bleed the air out of the system by turning the steering wheel fully left and right
approximately ten times.
Inspect the steering cylinder for leaks.
Lower the truck.

4.8 SEALING THE STEERING CYLINDER

1 Piston rod 6 Cylinder tube

2 Wiper 7 Packing ring
358 804 4601.0902
H01. Register 03

3 Retaining ring 8 Guide bushing

4 Seal 9 Sealing ring
5 Guide ring 10 Bore

Remove the steering cylinder and clamp it in a vice.

Extend the piston rod (1) on one side out as far as the stop.
Drive the guide bushings (8) back a little with a few blows of the hammer and loosen the retaining ring (3).
With a 2 mm drift punch through the bore (10) and remove it with a screwdriver.
Slide the piston rod in the direction of the removed retaining ring and drive it out along with the guide bushing
(8) with light blows (plastic mallet) on the opposite end of the piston rod.
Pull the piston rod out of the cylinder tube and remove the guide bushing (8) from the piston rod.
Inspect the piston rod for scoring, traces of pitting end rust.
Remove the wiper (2), seals (4), (9) and guide rings (5) from the guide bushing (8).
Install new seals, guide rings and wipers in the guide bushing, ensuring that the position and direction of
the individual sealing elements is correct.
Remove the packing ring (7) from the piston rod.
Install a new packing ring (7) on the piston rod.
Remove the second retaining ring (3).
Remove the second guide bushing (8) and replace the sealing elements.
Inspect for scoring, traces of pitting end rust.
Coat the guide bushing lightly with grease and install in the cylinder tube. Be sure that its position is aligned
with retaining ring hole.
Insert the retaining ring.
Carefully introduce the piston rod into the cylinder tube from the opposite end and slide it as far as possible
through the guide bushing (8), being careful not to damage the sealing lips of the sealing elements.
Insert the second greased guide bushing, slide it in as far as possible and secure with the retaining ring.
Move the piston to a central position.

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4.9 HYDRAULIC STEERING UNIT

The steering unit is controlled by a system comprising of the following components.

1 Hydraulic pump 41ccm

2 Priority flow valve OLS80 80lt/min 27lt/min to steering
3 Steer hand pump OSPC/LS relief valve setting 175 bar
4 Shock Valve 240bar
5 Steer Cylinder Tube 120mm Rod 90mm Stroke 185mm each way

4.9.1 HYDRAULIC STEERING UNIT, OPERATION

Oil supplied by the pump is directed on initial start up to the flow control valve (2) this valve is in the "B"
position with all the flow being directed out of the "CF" port to the steer hand pump (3). As the system fills
the pressure in the CF line will increase until it becomes sufficient to overcome the spring on the "B" end
of the flow control valve (2). The spool will move downward and permit the oil to flow out of the excess
flow port "EF" and out to the main lift valve at (6). The pressure in both the CF and LS lines will be in balance.
Any movement of the steering wheel will cause a slight pressure increase at the LS line, this will overcome
the spring at "A" and allow the spool to move upward to increase flow to the steering to carry out a steering
motion. When the steering motion is stopped the flow valve will again move into a balance condition.
While steering is taking place oil is passed into the steer hand pump at "P", pressure here will hold the
manual steering ball valve "B" seated while the pressure relief valve prevents the pressure bcoming too
high. Motion of the steering wheel will drive the steer hand pump around opening ports within the unit to
direct the oil out at either "L" or "R" dependant on which way the wheel was turned. Oil will pas through the

358 804 4601.0902

H01. Register 03
dual shock valve (4) to one end of the steer cylinder (5). Oil returning from the opposite end of the steer
cylinder passes back through the other side of the shock valve and into the steer hand pump where it is
directed through internal galleries and back to tank. The pressure relief valve (2A) within the steer hand
pump continouosly monitors the working pressure in the steering system and will open to relieve oil
pressure to the tank if pressure exceeds 175 bar.
When steering motion ceases the valve within the steer hand pump springs back to neutral position and
oil can no longer pass through to the cylinder.
During normal driving and steering operations it is possible that a steer wheel could accidently strike
against an object, this impact will be passed back through the steering linkage and onto the end of the steer
cylinder. This would generate high pressure within one side of the steer cylinder that could result in damage
to the cylinder or associated mechanical equipment. If this occurs pressure build up is seen at one of the
shock valves (4A or 4B) the valve will open and permit excess pressure to escape to the low pressure
end of the cylinder.

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B
4

R L

3
358 804 4601.0902
H01. Register 03

T P

CF

1
P EF
2

B LS

35404_01a

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4.9.2 DANFOSS STEER HAND PUMP TYPE OSPC LS

The steer hand pump mounted on the steering column provides both a directional flow signal to the steer
cylinder. It also provides the LS load sensing signal to the flow valve to instigate increased flow to the steer
hand pump. The unit is generally trouble free and requires special tools to repair. The unit is also "timed"
during assembly, if the timing is altered the unit will not function correctly.

358 804 4601.0902

H01. Register 03

1 Wiper seal 13 Bolts

2 Matched components 14 Special bolt
3 Check ball 15 Aluminium washers
4 Screw insert 16 End plate
5 Special 2 piece seal 17 Gear set O rings
6 Thrust bearing 18 Gear set
7 Location ring 19 Distribution plate
8 Inner direction spool 20 Distribution plate O ring
9 Driving pin 21 Cardan shaft
10 Outer direction spool 22 Check valve
11 Centring springs 23 Valve body
12 Data plate

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4.9.3 DANFOSS STEER HAND PUMP, OPERATION

There are five ports in the pump, viewed directly at the face in which the ports are located these are

Bottom left Pump feed in

Top left return to tank
Bottom right Feed to right turn
Top right Feed to left turn
Right side of body LS port

Hydraulic oil at stand by pressure is fed into the pump and passes into and through the outer and inner
spools, up the centre of the spool and out of the holes in the top of the spools adjacent to the return to tank
port and directly back to tank. When a steering motion is made, rotation of the inner spool against the
tension of the leaf spring pack will allow the inner spool to rotate off neutral in relation to the outer spool to
a limit set by the driving pin, this selects the direction of steer. An LS signal is also sent to the flow valve
to increase flow as required. Continued rotation of the inner spool by the steering wheel will start to rotate
the outer spool by the driving pin. The driving pin also drives the cardan shaft which drives the inner gyrotor
gear of the gear set. The path of the oil is now blocked from passing through both spools to the tank, instead
it flows through galleries to the gear set where the pressurised oil is pumped back up through galeries in
the spool that align with the turn outlet port, either left or right dependant on which way the spool is being
rotated. Oil returning from the cylinder will pass through newly aligned galleries in the spools, into the
spools centre, up the centre of the spools and out of the return to tank galleries back to tank.
When the steering motion is stopped the leaf springs will rotate the outer spool back to neutral in relation
to the inner spool and flow to the cylinder will cease.
358 804 4601.0902
H01. Register 03

It is possible to reseal the pump should a leak occur, a seal kit is available through the parts division. A
special tool, part number K068-118-000 is available. This tool must be used to insert the special two piece
seal and wear ring into the neck of the valve body.
Caution
The steer hand pump must be timed on assembly, failure to do so could lead to serious
damage to the unit or possible injury to the user. If in doubt do not attempt disassembly.
When the steer hand pump is stripped great care must be observed, do not handle
components more than is necessary, store all components in clean hydraulic oil while the unit
is disassembled. It is advantagious to handle the components only while wearing disposable
gloves soaked in hydraulic oil. The accuracy and finish of componets is such that handling
them with bare hands will damage them.

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4.9.4 DANFOSS STEER HAND PUMP, ASSEMBLY TIMING.

CAUTION
The steer hand pump must be timed on assembly, failure to do so could lead to serious
damage to the unit or possible injury to the user. If in doubt do not attempt disassembly.

During assembly the alignment of the driving pin, it's relationship with the gear set gyrotor and the port face
are critical. The illustration below indicates this relationship.
The spool must be assembled and fitted with the pin (2) at 90 degrees to the port face of the pump(1) as
illustrated by the arrow (3).
The gyrotor of the gear set must then be fitted so that two of the lobes (4) are parallel with the port face
(1) as illustrated by the lines (5).

358 804 4601.0902

2

H01. Register 03
5
4

1
35702_04-06

4.9.5 DANFOSS STEER HAND PUMP,TROUBLESHOOTING.

The following chat can be utilised to aid fault analysis.

ERROR CAUSE REMEDY

No steering function Oil flows directly back to tank Manual steering ball is missing.
within the steering unit

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ERROR CAUSE REMEDY

Short hard point when Air in the LS and P lines. Bleed the lines.
beginning to turn the steering
wheel. Initial spring compression in Fit a stronger spring in the priority
the priority valve set too low. valve.

Clogged orifice in LS and/or

P lines in flow valve Clean the orifices.

Short hard point when Air in the LS and P lines. Bleed the lines.
beginning to turn the steering
wheel. Initial spring compression in Fit a stronger spring in the priority
the priority valve set too low. valve.

Clogged orifice in LS and/or

P lines in flow valve Clean the orifices.
358 804 4601.0902
H01. Register 03

Heavy steering Insufficient oil or oil pressure. Attend to the hydraulic pump.

Relief valve set too low or Reset or replace the valve.

faulty.

Blocked LS orifice or tight Remove and clean all units.

spools in flow valve. Check filtration.

High auxiliary pressures Contact Technical support at

acting on EF port. Linde HTD.

Misplaced steering ball. Re position the ball.

"Motoring" The steering Faulty, weak or brocken leaf Replace the springs.
wheel turns by itself. springs.

Tightness between spools Contact Technical support at

Linde HTD.
Temporarily lower relief valve
settings.

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Chapter 4
Page 18
ERROR
Repeated steering
corrections required.
Steering will not go to neutral
position.
Steering to left or right without
wheel movement.
Backlash in steering
"shimmy"
abnormal vibration of
steering wheel.
The steering wheel can be
turned continouosly without
turning the wheels.
Steering will turn to full lock
position but steer wheel can
continue being turned.
Ser vice Training
Service
CAUSE REMEDY
Leaf springs weak or broken. Replace leaf springs.
Steering column out of Correct column alignment.
alignment with steering unit.
Steering column lacks Increase clearance.
clearance with steer unit.
Steering column binding. remove cause.
Splines of the cardan shaft Replace cardan shaft.
worn or broken.
Leaf springs weak or broken. Replace leaf springs.
Can be caused by a course
tyre pattern.
358 804 4601.0902
H01. Register 03
Air in system. Bleed the system.
Worn mechanical links and Replace worn parts.
wheel bearings.
Leaking dual shock valves, Repair or replace the valves.
suction valves.
No oil supply. correct cause
Steer cylinder seals Repair or replace the cylinder.
bypassing.
Shock valve failure. Repair or replace the shock
valves.
Shock valves set to the same Adjust pressures.
pressure as the system relief
valve.
Contamination of shock Clean or replace shock valves.
valves.
781
 Chapter 4
Ser vice Training
Service Page 19

ERROR CAUSE REMEDY

Heavy impacts on steering Incorrect timing of unit. Re set the timing.

wheel in both directions.

Kick back in system. Missing check valve in P line Fit valve.

to steering unit.
impact from wheels. Contamination of flow valve Overhaul and clean valve.
spool.
358 804 4601.0902
H01. Register 03

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 Chapter 5
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Service Page 1

5 BRAKING SYSTEM
358 804 2401.0599
V2 / Register 3

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Chapter 5
Page 2 Ser vice Training
Service
5.1 BRAKING SYSTEM CIRCUIT DIAGRAM

358 804 2401.0599

V2 / Register 3
A Valve block 12 Pressure warning switch (hand brake pres-
B Foot-operated brake valve (right) sure)
C Foot-operated brake valve (left) 13 Accumulator 2000 cc (foot brake)
D Sliding caliper disc brake (parking brake) Accumulator pressurisation 80 - 115 bar
E Multi-disc brake (hydrogen)
14 Check valve
1 Tank 15 Foot brake pedal (right)
2 Suction filter 16 Control valve
4 Hydraulic pump 23 cc 17 Brake pedal (left)
5 Pressure filter 18 Brake plunger
6 Change-over valve (130 bar) 19 Feeder valve
7 Change-over valve (160 bar) 20 Oil tank
8 Solenoid valve hand brake 21 Disengaging switch (gearbox)
9 Check valves 22 Brake light switch
10 Pressure warning switch (warning buzzer 23 Spring-type cylinder
lamp) 24 Brake oil filter switch
11 Accumulator 2000 cc (hand/foot brake) 25 Cooler
Accumulator pressurisation 80 - 115 bar 26 Foot brake cylinder
(hydrogen) 27 Multi-disc brakes

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 Chapter 5
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Service Page 3

Pressing the right foot brake pedal (15) will activate the control valve (16). The pressure-reduced control
pressure of 160 bar is transported proportionally via the control valve (16) to the brake plungers (26) of the
multi-disc brake with a maximum pressure of up to 110 bar.
Depending on the pedal travel, the reduced control pressure is supplied to the brake plunger via the control
valve, so that a metered braking is made possible. As soon as the brake pedal (15) is released again, the
control valve (16) will switch back to its neutral position, and the brake pressure to the tank will be reduced.
Whenever the left brake pedal (17) is pressed, a brake plunger (18) generates a pilot pressure which actuates
the control valve (16) hydraulically. Depending on the pedal position, the control valve (16) will be activated
again, and a metered control pressure will be supplied to the brake plungers (26).
Pressing the left brake pedal will cause a pressure switch (21) to disengage the travelling gear.
If the hydraulic storage pressure drops to less than 100 bar, an indicator lamp and a warning buzzer will be
triggered, and the spring-type cylinder (23) belonging to the hand brake will close. The pressure reservoir
permits the vehicle to be braked approx. 15 - 20 more times.

5.1.1 DESCRIPTION OF THE HYDRAULIC BRAKING SYSTEM

The gear pump (4) is driven directly by the internal combustion engine.
A suction filter (2) draws in the oil from the pump. This oil is supplied to the accumulators (11) and (13) via
a pressure filter (5).
As soon as the accumulators (11) and (13) are filled, and the maximum pressure of 160 bar is obtained, the
358 804 2401.0599

change-over valve (6) and (7) will actuate, and the volume flow will be delivered via the cooler (25) to the
V2 / Register 3

laminated plates belonging to the service brake. Whenever the operating pressure drops to 130 bar, the
change-over valve (7) will close. This process actuates the change-over valve (6), and the operating pressure
will rise again. The oil rinses and cools the multi-disc brakes (27), and flows back to the tank.
Whenever the switch for releasing the parking brake is pressed, the solenoid valve (8) will be actuated, and
the hydraulic storage pressure triggers the spring-type cylinder (23) which opens the parking brake.
Whenever the parking brake is closed, a switch will actuate the solenoid valve (8), and the spring-type cylinder
will reduce the pressure to the tank via valve (8), so that the spring package can close the parking brake.

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Service
5.1.2 SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM

The legend is listed under "Braking System Circuit Diagram".

358 804 2401.0599

V2 / Register 3

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 Chapter 5
Ser vice Training
Service Page 7

BRAKING SYSTEM RETURN LINE TO TANK

358 804 2401.0599
V2 / Register 3

787
Chapter 5
Page 8 Ser vice Training
Service
COOLING AND FLUSHING OF THE BRAKING SYSTEM

358 804 2401.0599

V2 / Register 3
BRAKING SYSTEM PRESSURE TAPS

SYSTEM PRESSURE MEASUREMENT

- Remove the pressure switch (10) at the valve block (A) and install fitting WM 172 (M10 x 1).
- Connect a high-pressure gauge and perform the pressure measurement.
Specified value:min. 130 bar
max. 160 bar

BRAKE PRESSURE MEASUREMENT

- Remove the stop light switch (22) at the foot brake valve (B) and install fitting WM 172.
- Connect a high-pressure gauge and slowly depress the brake pedal through its full stroke.
Specified value: 0 - 110 bar

PARKING BRAKE PRESSURE MEASUREMENT

- Remove the pressure warning switch (12) at the valve block (A) and install fitting WM 172.
- Connect a high-pressure gauge and perform the measurement.

788
 Chapter 5
Ser vice Training
Service Page 9

- Operate the parking brake button.

Specified value: brake applied 0 bar
brake released min. 110 bar
max. 160 bar

TOOLS FOR THE MEASUREMENTS

Order No. Description

WM 1.13 High-pressure gauge 0 - 600 bar

WM 172 Fitting M10 X 1

358 804 2401.0599
V2 / Register 3

BRAKING SYSTEM OIL SUPPLY

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Chapter 5
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Service
5.2 CONSTRUCTION OF THE WET MULTI-DISC BRAKE

Brake Type: 5 340

Outer diameter of the plates

Number of laminated plates

358 804 2401.0599

V2 / Register 3

1 Brake anchor plate 13 Gasket set

2 Brake housing 14 Gasket set
3 Piston 15 Spring
4 Inner plate 16 Screw
5 Outer plate 17 Gasket ring
6 O - ring 18 Screw plug
7 Screw 19 O - ring
8 Screw plug 20 Slide ring seal
9 Gasket ring 21 Screw
10 Gasket ring 22 Tube
11 Sleeve 23 Bushing
12 Bleeder 24 Screw

790
 Chapter 5
Ser vice Training
Service Page 11

5.2.1 CHECKING THE WEAR OF THE LINING

- Remove the stopper (17) belonging to the control dimension bore.

- Press the brake pedal (close the brake).
- Use a depth gauge to measure the distance from the housing to the brake plunger.

NOTE: The control dimension "new" is stamped into the housing, below the bore.

- Whenever this dimension is greater than the max. wear dimension, the brake plates should be replaced
in the near future.

NOTE: If the wear dimension is reached, the following must be checked:

Control dimension:

- Max. oil temperature (cooling system)

- Specified oil quality
- Oil rinsing (filters)
- Wear
Wear dimension: 2.8 mm
358 804 2401.0599

Lining thickness for each plate: 2 x 1 mm.

V2 / Register 3

791
Chapter 5
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Service
5.2.2 INSTALLATION OF THE PISTON CUPS

Position the pistons on the plane surface of the larger diameter. Make sure that the correct order of the sealing
parts is observed during installation. Mount the O-rings without twists and bulges.

Fitting of the O-ring and supporting ring

1. Large supporting ring

2. Large O-ring
3. Small O-ring Pressure
4. Small supporting ring

358 804 2401.0599

V2 / Register 3
Fit the supporting rings on the side which is opposite to the pressure side!

INSTALLATION OF THE OMEGAT GASKET SET

1. Large O-ring
2. Small O-ring
3. Large PTFE profile ring Pressure
4. Small PTFE profile ring

Install the PTFE profile rings with the small diameter facing tChecking the air gape pressure side! Mounting bands ma
as assembly devices.

792
 Chapter 5
Ser vice Training
Service Page 13

5.2.3 INSTALLATION OF THE PISTON INTO THE BRAKE ANCHOR PLATE

Oil the piston bearing surfaces of the brake anchor plate, wet the threaded bores with Loctite 262, then insert
and screw in the bushing. Place the piston on to the brake anchor plate without tilting it (note the correct
358 804 2401.0599
V2 / Register 3

positioning of the bores to the threads!).

Press the piston evenly into the brake anchor plate with temporary screws and without tilting it.

If necessary, hit the piston with light hammer blows to align it with the threaded bores.
First insert the springs (15), then the hose (22) into the piston bores. Screw the hexagon head screws (16)
in with flange.

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Service
5.2.4 CHECKING THE AIR GAP

358 804 2401.0599

V2 / Register 3

Insert the plates into the housing.

How to check the air gap:

Air gap sL = dimension A - dimension B (measured without pressure)

Nominal dimension sL 1.7 ± 0.9 mm
Wear dimension 2.0 mm

Insert the O-ring (6) torsion-free and without twists.

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 Chapter 5
Ser vice Training
Service Page 15

5.2.5 LEAKAGE TEST SPECIFICATION FOR THE HYDRAULIC BRAKING SYSTEM AND THE
COOLING OIL COMPARTMENT

CHECKING THE HYDRAULIC BRAKING SYSTEM FOR TIGHTNESS

Before performing the leakage test, bleed the hydraulic braking system.
With a compressive stress of 120 bar, a pressure drop by 2 % to 117.5 bar after 15 minutes is permissible.
Testing agent: Engine oil SAE 10 W corresponds to MIL - L 2104.

CHECKING THE COOLING OIL COMPARTMENT FOR TIGHTNESS

Leagage-testing of the cooling oil compartment is performed after the wheel hub with scraper ring sealing
has been installed, and the wheel bearing has been adjusted.
Connect the pressure gauge with a stop cock.
Pressurise the wheel side with compressed air having a pressure of 1.5 bar.
Spin the wheel side several times.
A pressure drop of max. 0.1 bar after 10 minutes is permissible.
358 804 2401.0599
V2 / Register 3

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Service
5.2.6 FINAL ASSEMBLY

Place the brake anchor plate (1) on to the housing (2), and align them. Insert and tighten the screws. Screw
in the bleeder (12) with sleeve (11) and (10), as well as the screw plugs (8) with gaskets.

Check the hydraulic braking system for tightness. (Please refer to Leakage Test Specification.)

Insert the O-ring (19) (brake anchor plate/axle funnel, respectively steering stub axle) torsion-free and
without twists.

Measure the distance from the brake anchor plate to the piston plane surface through the wear measurement
bore while the piston is pressurised, and stamp this dimension into the brake anchor plate using stamp
numbers.

Place the entire braking system on to the axle and screw it in. (Coat the parting plane with Loctite 270.)

358 804 2401.0599

V2 / Register 3

796
 Chapter 5
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Service Page 17

5.2.7 PARKING BRAKE

358 804 2401.0599
V2 / Register 3

1 Brake caliper
2 Bolt
3 Backing plate
4 Backing plate
5 Disc spring package
6 Piston
7 Grub screw
8 Push rod
9 Ring
10 Hydraulic compart-
ment
11 Locknut

797
Chapter 5
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Service
5.2.8 MECHANICAL FLOATING CALIPER DISC BRAKE

(with manual readjustment)

Type 230 VI-Ö

INTRODUCTION

The hydraulically detachable spring-loaded brake is primarily intended for use as an emergency and parking
brake. The operating force is provided without a mechanical transmission. Instead, this is provided by a disc
spring. Releasing the brakes requires a hydraulic pressure of approximately 100 bar. A hydraulic
accumulator with a storage pressure of 160 bar provides an easily assembled emergency and parking brake
which serves an important safety function. Whenever the hydraulic pressure supply system fails, the vehicle
is automatically stopped and braked.

The brake is installed at the differential input shaft of the driving shaft. The diameter of the brake disc is
380 mm. Correction of the lining wear is performed manually by turning a grub screw.

FUNCTIONAL DESCRIPTION OF THE BRAKING PROCEDURE

358 804 2401.0599

The brake caliper (1) and the two identical backing plates (3) and (4) move freely on two bolts (2) in a mounting

V2 / Register 3
frame. The longitudinal force from the friction lining which is released whenever the brake is engaged, is
supported by one of the bolts (2), depending on the direction of rotation of the brake disc.

The clamping force is provided by the disc spring (5). This slides the backing plate (3) over the piston (6),
the grub screw (7), and the push rod (8) (which is located freely in the piston), and on to the bolt (2) in direction
of the brake disc. As soon as this lining contacts the brake disc, the bearing pressure which is working on
the ring (9) causes the brake caliper (1), the lining carrier (4) and the bolts (2) in the mounting frame to be
displaced until the second lining comes into contact with the brake disc.

The brake is released by pressurising the compartment (10) between the caliper and the piston with oil
pressure. This causes the piston (6) to be displaced against the disc spring force until it contacts the ring
(9).

The caliper is equipped with an eyelet for acceptance of an automatic forced return function which resets
the caliper via spring power as soon as the brake is released.

Whenever the clearance dimension increases due to wear of the brake linings and/or the brake disc, this
reduces the clamping force. Readjustment is performed by turning in the grub screw (7) in the piston (6).
This displaces the push rod (8) out of the piston and compensates any wear.

798
 Chapter 5
Ser vice Training
Service Page 19

5.2.9 PARKING BRAKE ASSEMBLY

358 804 2401.0599
V2 / Register 3

1 Slotted nut 12 Locknut

2 Split pin 13 Grub screw
3 Brake caliper 14 Circlip
4 Protection cap 15 Ring
5 Brake lining 16 Disc spring package
6 Ring 17 Piston
7 Flat magnet 18 Radial shaft seal
8 Push rod 19 Radial shaft seal
9 O - ring 20 Bleed valve
10 Bolt
11 Protection cap A Mounting bracket

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Chapter 5
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Service
5.2.10 REPLACEMENT OF THE BRAKE LINING

GENERAL INFORMATION

Above all, the perfect technical condition of the brake is of crucial importance to safe braking characteristics.

It is for this reason that the brake should be checked in the time intervals as specified by the manufacturer
of the vehicle, and wear parts should be replaced.

The rubber parts should be replaced after 2 years at the latest, or whenever they are damaged. The lining
should be replaced whenever it is worn down. The brake should always be checked whenever linings are
changed.

The brake lining should be replaced whenever the residual brake lining thickness is 2 mm, or whenever these
are burnt or glazed.

Only those lining qualities that are specified by the manufacturer of the vehicle or brakes should be used.

The guide surfaces or parts for the brake linings must be cleaned.

The protection cap for the push rod must be checked for perfect condition.

358 804 2401.0599

V2 / Register 3
When the brake linings are being renewed, the brake disc must also be checked for wear. It must be replaced
whenever the minimum thickness is reached - original thickness minus 4 mm (wear on each side max. 2
mm).

The flat grabbing magnets must be cleaned prior to installation of the new brake linings.

SEQUENCE OF OPERATIONS WHEN CHANGING BRAKE LININGS

- Remove the protection cap (11).

- Loosen the locknut (12) using a spanner with a jaw span of 30.
- Loosen the disc springs by turning the grub screw (13) anti-clockwise using hexagon socket-screw spanner
with jaw span 10.
Alternative: Pressurise the brake with hydraulic pressure, and turn the grub screw (13) anti-clockwise.
- Remove the split pin (2), and unscrew the slotted nut (1) using a spanner with a jaw span of 24.
- Pull out the bolt (10) from the brake caliper (3) so that the backing plates (5) can be removed. Look out
for a possible pivoting of the brake caliper around the other bolt (10)!
- Insert the new backing plates (5), slide the bolt (10) into the brake caliper, screw the slotted nut (1) in, and
secure it with the split pin (2).
- For brake adjustment refer to "Adjustment or Readjustment".
- Mount the protection cap (11) on to the brake caliper.
- If the valve cap was removed from the bleed valve (20), it must be replaced again.

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 Chapter 5
Ser vice Training
Service Page 21

ADJUSTMENT OR READJUSTMENT

Whenever the brake is either being newly installed or replaced due to wear of the brake linings and/or brake
disc, the air gap is adjusted by performing the following steps:

- In the event of new installation, the brake must be bled at the bleed valve (20) using a spanner with a jaw
span of 11. Tightening torque 12 + 4 Nm.

- Loosen the locknut (12) using a spanner with a jaw span of 30.

- Tighten the disc springs by turning the grub screw (13) clockwise using a spanner with a jaw span of 10
until the stop of the piston (17) can be perceived.
Alternative: Pressurise the brake with hydraulic pressure and turn the grub screw (13) clockwise to its stop.

- Turn the grub screw (13) anti-clockwise to maintain the desired air gap. The required angle of rotation is
determined from the thread pitch and the desired air gap.
Air gap 1.5 - 2 mm

- Tighten the locknut (12) under application of a tightening torque of 150 ± 10 Nm.
358 804 2401.0599

EMERGENCY RELEASE
V2 / Register 3

If the brake has to be released in the event of a failure in the hydraulic pressure supply system, the following
sequence of operations are to be applied:
- Remove the protection cap (11).
- Loosen the locknut (12) using a spanner with a jaw span of 30.
- Turn the grub screw (13) anti-clockwise using a hexagon socket-screw spanner with a jaw span of 10 until
the brake is released.

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Chapter 5
Page 22 Ser vice Training
Service
5.2.11 INSTRUCTIONS FOR ASSEMBLY OF THE DISC BRAKE

These instructions consist of the sequence of operations listed in partial steps, as well as notes concerning
the complete assembly of the disc brake. Pertaining to the instruction "Grease", (Fuchs Renocal FN 745)
should be used for normal applications (-50 °C to +120 °C).

The disc brake is dismantled in the reverse order.

Place the radial shaft seal (19) into the annular groove of the brake caliper (3).

NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the interior.
Grease the annular groove prior to inserting it.

- Place the radial shaft seal (18) into the annular groove of the brake caliper (3).

NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the hydraulic compartment.
Grease the annular groove prior to inserting it.

- Slide the O-ring (9) into the annular groove of the push rod (8).

358 804 2401.0599

- Insert the push rod (8) into the piston (17) so that the annular groove points out of the piston.

V2 / Register 3
- Press the piston (17) with the pre-assembled push rod (8) into the brake caliper (3).

NOTE: Grease the piston prior to inserting it, so that it can be pressed through the radial shaft seal more
easily.

- Insert the complete disc spring package (16) into the piston (17).

802
 Chapter 5
Ser vice Training
Service Page 23

NOTE: Regarding a 6-layer disc spring package, the installation position of the disc spring package
(16) must be as shown in the illustration. The disc spring package may only be installed or
replaced as a whole new or spare part.

Greasing the disc spring package.

- Grease the ring (15), and insert it into the brake caliper (3) so that it encompasses the disc spring package.

- Place the circlip (14) into the annular groove of the brake caliper (3).

- Press the protection cap (4) into the seating of the brake caliper (3) using a fitting tool.
- Slide the sealing bead of the protection cap (4) into the annular groove of the push rod (8).

NOTE: The rubber part must not be damaged, and the seating in the brake caliper must be greased
prior to pressing it in.

- Use a hexagon socket-screw spanner with a jaw span of 10 to screw the grub screw (13) (adjusting screw)
into the piston (17).

- Use a key with a jaw span of 30 to screw the hexagon nut (12) on to the grub screw (13) up to the piston.
358 804 2401.0599

NOTE: The tightening torque for the locknut is 150 ± 10 Nm. This is only performed after the brake has
V2 / Register 3

been installed and the air gap has been adjusted. In this respect please refer to "Adjustment
or Readjustment".

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Chapter 5
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Service
With this type of brake, flat grabbing magnets hold the backing plates with the brake linings against the brake
caliper and the push rod, according to the installation position of the brake in the mounting frame. The
following sequence of procedures applies to installation during replacement of the magnets:

- Press the flat magnet (7) with the tolerance ring (6) into the opening of the push rod (8).
- Press the flat magnet (7) with the tolerance ring (6) into the opening of the brake caliper.

NOTE: The flat magnets must be installed using a suitable tool. The magnets must not be damaged
in this process. In their installation position, the magnets must be flush with the push rod or the
caliper.

- Insert the brake caliper (3) into the mounting frame (A).
- Push one bolt (10) (guide pin) into the brake caliper from the engagement side.
- Insert the backing plate with the brake linings, and
- slide the second bolt (10) into the brake caliper from the engagement side.
- Hold the bolt (10) using a spanner with a jaw span of 24, and screw the slotted nuts (1) on to the bolt (10)
using a spanner with a jaw span of 24, and application of a tightening torque of 20 ± 10 Nm.
- Secure both slotted nuts (1) against loosening by using a split pin (2).
- Screw the bleed valve (20) into the opening of the brake caliper (3) using a spanner with a jaw span of 11.

NOTE: The tightening torque for the bleed valve is 12 + 4 Nm, and is performed after the brake has

358 804 2401.0599

been connected to the hydraulic pressure supply, and after bleeding the brake.

V2 / Register 3
- After bleeding the brake, place the valve cap on to the bleed valve (20).

After adjustment of the brakes (please refer to "Adjustment or Readjustment"), the brake caliper is closed
on the engagement side using a protective device.

- Slide the rubber protection cap (11) with the sealing bead into the annular groove of the brake caliper (3).

804
 Chapter 5
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5.2.12 BRAKE DISC

CHECKING THE BRAKE DISC

- When replacing the brake shoes, check for

- cracks
- unevenness
358 804 2401.0599
V2 / Register 3

A Reticular cracks permissible

B Radial cracks not permissible
C Unevenness of the braking areas below 1.0 mm permissible
D Continuous cracks not permissible

805
 Service Training
358 ( Chinese Made ) Throttle and Brake Pedal Calibration

1
806
 PowerView™

Model PV-101
User’s Guide
Rev 09-10-08 807 00-02-0605
Catalog Section 78
In order to consistently bring you the highest quality, full
featured products, we reserve the right to change our
specifications and designs at any time. The latest version of
this manual can be found at www.fwmurphy.com.

Warranty - A limited warranty on materials and

workmanship is given with this FW Murphy product. A copy
of the warranty may be viewed or printed by going to
www.fwmurphy.com/support/warranty.htm

BEFORE BEGINNING INSTALLATION OF THIS

MURPHY PRODUCT:
• Disconnect all electrical power to the machine.
• Make sure the machine cannot operate during
installation.
• Follow all safety warnings of the machine
manufacturer.
• Read and follow all installation instructions.
808
(THIS PAGE INTENTIONALLY LEFT BLANK)

809
Introduction
Congratulations on purchasing your PowerView display, a
multifunction tool that provides a window into the many
parameters and service codes of modern electronic engines
and transmissions.

This guide is intended to help you set up your PowerView

display and identify navigation basics and product features.
The display’s simple navigation and intuitive yet powerful
features allow you to master the product in no time.

Additional information can be found on our website at

www.fwmurphy.com/powerview.

810
00-02-0605 -1- Rev 09-10-08
Engine and Transmission Parameters
The following are some of the engine and transmission
parameters which may be displayed in standard or metric
units as well as in English, Spanish, French, Italian, or
German languages (when applicable, consult engine or
transmission manufacturer for SAE J1939 supported
parameters):

• Engine RPM • Tran smission oil

• Engine hours pressure
• System voltage • Tran smission oil
• Percent engine load at the temperature
current RPM • Tran smission gear
• Cool ant temperature position
• Oil pressure • Engine configuration
• Fuel economy parameters
• Throttle position • Active fault codes
• Engine manifold air • Stored fault codes
temperature
• Current fuel consumption

811
00-02-0605 -2- Rev 09-10-08
Faceplate Features

812
00-02-0605 -3- Rev 09-10-08
Navigation and Keypad Functions
The keypad on the PowerView display is a capacitive touch
sensing system. There are no mechanical switches to wear
or stick. When a key is touched, feedback is provided by the
screen flashing. The keys on the keypad perform the
following functions:

Menu – Enter or exit menu screens.

Left Arrow – Scroll the screen or move the

parameter selection to the left or upward.
Right Arrow – Scroll the screen and move
the parameter selection to the right or
downward.

Enter Key – Select a menu or parameter or

hide/view an active fault code.

813
00-02-0605 -4- Rev 09-10-08
Basic Navigation
1. Whe n Menu is pressed, the main menu items are
displayed.

814
00-02-0605 -5- Rev 09-10-08
2. Touching the Arrow Keys will move the selection bar to
other menu items.

815
00-02-0605 -6- Rev 09-10-08
3. Certain menus have multiple pages of items. Scrolling
past the top item or bottom item on the current page will
reveal other menu items on additional pages.

816
00-02-0605 -7- Rev 09-10-08
4. When the desired item is highlighted by the cursor,
pressing Enter will select that item and display the
corresponding screen.

5. Anytime the word MORE appears above the Arrow

Keys there are more screens that may be viewed. Use
the Arrow Keys to scroll to the next screen of
information.

817
00-02-0605 -8- Rev 09-10-08
Operation
PowerView Menus (First Time Start Up)
1. When power is first applied to the display, the Murphy
logo appears.

818
00-02-0605 -9- Rev 09-10-08
2. If the Engine ECU is broadcasting a 'Wait To Start'
message, this screen will be shown. Engine
manufacturers typically recommend against starting the
engine while this message is broadcasted from the
ECU. Once the ECU stops broadcasting this message,
this screen will no longer be displayed.

819
00-02-0605 - 10 - Rev 09-10-08
3. Once the engine has started, the single engine
parameter appears with the engine RPM displayed.
Pressing the Right Arrow Key will display the coolant
temperature. The screen can be changed to other
parameters by pressing Menu.

820
00-02-0605 - 11 - Rev 09-10-08
Setting Up the Display
The screen may be configured to display a single engine
parameter (1-up display), or four parameters at once (4-up
display). Default options are provided or you may customize
the display by selecting the parameters you want.

1-Up Display
Three options are available for modification of the 1-Up
display.

Use Defaults – This option contains a set of engine

parameters: Engine Hours, Engine RPM, System Voltage,
Battery Voltage, % Engine Load at Current RPM, Coolant
Temperature, and Oil Pressure.
Custom Setup – This option allows for the modification of
which parameter, the number of parameters, and the order
in which the parameters are being displayed.
Automatic Scan – Selecting the scan function will cause
the 1-Up Display to scroll through the selected set of
parameters one at a time, momentarily pausing at each.
821
00-02-0605 - 12 - Rev 09-10-08
1-Up Display Settings
1. Touch Menu and use the Arrow Keys to highlight
SETUP 1-UP DISPLAY, then press Enter.

2. To select USE DEFAULTS, highlight the option and

press Enter. A message indicating “RESTORED TO
DEFAULTS” is displayed.

3. To select CUSTOM SETUP, highlight the option and

press Enter. A list of engine parameters is displayed.

4. To select a parameter, use the Arrow Keys to scroll

and highlight the parameter, then touch Enter.

Selected parameters are indicated by a # symbol to the

right of it and represent the order in which the
parameter will be displayed.

5. To deselect a selected parameter and remove it from

the list of displayed parameters, highlight the parameter
and touch Enter.
822
00-02-0605 - 13 - Rev 09-10-08
6. Continue to scroll and select additional parameters for
the CUSTOM 1-UP DISPLAY. Touch Menu at any time
to return to the CUSTOM SETUP menu.

7. Selecting the AUTOMATIC SCAN ON function will

cause the 1-up display to scroll through the selected set
of parameters one at a time.

8. Once the USE DEFAULTS, CUSTOM SETUP and

AUTOMATIC SCAN functions have been set, touch
Menu once to return to the main menu, or twice to
display the 1-up display screen.

823
00-02-0605 - 14 - Rev 09-10-08
4-Up Display
The 4-up display places the parameter data into four areas
of the screen known as quadrants. Factory defaults for the
4-up display include coolant temperature, engine speed, oil
pressure, and battery voltage. You may customize the 4-up
display with parameters you define for each quadrant.

1. Touch Menu and use the Arrow Keys to highlight

SETUP 4-UP DISPLAY, then press Enter.

2. To select USE DEFAULTS, highlight the option and

press Enter. A message indicating “RESTORED TO
DEFAULTS” is displayed.

3. To select CUSTOM SETUP, highlight the option and

press Enter. The 4-up display appears.

4. The quadrant with the backlit parameter value is the

currently selected parameter. Use the Arrow Keys to
select which quadrant you wish to edit.

824
00-02-0605 - 15 - Rev 09-10-08
5. Touch Enter and a list of parameters will appear.
The parameter that is highlighted is the selected
parameter for the screen. The number to the right of the
parameter indicates the quadrant in which it is
displayed.

1 = upper left quadrant

2 = lower left quadrant
3 = upper right quadrant
4 = lower right quadrant

6. Use the Arrow Keys to highlight the new parameter to

be placed in the quadrant that was selected in step 4
and touch Enter.

7. Touch Menu to return to the 4-UP CUSTOM SETUP

screen.
825
00-02-0605 - 16 - Rev 09-10-08
8. The parameter in the selected quadrant has changed to
the parameter selected in the previous screen.

9. Repeat the parameter selection process until all spaces

are filled.

826
00-02-0605 - 17 - Rev 09-10-08
Main Menu Options
This section describes the features listed on the main menu
of the PowerView. These menu options are displayed
whenever you touch Menu. The Arrow Keys allow you to
scroll the items, and Enter selects the highlighted option.

Selecting a Language
From LANGUAGES, you may select ENGLISH, ESPANOL,
FRANCAIS, ITALIANO, or DEUTSCH. The currently
selected language is indicated by an asterisk.

Stored Fault Codes*

Request stored fault code information.

Engine Configuration Data*

ENGINE CONFG allows you to scroll through engine
configuration data.

* This function may not be supported

827 by all manufacturers.
00-02-0605 - 18 - Rev 09-10-08
Backlight Adjustment
ADJUST BACKLIGHT allows you to select the desired
backlight intensity.

Contrast Adjustment
From ADJUST CONTRAST, you may select the desired
contrast intensity.

Select Units
From SELECT UNITS, you may select how information is
displayed. ENGLISH for Imperial units, i.e., PSI, °F or
METRIC KPA, METRIC BAR for IS units, i.e., kPa, Bar, °C.

Utilities
UTILITIES provide troubleshooting features and displays
information about the PowerView configuration. (See
“Utilities Menu”)

828
00-02-0605 - 19 - Rev 09-10-08
Faults and Warnings
The PowerView provides two means for detecting faults and
warnings: visual LEDs on the casing (See “Faceplate
Features”) and fault indicators on the display.

Visual Indication

• Amber LED (Warning)

• Red LED (Derate / Shutdown)

Fault Indicators

829
00-02-0605 - 20 - Rev 09-10-08
 Auxiliary Gage Fault
Murphy’s PVA Gages can be attached to the PowerView. If
an auxiliary gage should fail, the 1-up or 4-up display will be
replaced with the fault message “GAGE NOT
RESPONDING”.

NOTE: The fault can only be cleared by correcting the

cause of the fault condition.

Active Fault Codes

When the PowerView receives a fault code from an engine,
the 1-up or 4-up display will be replaced with the active fault
codes message.

Derate / Shutdown Codes

When the PowerView receives a severe fault code from an
engine control unit the 1-up or 4-up display will be replaced
with the SHUTDOWN message. 830
00-02-0605 - 21 - Rev 09-10-08
Acknowledging Fault Codes
1. To acknowledge and hide the fault and return to the
1-up or 4-up display, touch Enter. The display will
return to the 1-up or 4-up display, but the display will
contain the shutdown icon.

2. Touch Enter to redisplay the hidden fault. Touch Enter

once again will hide the fault and return the screen to
the 1-up or 4-up display.

831
00-02-0605 - 22 - Rev 09-10-08
Utilities Menu
The following steps take place starting at the UTILITIES
menu option.

1. GAGE DATA - View information for optional connected

PVA gages.

2. REMOVE ALL GAGES - Reset the PowerView's gage

memory.

3. SOFTWARE VERSION - View the PowerView's

software version.

4. MODBUS SETUP – refer to ‘Modbus Setup’ section.

5. FAULT CODE CONVERSION - View/edit the J1939

fault code conversion method.

NOTE: There are four (4) different methods for

converting fault codes. The PowerView always looks for
J1939 Version 4 and can be set to read the code as
one of three (3) other J1939 versions if Version 4 is not
832
00-02-0605 - 23 - Rev 09-10-08
 being used. Most engine ECU’s use Version 4,
therefore in most cases adjustment of this menu option
will not be required.

Upon receiving an unrecognizable fault, change to a

different J1939 Version. If the fault SPN does not
change when the version is changed, the ECU
generating the fault is using Fault Conversion method 4.
If the SPN number does change but is still
unrecognizable, try changing to another J1939 Version
not yet used and continue to check the SPN number.

6. ANALOG INPUT – provides two setting options:

• BACKLIGHT DIMMER, the default setting, will

accept an optional backlighting dimmer.

• FUEL LEVEL accepts an optional Murphy fuel

sender (model ES2F recommended) for fuel level
information.

7. SELECT ENGINE ECU – listens to all ECUs or scrolls

to a specific engine ECU.
833
00-02-0605 - 24 - Rev 09-10-08
Modbus® Setup
1. From the UTILITIES menu, select MODBUS SETUP.

2. Select either the SLAVE ACTIVE (SCADA or remote

Modbus master) or MASTER ACTIVE (auxiliary gages)
modes. Touch Enter to toggle between master and
slave.

3. Select SERIAL PORT SETUP (slave mode only), then

touch Enter.

4. Continue to scroll each selection (BAUD RATE,

PARITY, DATA BITS, STOP BITS) to configure the
serial port parameters for your Modbus slave
application.

834
00-02-0605 - 25 - Rev 09-10-08
Selecting Engine ECU
1. From the UTILITIES menu, choose SELECT ENGINE
ECU.
2. The message “LISTEN TO ECU: ALL” is displayed as
the default setting, and indicates the PV101 is listening
to all devices on the network.
3. To change the setting to a specific address, press the
Arrow Keys to scroll through the numbers (0-253).
4. Once the target address is displayed, press Enter.
5. A confirmation screen displays. Selecting “NO” (shown
above Menu key) returns to the SELECT ENGINE ECU
screen. Selecting “YES” (shown above Enter key)
stores the selected address and returns to the
UTILITIES menu.

835
00-02-0605 - 26 - Rev 09-10-08
Troubleshooting
“WAIT TO START PREHEATING” is displayed
The ECU is broadcasting a 'Wait To Start' message. Engine
manufacturers typically recommend against starting the
engine while the ECU is broadcasting this message. Once
the ECU stops broadcasting this message, this screen will
no longer be displayed on the PowerView.

“CANBUS FAILURE” is displayed

The PowerView has not received any valid J1939 CAN
messages for at least 30 seconds.

“TIMEOUT ECU NOT RESPONDING” is displayed

The PowerView sent a request to the ECU for Stored Fault
Code (DM2) information, and the ECU did not respond to
the request. This message on the PowerView indicates the
ECU may not support Stored Fault Code (DM2) functionality
over J1939.

836
00-02-0605 - 27 - Rev 09-10-08
“NO STORED CODES” is displayed
The PowerView sent a request to the ECU for Stored Fault
Code (DM2) information, and the ECU responded. There
are zero stored codes.

“NO GAGE DATA” is displayed

The PowerView has no record of gages connected to the
RS485 bus.

“NO DATA” is displayed in place of a parameter value

The PowerView has not received data for the selected
parameter for at least 5 seconds.

“NOT SUPPORTED” is displayed in place of a parameter

value
The ECU is sending a message that it does not support this
parameter.

837
00-02-0605 - 28 - Rev 09-10-08
“DATA ERROR” is displayed in place of a parameter value
The ECU is sending a message that there is a data error
with this parameter. Or (PV101 only) FUEL LEVEL has
been selected for display, ANALOG INPUT has been set to
FUEL LEVEL, but no Murphy Fuel Sender has been
connected to the analog input.

One of the 4-UP quadrants is empty

No parameter has been selected for display in this
quadrant.

Display is not readable, either very dim or very dark

The LCD contrast may have been over or under adjusted.
Press and hold the MENU key for approximately 5
seconds. This will reset the LCD contrast setting to factory
default.

838
00-02-0605 - 29 - Rev 09-10-08
 NOTES

839
00-02-0605 - 30 - Rev 09-10-08
Murphy, the Murphy logo, and PowerView are registered and/or
common law trademarks of Murphy Industries, Inc. This document,
including textual matter and illustrations, is copyright protected by
Murphy Industries, Inc., with all rights reserved. (c) 2008 Murphy
Industries, Inc. Other third party product or trade names
referenced herein are the property of their respective owners and
are used for identification purposes only.

840
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6 ELECTRICAL SYSTEM
358 804 2401.0599
V2 / Register 3

842
843
844
845
846
847
848
849
850
851
852
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6.4. ELECTRONIC ENGINE COMPONENTRY

The engine ECM employs sensors to obtain data that permit the ECM to adjust fueling to the optimum
levels for best performance combined with clean exhaust to Euro phase 2 standard. On switching on the
ignition the intake manifold air pressure sensor samples the atmospheric air pressure and informs the
ECM so adjustment can be made to the fuel level for start up. Temperature sensors inform wether cold
start equipment (glowplug)will be required. The system is monitored continuosly and will either reduce
engine output or rpm if a fault occurs, if engine oil pressure is lost or the engine overheats a shutdown will
take place.
358 804 2401.0599
V2 / Register 3

1 Intake air temperature sensor 6 Engine ECM unit

2 Manifold air pressure sensor 7 Engine oil pressure sensor
3 Engine interface connector 8 VP 30 fuel pump control
4 Deutsch 9 pin diagnostic plug 9 Engine water temperature sensor
5 Crankshaft speed position sensor 10 Voltage load protection module

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6.4.4.1 ENGINE HARNESS

The engine harness is of one piece construction with clips to secure it in position, the harness must not
be added to in any way unless authorised by Linde HTD. All connections are made by crimping.

Connections shown as follows:

1 Intake air temperature sensor 6 Engine ECM unit

2 Manifold air pressure sensor 7 Engine oil pressure sensor
3 Engine interface connector 8 VP 30 fuel pump control
4 Deutsch 9 pin diagnostic plug 9 Engine water temperature sensor
5 Crankshaft speed position sensor 10 Voltage load protection

358 804 2401.0599

V2 / Register 3
CAUTION
Unauthorised additions to the harness, welding, or soldering of terminals may damage the ECM
unit and prevent correct operation of the engine.

6.4.4.2 HARNESS PLUG CONNECTIONS

THE ECM CONNECTION SOCKET 1 2 3 4 5 6 7 8 9 10 11 12 13

14 15 16 17 18 19 20 21 22 23
24 25 26 27 28 29 30 31

32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47
48 49 50 51 52 53 54 55 56 57
58 59 60 61 62 63 64 65 66 67 68 69 70

35406_21

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THE ENGINE INTERFACE HARNESS PLUG

57 58 59 60 61 62 63
43 44 45 46 47 48 49
29 30 31 32 33 34 35
15 16 17 18 19 20 21
1 2 3 4 5 6
64 65 66 67 68 69 70
50 51 52 53 54 55 56
36 37 38 39 40 41 42
22 23 24 25 26 27 28
7 8 9 10 11 12 13 14

35406_22

TWO PIN SENSOR SOCKETS, View on pins

2 1

35406_23
358 804 2401.0599

THREE PIN SENSOR SOCKETS, view on pins

V2 / Register 3

B A

C 35406_24

6.4.5 DEVICES

THE ECM MODULE

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SENSORS

Temperature sensors

The temperature sensors are analogue devices that recieve

a positive feed of 5 volts from the ECM unit, being
semiconductors the resistance through the device will
change between the limits of minus 40 to plus 150°C
dependant on the temperature where increasing temperature
will reduce the resistance. (1000 Ω = 20°C). The normal
voltage working range is between 0.2 and 4.8 volts, outside
of this range a fault will be recorded. This is a passive type
sensor, it recieves only a positive feed and the value of the
negative return determines the temperaure, no seperate
positive feed is required.

Pressure sensors

Oil pressure sensors are active sensors inasmuch as they

have a positive feed of 5 volts and a negative return. The

358 804 2401.0599

pressure signal is provided by a built in microprocessor that

V2 / Register 3
will provide the analogue to digital converter within the ECM
with data to convert to a pressure reading within the ECM
internal microprocessor. The signal output voltage will
increase with the pressure sensed. The operating range is
between 0.2 and 4.8 volts.

Speed sensors

Speed sensors are passive sensor that pick up the magnetic

inluence of each passing tooth and provide a sine wave
voltage output that the ECM will use once the signal exceeds
0.4 volts peak to peak (approx 400 rpm). There are two
speed sensors, one on the cranckshaft illustrated and a
second in the injection pump of a more complex design. If
the crank sensor fails the engine rpm will be restricted to
1200rpm (limp home speed) if the injection pump sensor
fails the engine will shut down.

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FUEL INJECTION PUMP SENSOR

Ther sensor in the injection pump at (1) in the illustration. An

engine speed and position sensor as stated that counts the
toothed wheel on the internal rotor.

ANALOGUE THROTTLE

The throttle is a digital / analogue device working from the

5 volt supply at between 0.5 and 4.5 volt limits. A digital
switch provides idle validation, as the pedal is pressed the
switch informs the ECM and EGS that the driver is giving a
"go" signal. The amount of go is varied by the analogue
signal from a variable potentiometer with the throttle.
358 804 2401.0599
V2 / Register 3

An example of the operation is shown where (1) is the

analogue output from the throttle is at 0.5 volts setting the
engine at low idle (2). (3) is the voltage output at 4.5 volts
bringing the engine rpm to High idle (4). Voltages outside of
these ranges will give a fault indication.

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6.4.6 FAULT ANALYSIS

The number of faults that can occur within an electronic system are limited to falling withing three
categories. High resistance to open circuit, shorted to a positive or shorted to a negative. Actual ECM faults
are rare and most commonly caused by physical damage due to interference by untrained or unskilled
personnel. The diagnostic system on the engine will advise which type of fault exists and the area in which
it exists by a number of methods.

METHOD ONE, WARNING LIGHT OPERATION.

There are two warning lights on the electrical system, one red and one yellow. Their operation is as follows:

Bulb Check:

When the ignition is turned on the ECM will illuminate each bulb for 2 seconds and extinguish them
afterwards unless cold start is required.

YELLOW RED

ON for two seconds

358 804 2401.0599

V2 / Register 3
Then off

Cold Start Indication:

Solid amber lamp at start, then will go out when engine is ready to crank.

ON OFF While start aid is operating

Then

Both off

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Engine cranking

When the engine is cranked, the ECM will only illuminate the engine warning lamp if necessary – e.g. lack
of oil pressure after start up delay exceeded, the engine check lamp will not illuminate

YELLOW RED

OFF OFF No problems

OFF ON Oil pressure low

Lamp Status After Engine Cranking, if Engine Failed To Start

358 804 2401.0599
V2 / Register 3

OFF OFF No detected faults

ON OFF Electrical fault detected

OFF FLASH Stop engine fault detected

That will stop the engine
from starting

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Engine running or has shutdown automatically.
YELLOW RED

OFF OFF No detected faults

ON ON Electrical fault warning

FLASH OFF Coolant or boost temperature high,

engine may be derated.

358 804 2401.0599

V2 / Register 3
ON Flash Stop engine fault detected or deate
conditions exceeded.

OFF ON Oil pressure low and electrical fault

warning.

ON FLASH Stop engine fault detected or exceeding

derate conditions and electrical fault
warning.

FLASH OFF The oil pressure is low and the coolant

or boost temp is high. Engine may be
derating

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METHOD TWO, DIAGNOSTIC CODE READER.

The diagnostic code reader is a low cost tool available from either Linde under part number 0019418056
or from Perkins. A simple to operate tool, it will provide a list of active CAN faults under the J1939 protocol
and guide it's user to the area and nature of the fault. The tool, illustrated below is supplied complete with
cables and instructions on it's use.
358 804 2401.0599
V2 / Register 3

The hand held reader will provide a fault parameter code number and a fault mode indicator number.
Reference to the codes and indicators in the chart on the following page will guide the user to the area and
type of fault.

EXAMPLE

The code reader indicates a J0558 fault with the fault mode indicator number 02 as follows.

J0558-02

Reference to the chart will show that J0558 (CODE) is a throttle fault and FMI (fault mode indicator) 02
refers to data erratic, intermittent or out of range. The fault will lie within the throttle idle validation switch
or potentiomer.

To use the reader plug the 9 pin plug ino the engine data plug, switch on and start the engine and follow
the on screen menu instructions.

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List of parameter numbers and fault mode indicators under J1939 protocol.

Parameter numbers Fault mode indicators

CODE DESCRIPTION
CODE DESCRIPTION
0 Data outside normal range (high)
J0091 Throttle position sensor 1 Data outside normal range (low)

J0100 Engine oil pressure 2 Data erratic, intemittent or incorrect

J0102 Boost pressure sensor 3 Voltage above normal or shor ted high

Inlet manifold temperature sensor 4 Voltage below normal or shor ted low
J0105
5 Current below normal or open circuit
J0110 Engine coolant temperature sensor
6 Current above normal or grounded circuit
J0152 ECM software
7 Mechanical system not working or out of adjustment
J0168 Battery voltage
8 Frequency, pulse width or period is not correct
J0172 Inlet manifold temperature sensor
9 The updated rate is not correct

358 804 2401.0599

V2 / Register 3
J0174 Fuel temperature sensor 10 Rate of change is not correct
J0190 Engine speed and timing sensor N°1 11 Fault code not identified

J0234 Personality module 12 Faulty device or component

J0558 Throttle position sensor 13 Out of calibration

5 volt DC sensor power supply 14 Special instruction, (manufacturer specific code)

J0620
31 Not available, (fault canot be described by above)
J0637 Speed/timing sensor

J0639 J1939 data link error

J0678 8 volt DC sensor power supply

J0723 Secondary engine speed sensor

J1077 Fuel injection pump

METHOD THREE, LAPTOP COMPUTER

A third and most accurate method requires a laptop computer to be linked to the engine via a gateway type
interface and two cables. This method is more accurate and precise than the other methods listed and will
also permit it's user to modify specific parameters within the engine protocol and to monitor live data from
the running engine. The computer program and hardware are available from Perkins engines.

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6.2 ELECTRONIC GEARCHANGE SYSTEM

6.2.1 DESCRIPTION OF THE ELECTRONIC GEARCHANGE SYSTEM

The Electronic Gearchange System (EGS) is equipped with an automatic gearchange system. With this
automatic system, the transmission can shift automatically through gears after selection of the direction
of travel.
When the engine is started, 2nd gear is selected automatically.
358 804 2401.0599
V2 / Register 3

When accelerating, upshifting into 3rd gear occurs at 7 km/h.

When slowing down under 7 km/h, the transmission shifts down into 2nd gear.
1st gear can only be selected manually; automatic downshifting into 1st gear occurs at 3.5 km/h when
slowing down and automatic upshifting into 2nd gear takes place when accelerating over 3.5 km/h. (1st
gear can be selected manually, but gearchanging is automatic thereafter.)(Full automatic charge 1-2-3 is
available as UPA.)

The basic circuit is based on the following modules:

1 Battery
2 Speed sensor
3 Transmission range selector
4 Accelerator pedal microswitch
5 Left brake pressure switch
6 Gearchange - EGS
7 Parking brake pressure switch

The Electronic Gearchange System (EGS) obtains the RPM feedback from a speed sensor mounted over
the gear on the transmission output shaft. The EGS operates the appropriate solenoids of the gear
changer, which selects the appropriate gear and direction clutches depending on the direction of travel
selected and the RPM of the output shaft.
The EGS allows changing the direction of travel while driving, but an automatic reversal only takes place
at a speed below 1 km/h.

Should any fault occur, the following procedure should be adopted and followed closely.

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6.2.2 EGS FAULT DIAGNOSIS

Three self-test modes are built into the EGS control programs:

Input test
Speed sensor test and lamp test
Output test

The EGS, furthermore, has the ability to check for possible problems while driving (on-line diagnostics).

Operation of the 'N' and 'T' LEDs (LED 'F', 'N', 'R' are not used)

In normal situations 'T' is always OFF

When error is detected 'T' is ON or BLINKING
In self-test mode 'T' is always ON

358 804 2401.0599

V2 / Register 3
DETAILED OPERATION

Situation 'N' LED 'T' LED

Normal operation ON in neutral OFF

Input fault ON Blinking SLOWLY
Input test Blinking SLOWLY ON
Output test Blinking FAST ON
Speed sensor test OFF ON

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SELF-TEST

Test conditions:

For all tests:

Select the direction required to enter the desired mode.

Rotate the speed selector knob as directed.
Switch the keyswitch on.
For the sensor check, first jack the truck up and secure it against rolling.

Leaving the self-test mode is done by switching the key to the OFF position.
In all tests N is blinking red. T is illuminated yellow.

NOTE: The truck can NOT be driven in all test modes as all EGS outputs stay off until quitting
the test mode.

Input test
358 804 2401.0599
V2 / Register 3

Mode To select the mode

Input test Move control lever 'forward' and rotate knob

forward and hold it, switch on ignition

Shift Lever Position LED Colour LED Number

Neutral red 4
Turn forward red 5
Turn rearward red 3

Forward green 4
Forward & turn forward green 5
Forward & turn rearward green 3

Reverse yellow 4
Reverse & turn forward yellow 5
Reverse & turn rearward yellow 3

This test is for checking the operation of the gearchange lever.

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speed sensor test

The test begins with a LAMP TEST. LED 'N' shortly lights red, 'T' lights continuously yellow.

Mode To Select the Mode

Lamp test Shift lever to 'reverse' and turn knob forward

and hold it, switch on ignition and start engine

Immediately after starting up, all LEDs 1 - 8 are switched on one by one (first red, then green) in order to
show their operation.

Mode To Select the Mode

Speed sensor test After completion of lamp test, release the knob
and move switch to forward position.
Slowly increase engine speed.

358 804 2401.0599

NOTE: The truck can move during this test!

V2 / Register 3
Jack the truck up.

Speed INDICATION

Transmission Propshafts LED Colour

RPM No.

0 1 blinks green
0 - 249 1 on green
250 - 499 2 on green
500 - 749 3 on green
750 - 999 4 on green
1000 - 1249 5 on green
1250 - 1499 6 on green
1500 - 1749 7 on green
1750 - 1999 8 on green
over 2000 8 blinks green

Any incorrect readings during this test indicate a fault in the transmission speed sensor and/or its wiring.

The sensor output can be read either as AC or Hertz.

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OUTPUT test (EGS OUTPUT TO TRANSMISSION)

Mode To Select Mode

Output test 'Forward' and turn knob rearward,

switch on ignition.

In this mode driving is not possible as all EGS outputs remain off until the test mode is left.

LEDs 1 - 8 light up sequentially during the output test. The LED numbers correspond to output wires on
the EGS switch as follows:

LED No. Output Wire No. LED Colour Output Function

1 6 green Forward solenoid

2 7 green Reverse solenoid
3 4 green 1st Gear Solenoid
358 804 2401.0599

4 5 green 2nd Gear Solenoid

V2 / Register 3

5 9 yellow Not used Function

6 13 green Relay K4
7 8 yellow Not used Function
8 3 green Neutral start/start inhibitor

The colour of the LED indicates its status:

Colour Status

Green Output OK
Yellow Output not connected or shorted to battery positive
Red Output shorted to ground (or to another output)

Any LED not showing the correct colour indicates what type of fault exists in that part of the circuit.

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6.2.3 ADJUSTMENT OF THE INDUCTIVE SENSOR

358 804 2401.0599

V2 / Register 3
1 Transmission casing
2 Adjusting bush
3 O-ring
4 Inductive sensor
5 Transmission gear

ADJUSTMENT OF THE INDUCTIVE SENSOR

Dimension A - B = C

Dimension C must be 0.55 mm

NOTE: Secure the adjusting bush with Loctite 270. Install the inductive sensor dry.

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6.2.4 EGS WIRING DIAGRAM FOR 24000 TRANSMISSION

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V2 / Register 3

A EGS gearchange switch (S11)

B Speed sensor (B2)
C Valve

K3 Start inhibitor
K4 Back-up warning signal
K6 Parking brake

S12 Pressure switch on left brake pedal

S28 Microswitch on accelerator pedal

X1 15-way connector on EGS

X2 10-way connector under the cabin on the left-hand side
X3 2-way connector under the cabin on the left-hand side
X4 6-way connector (solenoid valves)
X9 2-way connector on speed sensor
X10 Round 5-way connector on control valve

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7 HYDRAULICS
HYDRAULICS
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7.1 FUNCTIONAL DESCRIPTION OF THE HYDRAULIC SYSTEM

NOTE: All item nos. refer to circuit diagram.

The tandem pump (F) is bolted to the power shift transmission and driven by the combustion engine. At
maximum engine speed the two external gear pumps (20 ) and (21) have a total capacity of 212 l/min.

No load operation (with engine running)

In the neutral position of the directional control valves in (A) and (B) and when there is no steering demand,
the oil flow from hydraulic pump (20) goes to the priority valve (E), which switches at a pressure difference
of 7 bar, allowing the oil to flow back to the tank via valve block (B) and the return filter (23).
The oil coming from the pump (21) flows through the directional control valve in (B) and the return filter (23)
to the tank.

Steering not operated

The oil delivered by the hydraulic pump (20) enters the priority valve (E) at port P. A regulated oil pressure
of 10 bar reaches the power steering control valve through port CF. If the steering is not operated, the

358 804 2401.1099

greatest part of the oil flow fed in goes through port EF to the working hydraulics.

V2 / Register 3
Also, a Load Sensing oil flow (approx. 1 l/min) flows from the priority valve (E port LS) to the steering control
valve (D port LS) and via port T of the steering control valve back to the tank.

Steering operated

When the steering is operated, the Load Sensing oil flow through ports LS and T of the steering control valve
is interrupted. This causes the pressure applied to the LS line to rise in the priority valve (E). This rise in
pressure operates the priority valve (E) via the internal control passage so that the entire oil flow goes via
port CF to port P of the steering control valve.
The amount of oil flowing to the steer cylinder (15) depends on how much the steering control valve (D)
is operated.

The maximum pressure in the primary circuit is set to 175 bar.

Pressure spikes created in the steering circuit by kickbacks (e. g. when crossing over obstacles) when
the steering is not being operated are limited to 240 bar by the secondary valves (16). The two check valves
prevent the pressure spikes from affecting the priority valve (E).

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Charging the control valve (accumulator)

Oil is delivered from hydraulic pump (20) or (21) to the accumulator (26) via the shuttle valve (28) and held
at 30 bar pilot pressure by the pressure control valve (27).
The accumulator is always charged by the pump with the higher operating pressure.

NOTE: If the accumulator is empty, the steering must be operated for pressure to accumulate at the
pump (20).

Lifting the mast

Operating the lift control valve (L30) allows pilot pressure directly proportional to lever movement to go from
port "1" to the spools of directional control valves (5) and (8).
After the pilot pressure is > 18 bar, the spools begin to move and the entire oil flow from pumps (20) and
(21) goes via directional control valves (5) and (8) to the lift cylinders and the mast begins rise.

Lowering the mast

Operating the lowering control valve (L32) allows pilot pressure directly proportional to lever movement
358 804 2401.1099

to go from port "3" to the spools in directional control valves (5) and (8).
V2 / Register 3

After the pilot pressure is > 18 bar, the spools begin to move and the entire oil flow goes from the lift cylinder
(1) via directional control valves (5) and (8) back to the tank.
The slow lowering valves (2) control the return oil flow dependent on the load and regulate the lowering
speed.

Tilting the mast forward

Operating the tilt forward control valve (L31)allows pilot pressure directly proportional to how far the lever
is moved to go from port "2" to the spool of directional control valve (9).
When the pilot pressure is > 18 bar, the spool begins to move and the entire oil flow goes from pump (21)
via directional control valve (9) to the tilt cylinders and the mast begins to tilt forward.

Tilting the mast back

Operating the tilt back control valve (L33) allows pilot pressure directly proportional to lever movement to
go from port "4" to the spool of directional control valve (9).
When the pilot pressure is > 18 bar, the spool begins to move and the entire oil flow goes from pump (21)
via directional control valve (9) to the tilt cylinders and the mast begins to tilt back.

Sideshifting right

Pressing the left red button operates solenoid (a). This allows pilot pressure (30 bar) to go from valve (G)
to the spool of directional control valve (10).
The pilot pressure moves the spool, allowing oil from pump (21) to flow to the cylinders via directional
control valve (10) and logic valve (J).

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Sideshifting left

Pressing the right red button operates solenoid (b). This allows the pilot pressure (30 bar) to go from valve
(G) to the spool of directional control valve (10).
The pilot pressure moves the spool, allowing oil from pump (21) to flow to the cylinders via directional
control valve (10) and logic valve (J).

Increasing fork spread

Pressing the left yellow button operates solenoid (c), allowing pilot pressure (30 bar) from valve (G) to go
to the spool of directional control valve (11).
The pilot pressure moves the spool and oil from the pump (21) flows via directional control valve (11) and
the logic valve (J) to the cylinder (14) on the piston rod end.

Reducing fork spread

Pressing the right yellow button operates solenoid (d), allows pilot pressure (30 bar) from valve (G) to go
to the spool of directional control valve (11).
The pilot pressure moves the spool and the oil from pump (21) flows via directional control valve (11) and

358 804 2401.1099

the logic valve (J) to the cylinder (14) on the piston head end.

V2 / Register 3
Speed governing

The engine speed control cylinder (K) is connected to control valve block (B) by a hydraulic line, which
allows the engine speed to be raised when the working hydraulics are operated.

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7.2 HYDRAULIC DIAGRAM

A Working hydraulics control valve block G Valve for pilot pressure

1 Lift cylinder
2 Slow lowering valve
3 Tilt cylinder
4 Locking block
5 Lifting directional control valve
6 Pressure relief valve (see "Adjusting
working hydraulics pressure relief
valves")
7 Pressure relief valve (see "Adjusting
working hydraulics pressure relief
valves")
B Working and auxiliary hydraulics
8 Lifting directional control valve
9 Tilting directional control valve
10 Sideshift directional control valve
11 Fork spreader directional control valve
12 Pilot-operated check valves
358 804 2401.1099
26 Accumulator
27 Pressure control valve 30 bar
28 Shuttle valve
29 Pressure relief valve 45 bar
H Locking block
J Sequence valve (logic valve)
K Control cylinder
L Pilot control valve (joystick)
30 3/2 directional control valve, lifting
31 3/2 directional control valve, tilting fwd
32 3/2 directional control valve, lowering
33 3/2 directional control valve, tilting back
I Measuring port for working hydraulics and

13 Sideshift/fork spreader cylinder steering pump (20)

V2 / Register 3

14 Metering throttle II Measuring port for working hydraulics pump

15 Steer cylinder (21)

C Shock valve a Solenoid Sideshifting right

16 Pressure relief valve 240 bar b Solenoid Sideshifting left
c Solenoid Increasing fork spread
D Steering control valve OSPC/LS d Solenoid Reducing fork spread
17 Steering control valve
18 Pressure relief valve 170 bar
19 Check valve

E Priority valve OLS 120

F Tandem pump
20 Steering and working hydraulics pump
41 cm 3
21 Working hydraulics pump 44 cm 3
22 Perkins engine
23 Return filter 10 micron
24 Suction filter 20 micron
25 Hydraulic oil tank 305 litres
25a Ventilation filter

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HYDRAULIC CIRCUIT DIAGRAM H 120 - 160, SERIES 358

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V2 / Register 3

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PIPING SCHEMATIC, SERIES 358

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V2 / Register 3
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Hydraulic Circuit diagram - Control system

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V2 / Register 3

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Control valve piping layout

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V2 / Register 3

Control line ports

1 Lifting
2 Tilting forward
3 Lowering mast
4 Tilting back

Solenoids

a Sideshifting right
b Sideshifting left
c Increasing fork spread
d Reducing fork spread

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SCHEMATIC DIAGRAM OF CONTROL SYSTEM, SERIES 358

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V2 / Register 3

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Valve for pilot pressure

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V2 / Register 3

26 Accumulator 0.75 l, T Tank

hydrogen gas pressure 16 bar
27 Pressure control valve, setting 30 bar U1 Boost pressure for pilot valve (L), joystick
28 Shuttle valve U2 Boost pressure for solenoids (a, b, c, d), fork
29 Relief valve, setting 50 bar sideshifting

P1 Port at pump (21) 44 cm³/U I Measuring port

P2 Port at pump (20) 41 cm³/U II Measuring port

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7.3 HYDRAULIC TANDEM PUMP

The hydraulic pump consists of two gear type pumps in tandem driven from a spline shaft directly from the
engine-driven transmission.

DATA

Type Tandem gear

Displacement 44 cc/rev - 41 cc/rev
Maximum continuous pressure (p1) 200 bar
Maximum speed at p1 2600 rpm
Minimum speed at p1 500 rpm
Rotation (viewed on drive shaft) Clockwise
Operating temperature range Continuous 0 - 80 °C
Minimum cold start - 20 °C
Maximum intermittent 100 °C

Steering Hydraulics
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V2 / Register 3

Working Hydraulics

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7.4 LOAD SENSING VALVE - PRIORITY VALVE

OPERATION

When the engine is running, the load sensing valve receives a continuous supply from the hydraulic pump
(20). A controlled flow is provided to the steer hand pump through port CF and maintained at a pressure
of 7 bar. When there is no steering action being undertaken, the majority of the oil being supplied is passed
through the excess flow port EF to the control valve (A) and is available to augment the lift speed.

When a steering motion is made, the pressure within the steer hand pump gear set is increased. This
increased pressure is felt at the load sensing port LS. The increased pressure operates the spool within
the load sensing valve to divert an increased flow of oil to the steering system as required. When the
steering wheel is released, the spool returns to the rest position and continues to maintain the steering feed
line at 7 bar, but with negligible flow.

DATA

Type OLS 120

Rated flow 80 L/min
Control system pressure 7 bar

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Maximum working pressure 250 bar

V2 / Register 3
Maximum steering pressure 175 bar

CONNECTIONS

P Inlet connection from pump

CF Controlled flow to steering
EF Excess flow to auxiliary valve
LS Load sensing from steering pump

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7.5 HYDRAULIC CONTROL VALVES

The control valve block consists of individual sandwiched sections. The lift valve is a single-spool, single-
acting section. The auxiliary valve is a four-spool valve with one single and three double-acting sections.
Both valves have built-in relief valves to safeguard the hoses and piping in the hydraulic system.

DATA

Control Hydraulic, electromagnetic

Control range 18 - 30 bar
Lift Tilt Sideshift Forkspread
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V2 / Register 3

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7.6 STEER HAND PUMP

The Danfoss steer unit OSPC/LS operates fully

hydraulically, i.e. there is no mechanical link
between the steering wheel and the steer wheels.
The mechanical link is replaced by hydraulic
hoses and piping between the steer hand pump
and the steer cylinder. When the steering wheel is
operated, the hand steer pump senses an oil flow
that is proportional to the rotation of the steering
wheel. This oil flow is directed to the desired end
of the steer cylinder. In load sensing systems, the
steering system and the working hydraulics can
be supplied by a common pump. Load sensing
units have a LS connection so that a signal line is
installed from the steer hand pump to the load
sensing valve.
The LS signal controls the oil flow from the load
sensing valve to the hand steer pump. The LS
signal is by-passed to the tank when the steering
unit is not in use.

358 804 2401.0599

V2 / Register 3
Valve setting 175 bar

7.7 SHOCK VALVE

Function: To reduce pressure spikes over 240

bar.
When shock loading occurs, the excessive
pressure induced in either side cylinder is permitted
to flow to the off load side of the system by opening
the pressure relief valve.

Relief valve setting 240 bar

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7.8 ANTI-STALL CYLINDER

TO 08/99

The anti-stall cylinder is connected to the output of both hydraulic pumps and it is mounted on the engine
adjacent to the engine fuel injection pump.
When any hydraulic operation is used, the increase in pressure is felt at the anti-stall cylinder. This has
the effect of pushing the piston of the cylinder against the engine speed control lever, increasing the engine
speed to prevent the hydraulic load from stalling the engine. When the hydraulic operation ceases, a spring
returns the piston to the rest position, returning the engine rpm to normal idle speed.
358 804 2401.0599
V2 / Register 3

From pump

FROM 08/99

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7.9 LOGIC VALVE

The logic valve enables two double-acting spools to operate the sideshift and forkspread functions.
The two metering throttles (X) and (Y) are built into the logic valve adaptors and are used to adjust the speed
of the function.

VERSION FOR MAST TYPE 171 - 172

358 804 2401.0599

V2 / Register 3
A Sideshift, left
B Sideshift, right
C Forkspread, out
D Forkspread, in
X Throttle - sideshift adjuster, left (in the banjo bolts on cylinder)
Y Throttle - sideshift adjuster, right (in the banjo bolts on cylinder)
Z Orifice diameter 0.7 mm (0.030")

On the 173 type mast, the metering throttles X and Y are installed at the sideshift and forkspread cylinder
end.

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7.10 SAFE LOWERING VALVE

The function of the safe lowering valve is to prevent uncontrolled lowering of the load in the event of a broken
feed line to a lift cylinder. In the event of a broken hose, the excess flow of oil will cause the valve to "fuse"
to minimum flow, permitting a controlled lowering of the load.
During lowering, the oil flow is controlled by the load so that an even lowering speed for different loads is
achieved.
To Lift Cylinder
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V2 / Register 3

From Control Valve

7.11 PRESSURE RELIEF VALVE SETTINGS - WORKING HYDRAULICS

Series Load centre Pressure

H120 1200 210 bar

H140 1200 210 bar
H160 600 250 bar
H160 1200 250 bar

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Arrangement of plumbing from pump to control valves

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V2 / Register 3

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Service Page 21

arrangement of mast plumbing

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V2 / Register 3

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Service
arrangement of plumbing for tilting

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V2 / Register 3

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arrangement of plumbing for Sideshift - forkspread

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V2 / Register 3

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arrangement of tank return plumbing

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V2 / Register 3

892
 Wheel and tyre safety
supplement

Original instructions

1401, 1402, 313, 316, 317,

318, 354, 356, 357, 358,
359
300 801 3501 EN – 05/2011

893
894
 Table of contents
g

1 Procedures for wheel removal - Drive axle

Wheel removal — drive axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 Procedures for wheel removal - Steer axle

Wheel removal — steer axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

3 Rim wheel component inspection

Wheel assembly inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

4 Procedures for wheel fitting - Drive axle

Wheel refitting — drive axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

5 Procedures for wheel fitting - Steer axle

Wheel refitting — steer axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

6 Wheel fastener torque setting table

Wheel fastener torque setting table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

7 Examples of restraining device

Examples of restraining devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Operating Instructions – 300 801 3501 EN – 05/2011 I

895
896
 1

Procedures for wheel removal - Drive axle

897
1 Procedures for wheel removal - Drive axle
Wheel removal — drive axle

Wheel removal — drive axle

Refer to your Local / National authority guide-
lines.
For example: OSHA (Occupational Safety &
Health Administration)/ EUWA (Association of
European Wheel Manufacturers/ HSE (Health
& Safety Executive).

CAUTION
Wear personal protective equipment (PPE).
Do not carry out these procedures without PPE.

DANGER
Risk of death due to explosive force.
Always ensure that the multi-piece rim wheel has
been raised off the ground by methods of hydrau-
lically raising the vehicle before deflating/inflating
the multi-piece rim wheel. Secure the raised truck
with an axle support device.

DANGER
Risk of death due to explosive force.
Before demounting a multi-piece rim wheel from
a vehicle the operator must completely deflate the
tyre by removing the valve core. Always check
that the tyre is fully deflated using a tyre pressure
gauge. NOTE: the valve may become blocked with
ice. Check that the valve stem has not frozen.

DANGER
Risk of death due to explosive force.
Always use a restraining device during tyre defla-
tion/inflation on multi-piece rim wheels. If a res-
training device is not being used then tyres must
be deflated/inflated using remote control inflation
equipment and no employees shall remain in the
wheel rim separation trajectory zone — refer to illu-
stration Fig 1.

DANGER
Risk of death due to explosive force.
Fully deflate the tyre before carrying out a thorough
examination of suspected damage to any wheel or
tyre.

2 Operating Instructions – 300 801 3501 EN – 05/2011

898
 Procedures for wheel removal - Drive axle 1
Wheel removal — drive axle

Removing an outer drive wheel

¾ Park the truck on level ground in a safe
working area.
¾ Chock the wheels.
¾ Isolate the ignition/batteries.
¾ Jack up the truck at the jack points and
secure with an axle support device. DO
NOT RELY ON JUST THE JACK.
¾ Place a protection device around the wheel
assembly being removed.

Fig. 4

¾ Remove the valve cores and fully deflate

the tyres (see warnings).
120 degrees

DANGER
m
50

Risk of death due to explosive force.

Do not allow anyone to enter the area shown in Fig
2 during deflation of the tyre.

CAUTION
Ensure the valve stem has not frozen during defla-
tion.
If necessary use antifreeze to prevent the valve
stem freezing.
50
m

¾ Use a tyre pressure gauge to ensure the

tyres are fully deflated. 120 degrees

¾ Remove the protection device. Fig 2

Operating Instructions – 300 801 3501 EN – 05/2011 3

899
1 Procedures for wheel removal - Drive axle
Wheel removal — drive axle

¾ Carefully drive the forks of a second fork

truck with holder (3) under the outer drive
wheel.
¾ Slowly lift the forks until the wheel rests on
3
them. (Do not touch the inner drive wheel
(5)). 4

5
d3571099

¾ Remove all wheel fasteners (1).

1

d3571101

4 Operating Instructions – 300 801 3501 EN – 05/2011

900
 Procedures for wheel removal - Drive axle 1
Wheel removal — drive axle

¾ Tilt outer wheel (4) against holder (3) and

secure it.
¾ Carefully reverse the truck with the tyre and
deposit it.
3
4
Removing an inner drive wheel
¾ Remove the outer drive wheel.

¾ Remove spacer ring (6).

d3571098

Operating Instructions – 300 801 3501 EN – 05/2011 5

901
1 Procedures for wheel removal - Drive axle
Wheel removal — drive axle

¾ Carefully drive the forks of a second fork

truck with a holder (3) under the inner drive
wheel (5). 3

¾ Slowly lift the forks until the wheel rests on

them.
¾ Tilt the inner wheel against the holder and
secure it.
¾ Carefully reverse the truck with the tyre
clear of the truck.

d3571097

6 Operating Instructions – 300 801 3501 EN – 05/2011

902
 2

Procedures for wheel removal - Steer axle

903
2 Procedures for wheel removal - Steer axle
Wheel removal — steer axle

Wheel removal — steer axle

Refer to your Local / National authority guide-
lines.
For example: OSHA (Occupational Safety &
Health Administration)/ EUWA (Association of
European Wheel Manufacturers/ HSE (Health
& Safety Executive).

CAUTION
Wear personal protective equipment (PPE).
Do not carry out these procedures without PPE.

DANGER
Risk of death due to explosive force.
Always ensure that the multi-piece rim wheel has
been raised off the ground by methods of hydrau-
lically raising the vehicle before deflating/inflating
the multi-piece rim wheel. Secure the raised truck
with an axle support device.

DANGER
Risk of death due to explosive force.
Before demounting a multi-piece rim wheel from
a vehicle the operator must completely deflate the
tyre by removing the valve core. Always check
that the tyre is fully deflated using a tyre pressure
gauge. NOTE: the valve may become blocked with
ice. Check that the valve stem has not frozen.

DANGER
Risk of death due to explosive force.
Always use a restraining device during tyre defla-
tion/inflation on multi-piece rim wheels. If a res-
training device is not being used then tyres must
be deflated/inflated using remote control inflation
equipment and no employees shall remain in the
wheel rim separation trajectory zone — refer to illu-
stration Fig 1.

DANGER
Risk of death due to explosive force.
Fully deflate the tyre before carrying out a thorough
examination of suspected damage to any wheel or
tyre.

8 Operating Instructions – 300 801 3501 EN – 05/2011

904
 Procedures for wheel removal - Steer axle 2
Wheel removal — steer axle

Removing a steer wheel

¾ Park the truck on level ground in a safe
working area.
¾ Chock the wheels.
¾ Isolate the ignition/batteries.
¾ Jack up the truck at the jack points and
secure with an axle support device. DO
NOT RELY ON JUST THE JACK.
¾ Place a protection device around the wheel
assembly being removed.

Fig. 4

¾ Remove the valve core and fully deflate the

tyre (see warnings).
120 degrees

DANGER
m
50

Risk of death due to explosive force.

Do not allow anyone to enter the area shown in Fig
2 during deflation of the tyre.

CAUTION
Ensure the valve stem has not frozen during defla-
tion.
If necessary use antifreeze to prevent the valve
stem freezing.
50
m

¾ Use a tyre pressure gauge to ensure the

tyre is fully deflated. 120 degrees

Fig. 1
¾ Remove the protection device.

Operating Instructions – 300 801 3501 EN – 05/2011 9

905
2 Procedures for wheel removal - Steer axle
Wheel removal — steer axle

¾ Remove all wheel fasteners (1).

1
¾ Remove the wheel and tyre assembly.

d3571101

10 Operating Instructions – 300 801 3501 EN – 05/2011

906
 3

Rim wheel component inspection

907
3 Rim wheel component inspection
Wheel assembly inspection

Wheel assembly inspection

Comment
Refer to you Local / National authority guide-
lines.
For example: OSHA (Occupational Safety &
Health Administration)/ EUWA (Association of
European Wheel Manufacturers/ HSE (Health
& Safety Executive).

Inspection of the rim wheel

¾ Clean the wheel.
¾ Carry out a visual inspection of all parts of
the rim wheel.
DANGER
Risk of death due to explosive force.
Fully deflate the tyre before carrying out a thorough
examination of suspected damage to any wheel or
tyre.

NOTE
If damage deterioration or fatigue is detected
on any rim wheel component, remove all paint
and carry out a non-destructive investigation
test. If in doubt, replace suspect components.
CAUTION
Mismatched or wrong rings mounted on a multi-
piece rim can cause serious mounting or service
accidents or, at the least, the wheel failure, without
any prior warning.
Never interchange rim wheel parts.

12 Operating Instructions – 300 801 3501 EN – 05/2011

908
 4

Procedures for wheel fitting - Drive axle

909
4 Procedures for wheel fitting - Drive axle
Wheel refitting — drive axle

Wheel refitting — drive axle

Refer to you Local / National authority guide-
lines.
For example: OSHA (Occupational Safety &
Health Administration)/ EUWA (Association of
European Wheel Manufacturers/ HSE (Health
& Safety Executive).

CAUTION
Wear personal protective equipment (PPE).
Do not carry out these procedures without PPE.

DANGER
Risk of death due to explosive force.
Always ensure that the multi-piece rim wheel has
been raised off the ground by methods of hydrau-
lically raising the vehicle before deflating/inflating
the multi-piece rim wheel. Secure the raised truck
with an axle support device.

DANGER
Risk of death due to explosive force.
Always use a restraining device during tyre defla-
tion/inflation on multi-piece rim wheels. If a res-
training device is not being used then tyres must
be deflated/inflated using remote control inflation
equipment and no employees shall remain in the
wheel rim separation trajectory zone — refer to illu-
stration Fig 1.

Mounting an inner drive wheel

NOTE
Only use tyres approved by the manufacturer.

14 Operating Instructions – 300 801 3501 EN – 05/2011

910
 Procedures for wheel fitting - Drive axle 4
Wheel refitting — drive axle

¾ Put the inner wheel (5) on the forks of a

second truck and secure it on the holder (3).
¾ Clean the mating surface on the hub and
rim.
3
4

5
d3571099

¾ Carefully drive the truck with the wheel (5)

to the wheel hub and align it.
3

d3571097

Operating Instructions – 300 801 3501 EN – 05/2011 15

911
4 Procedures for wheel fitting - Drive axle
Wheel refitting — drive axle

¾ Align the wheel (5) on the hub.

¾ Slowly lower the forks until the drive wheel
sits on the hub.
¾ Carefully reverse the second truck. 3
¾ Install the spacer ring. 4

5
d3571099

Mounting an outer drive wheel

¾ Put the outer wheel on the forks of a second
truck and secure it in place.
3
¾ Clean the mating surface on the hub and
rim.

d3571097

16 Operating Instructions – 300 801 3501 EN – 05/2011

912
 Procedures for wheel fitting - Drive axle 4
Wheel refitting — drive axle

¾ Carefully drive the truck with the wheel (4)

to the wheel hub and align it.
¾ Slide the wheel (4) over the wheel hub.
¾ Remove the wheel retainer on the holder 3
(3). 4
¾ Align the wheel (4) on the hub.

¾ Seat the wheel assembly onto the hub by

tightening 6 wheel fasteners diametrically
opposed to 50 Nm.
¾ Fit remaining wheel fasteners hand tight.
¾ Torque all wheel fasteners (refer to rated
capacities in the user manual), in a diamet-
rically opposed pattern.
¾ Slowly lower the forks.
¾ Carefully back off the second truck.
¾ Place protection device around the wheel
assembly.

Operating Instructions – 300 801 3501 EN – 05/2011 17

913
4 Procedures for wheel fitting - Drive axle
Wheel refitting — drive axle

¾ Ensure the trajectory zone is kept clear refer

to Fig.2.
120 degrees

¾ Inflate the tyres to 10 bar at the filler valves.

m
50
¾ Inspect the wheel assembly to ensure the
lock ring is correctly seated.

DANGER
Risk of death due to explosive force.
Do not hammer any part of the rim wheel while the
tyre is pressurised.

¾ Remove the protection device.

¾ Remove the axle support and jack.

50
m
¾ After a wheel has been refitted, check
the torque every 10 hours until the torque 120 degrees

setting remains constant. Check every 100 Fig 2

hours therefater.
¾ Check tyres for defects every day.
¾ Check tyre pressures every week.

18 Operating Instructions – 300 801 3501 EN – 05/2011

914
 5

Procedures for wheel fitting - Steer axle

915
5 Procedures for wheel fitting - Steer axle
Wheel refitting — steer axle

Wheel refitting — steer axle

Refer to local authority guidelines.

CAUTION
Wear personal protective equipment (PPE).
Do not carry out these procedures without PPE.

DANGER
Risk of death due to explosive force.
Always ensure that the multi-piece rim wheel has
been raised off the ground by methods of hydrau-
lically raising the vehicle before deflating/inflating
the multi-piece rim wheel. Secure the raised truck
with an axle support device.

DANGER
Risk of death due to explosive force.
Always use a restraining device during tyre defla-
tion/inflation on multi-piece rim wheels. If a res-
training device is not being used then tyres must
be deflated/inflated using remote control inflation
equipment and no employees shall remain in the
wheel rim separation trajectory zone — refer to illu-
stration Fig 1.

Mounting the steer axle wheel

¾ Put the wheel on the forks of a second truck
and secure it in place.
¾ Clean the mating surface on the hub and
rim.
¾ Carefully drive the truck with the drive wheel
to the wheel hub and align it.
¾ Slide the drive wheel over the wheel hub.
¾ Remove the wheel retainer on the holder .
¾ Align the wheel on the hub.
¾ Slowly lower the forks until the wheel sits on
the hub.

20 Operating Instructions – 300 801 3501 EN – 05/2011

916
 Procedures for wheel fitting - Steer axle 5
Wheel refitting — steer axle

¾ Seat the wheel assembly onto the hub by

tightening 6 wheel fasteners diametrically
opposed to 50 Nm.
¾ Fit remaining wheel fasteners hand tight.
¾ Torque all wheel fasteners (refer to rated
capacities in the user manual), in a diamet-
rically opposed pattern.
¾ Slowly lower the forks.
¾ Carefully back off the second truck.
¾ Place protection device around the wheel
assembly.

¾ Ensure the trajectory zone is kept clear refer

to Fig.1.
120 degrees

¾ Inflate the tyres to 10 bar at the filler valves.

m
50
¾ Inspect the wheel assembly to ensure the
lock ring is correctly seated.

DANGER
Risk of death due to explosive force.
Do not hammer any part of the rim wheel while the
tyre is pressurised.

¾ Remove the protection device.

¾ Remove the axle support and jack.
50
m

¾ After a wheel has been refitted, check

the torque every 10 hours until the torque 120 degrees

setting remains constant. Check every 100 Fig. 1

hours therefater.
¾ Check tyres for defects every day.
¾ Check tyre pressures every week.

Operating Instructions – 300 801 3501 EN – 05/2011 21

917
5 Procedures for wheel fitting - Steer axle
Wheel refitting — steer axle

22 Operating Instructions – 300 801 3501 EN – 05/2011

918
 6

Wheel fastener torque setting table

919
6 Wheel fastener torque setting table
Wheel fastener torque setting table

Wheel fastener torque setting table

Truck series Torque Nm
Drive axle Steer axle
313 680 Nm 680 Nm
316 540 Nm 540 Nm
317 680 Nm 680 Nm
318 680 Nm 680 Nm
354 680 Nm 680 Nm
356 350 Nm 350 Nm
357 350 Nm 350 Nm
358 680 Nm 680 Nm
359 680 Nm 680 Nm
1401 680 Nm 680 Nm
1402 350 Nm 350 Nm (680 Nm with protection plate fitted)
1491 570 Nm 570 Nm
.

24 Operating Instructions – 300 801 3501 EN – 05/2011

920
 7

Examples of restraining device

921
7 Examples of restraining device
Examples of restraining devices

Examples of restraining
devices
Refer to you Local/National authority guide-
lines.
For example:
OSHA (Occupational Safety & Health Admin-
istration)/ EUWA (Association of European
Wheel Manufacturers/ HSE (Health & Safety
Executive).

Example of cage type restraining device.

Fig 11

A Quick release couplings.

26 Operating Instructions – 300 801 3501 EN – 05/2011

922
 Examples of restraining device 7
Examples of restraining devices

Example of clamp type restraining device.

Fig 12

B Hose long enough for user to stand outside

likely trajectory of explosion.

Operating Instructions – 300 801 3501 EN – 05/2011 27

923
7 Examples of restraining device
Examples of restraining devices

28 Operating Instructions – 300 801 3501 EN – 05/2011

924
925
Linde Material Handling GmbH

300 801 3501 EN – 05/2011

926
(1 ±