Kenr6224 00

KENR6224
July 2006
Troubleshooting
2506-15 Industrial Engine
MGA (Engine)
MGB (Engine)
MGD (Engine)
This document has been printed from SPI. Not for Resale
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 premature failures, product damage, personal injury or
death.
KENR6224
3
Table of Contents
Table of Contents
Troubleshooting Section
Electronic Troubleshooting
System Overview .................................................... 5
Glossary .................................................................. 7
Electronic Service Tools ........................................ 10
Replacing the ECM ............................................... 12
Self-Diagnostics .................................................... 13
Sensors and Electrical Connectors ....................... 14
Engine Wiring Information .................................... 18
Programming Parameters
Programming Parameters .....................................
Factory Passwords ...............................................
Factory Passwords Worksheet .............................
Flash Programming ..............................................
Injector Trim File ...................................................
21
21
21
22
23
System Configuration Parameters

System Configuration Parameters ........................ 24
Troubleshooting without a Diagnostic Code
Alternator Noise .................................................... 31
Alternator Will Not Charge .................................... 31
Battery .................................................................. 31
Can Not Reach Top Engine RPM ......................... 32
Coolant in Engine Oil ............................................ 33
Coolant Temperature Is Too High ......................... 34
ECM Will Not Accept Factory Passwords ............. 34
ECM Will Not Communicate with Other Systems or
Display Modules .................................................. 34
Electronic Service Tool Will Not Communicate with
ECM .................................................................... 35
Engine Cranks but Will Not Start .......................... 36
Engine Has Early Wear ........................................ 37
Engine Misfires, Runs Rough or Is Unstable ........ 38
Engine Oil in Cooling System ............................... 39
Engine Vibration ................................................... 39
Engine Will Not Crank ........................................... 40
Excessive Black Smoke ........................................ 40
Excessive Engine Oil Consumption ...................... 41
Excessive Fuel Consumption ............................... 42
Excessive Valve Lash ........................................... 43
Excessive White Smoke ....................................... 43
Fuel Dilution of Engine Oil .................................... 44
Intermittent Engine Shutdown ............................... 45
Low Engine Oil Pressure ...................................... 46
Low Power ............................................................ 46
Mechanical Noise (Knock) in Engine .................... 47
Noise Coming from Cylinder ................................. 48
Poor Acceleration or Response ............................ 49
Valve Rotator or Spring Lock Is Free .................... 50
Troubleshooting with a Diagnostic Code
Flash Codes ..........................................................
Diagnostic Codes ..................................................
Diagnostic Code Cross Reference .......................
CID 0001 FMI 11 ...................................................
CID 0002 FMI 11 ...................................................
51
51
52
54
55
CID 0003 FMI 11 ...................................................

CID 0004 FMI 11 ...................................................
CID 0005 FMI 11 ...................................................
CID 0006 FMI 11 ...................................................
CID 0041 FMI 03 ..................................................
CID 0041 FMI 04 ..................................................
CID 0091 FMI 08 ..................................................
CID 0100 FMI 03 ..................................................
CID 0100 FMI 04 ..................................................
CID 0110 FMI 03 ...................................................
CID 0110 FMI 04 ...................................................
CID 0168 FMI 02 ..................................................
CID 0172 FMI 03 ..................................................
CID 0172 FMI 04 ..................................................
CID 0174 FMI 03 ..................................................
CID 0174 FMI 04 ..................................................
CID 0190 FMI 02 ..................................................
CID 0190 FMI 09 ..................................................
CID 0190 FMI 11 ...................................................
CID 0190 FMI 12 ..................................................
CID 0247 FMI 09 ..................................................
CID 0248 FMI 09 ..................................................
CID 0253 FMI 02 ..................................................
CID 0254 FMI 12 ..................................................
CID 0261 FMI 13 ..................................................
CID 0262 FMI 03 ..................................................
CID 0262 FMI 04 ..................................................
CID 0268 FMI 02 ..................................................
CID 0273 FMI 03 ..................................................
CID 0273 FMI 04 ..................................................
CID 0274 FMI 03 ..................................................
CID 0274 FMI 04 ..................................................
CID 0342 FMI 02 ..................................................
CID 0342 FMI 11 ...................................................
CID 0342 FMI 12 ..................................................
CID 0799 FMI 12 ..................................................
CID 1690 FMI 08 ..................................................
55
55
56
56
56
57
57
57
57
58
58
58
59
59
59
59
60
60
60
61
61
61
61
62
62
62
63
63
63
63
64
64
64
65
65
65
66
Troubleshooting with an Event Code

Event Codes ........................................................
E162 High Boost Pressure ...................................
E360 Low Engine Oil Pressure .............................
E361 High Engine Coolant Temperature ..............
E362 Engine Overspeed .......................................
E363 High Fuel Supply Temperature ....................
E368 High Intake Manifold Air Temperature .........
67
69
70
71
72
72
73
Diagnostic Functional Tests

5 Volt Engine Pressure Sensor Supply Circuit Test ..................................................................... 75
CAN Data Link Circuit - Test ................................. 81
Data Link Circuit - Test .......................................... 85
ECM Memory - Test .............................................. 88
Electrical Connectors - Inspect ............................. 90
Electrical Power Supply Circuit - Test ................... 94
Engine Pressure Sensor Open or Short Circuit Test ..................................................................... 97
Engine Speed/Timing Sensor Circuit - Test ........ 103
Engine Temperature Sensor Open or Short Circuit Test .................................................................... 110
Indicator Lamp Circuit - Test ................................ 115
Injector Solenoid Circuit - Test ............................. 119
Speed Control (Analog) - Test ............................ 126
4
Table of Contents
KENR6224
Speed Control (PWM) - Test ............................... 129

Switch Circuits - Test .......................................... 134
Calibration Procedures
Engine Speed/Timing Sensor - Calibrate ............ 138
Index Section
Index ................................................................... 140
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5
Electronic Troubleshooting
i02547521
System Overview
System Operation
g01277565
Illustration 1
Block diagram for the 2506-15 engine
(1) 12 Pin Connector
(2) Electronic Control Module (ECM)
(3) Electronic Unit Injectors
(4) Crankshaft Position Sensor
(5) 36 - 1 Tooth Gear
(7) 36 + 1 Tooth Gear

(8) Camshaft Position Sensor
(9) Timing Calibration Probe
(10) Timing Calibration Probe Connector
(11) Atmospheric Pressure Sensor
(12) Inlet Manifold Temperature Sensor
(13)
(14)
(15)
(16)
Inlet Manifold Pressure Sensor

Coolant Temperature Sensor
Engine Oil Pressure Sensor
Fuel Temperature Sensor
This engine is electronically controlled. Each cylinder

has an electronic unit injector. The Electronic Control
Module (ECM) sends a signal to each injector
solenoid in order to control the operation of the fuel
injection system.
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Electronic Controls
Cold mode is activated whenever the engine

temperature falls below a predetermined value. Cold
mode remains active until the engine temperature
rises above a predetermined value or until a time
limit is exceeded.
The electronic system consists of the following

components: the ECM, the Mechanically Actuated
Electronically Controlled Unit Injectors (MEUI), the
wiring harness, the switches, and the sensors. The
ECM is the computer. The flash file is the software
for the computer. The flash file contains the operating
maps. The operating maps define the following
characteristics of the engine:
Horsepower
Torque curves
The ECM determines the timing and the amount of
fuel that is delivered to the cylinders. These decisions
are based on the actual conditions and/or on the
desired conditions at any given time.
The ECM compares the desired engine speed to
the actual engine speed. The actual engine speed is
determined through the engine speed/timing sensor.
The desired engine speed is determined with the
following factors:
Throttle signal
Other input signals from sensors
Certain diagnostic codes
If the desired engine speed is greater than the actual
engine speed, the ECM injects more fuel in order to
increase the actual engine speed.
Fuel Injection
The ECM controls the amount of fuel that is injected
by varying the signals to the injectors. The injector will
pump fuel only if the injector solenoid is energized.
The ECM sends a high voltage signal to the solenoid.
This high voltage signal energizes the solenoid. By
controlling the timing and the duration of the high
voltage signal, the ECM can control injection timing
and the ECM can control the amount of fuel that is
injected.
The ECM limits engine power during cold mode
operation and the ECM modifies injection timing
during cold mode operation. Cold mode operation
provides the following benefits:
Increased cold weather starting capability

Reduced warm-up time
Reduced white smoke
The flash file inside the ECM sets certain limits on

the amount of fuel that can be injected. The FRC
Fuel Limit is used to control the air/fuel ratio for
control of emissions. The FRC Fuel Limit is a limit
that is based on the turbocharger outlet pressure.
A higher turbocharger outlet pressure indicates that
there is more air in the cylinder. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the FRC Fuel Limit. When the ECM
increases the FRC Fuel Limit, the ECM allows
more fuel into the cylinder. The FRC Fuel Limit is
programmed into the ECM at the factory. The FRC
Fuel Limit cannot be changed.
The Rated Fuel Limit is a limit that is based on the
power rating of the engine and on engine rpm. The
Rated Fuel Limit is similar to the rack stops and to
the torque spring on a mechanically governed engine.
The Rated Fuel Limit provides the power curves
and the torque curves for a specific engine family and
for a specific engine rating. The Rated Fuel Limit is
programmed into the ECM at the factory. The Rated
Fuel Limit cannot be changed.
Once the ECM determines the amount of fuel that
is required, the ECM must determine the timing of
the fuel injection. The ECM uses the signal from the
camshaft position sensor to calculate the top center
position of each cylinder . The ECM decides when
fuel injection should occur relative to the top center
position and the ECM provides the signal to the
injector at the desired time. The ECM adjusts timing
for optimum engine performance, for optimum fuel
economy, and for optimum control of white smoke.
Programmable Parameters
Certain parameters that affect the engine operation
may be changed with the Perkins Electronic
Service Tool (EST). The parameters are stored
in the ECM, and some parameters are protected
from unauthorized changes by passwords. These
passwords are called factory passwords.
Passwords
Several system configuration parameters and most
logged events are protected by factory passwords.
Factory passwords are available only to Perkins
dealers and distributors. Refer to Troubleshooting,
Factory Passwords for additional information.
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7
Glossary
Crankshaft Position Sensor This sensor

determines the position of the crankshaft during
engine operation. If the crankshaft position sensor
fails during engine operation, the camshaft position
sensor is used to provide the signal.
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.
Data Link The Data Link is a serial communication

port that is used for communication with other devices
such as the electronic service tool.
i02554801
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.
Camshaft Position Sensor This sensor
determines the position of the camshaft during
engine operation. If the crankshaft position sensor
fails during engine operation, the camshaft position
sensor is used to provide the signal.
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 Identifier (CID) The CID is a number
that identifies the specific 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.
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 flows 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.
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.
8
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
faults.
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 Position Sensor An engine position
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 crankshaft position sensor
is associated with the crankshaft and the camshaft
position 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
fault instead of an electrical system fault.
Failure Mode Identifier (FMI) This identifier
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 identifier (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.
2 The data is erratic, intermittent, or incorrect.
3 The voltage is above normal or the voltage is
shorted high.
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.
KENR6224
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 identifiable.
12 The device or the component is damaged.
Flash File This file is software that is inside
the ECM. The file contains all the instructions
(software) for the ECM and the file contains the
performance maps for a specific engine. The file may
be reprogrammed through flash 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 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 fine 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 fine tune the fuel system. This adjustment
is made in conjunction with the FLS. This parameter
must be programmed.
Harness The harness is the bundle of wiring
(loom) that connects all components of the electronic
system.
KENR6224
Hertz (Hz) Hertz is the measure of electrical

frequency in cycles per second.
Injector Codes The injector codes or injector trim
codes are numeric codes or alphanumeric codes
that are etched or stamped on individual electronic
unit injectors. These codes are used to fine tune the
fuel delivery.
Injector Trim Files Injector trim files are
downloaded from a disk to the ECM. The injector
trim files 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 file.
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.
9
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 Cycled Power cycled happens when power
to the ECM is cycled: ON, OFF, and ON. Power
cycled refers to the action of cycling the keyswitch
from any position to the OFF position, and to the
START/RUN position.
Pulse Width Modulation (PWM) The PWM is a
signal that consists of pulses that are of variable
width. These pulses occur at fixed intervals. The ratio
of TIME ON versus total TIME OFF can be varied.
This ratio is also referred to as a duty cycle.
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.
Illustration 2
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 faults. 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
is programmable. This helps determine specific
characteristics or behaviors of the engine.
g00284479
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 specific engine model. These limits are in
the flash file 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
flow of electricity in one circuit is used to control the
flow 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.
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.
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KENR6224
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.
Obtain data.
Signal The signal is a voltage or a waveform that

is used in order to transmit information typically from
a sensor to the ECM.
Calibrate sensors.
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.
The tools that are listed in Table 1 are required in

order to enable a service technician to perform the
procedures.
System Configuration Parameters System

configuration 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.
Diagnose faults.
Read parameters.
Program parameters.
Required Service Tools
Table 1
Required Service Tools

Part
Number
N/A
Description
4 mm Allen Wrench
GE50038
Transducer
GE50039
Transducer Adapter
GE50040
Cable As
Digital Multimeter Gp (RS232)
GE50042
Multimeter Probes
Throttle Position The throttle position is the

interpretation by the ECM of the signal from the
throttle position sensor or the throttle switch.
GE50037
Adapter Cable As (70-PIN BREAKOUT)
Adapter Cable As (3-PIN BREAKOUT)
GE50036
Harness (SERVICE TOOL ADAPTER)
Timing Calibration The timing calibration is the

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.
CH11155
Crimp Tool (12 AWG TO 18 AWG)
Top Center Position The top center position refers

to the crankshaft position when the engine 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.
Total Tattletale The total tattletale is the total
number of changes to all the parameters that are
stored in the ECM.
i02547729
Electronic Service Tools
Connector Repair Kit (DEUTSCH DT)
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.
Perkins Electronic Service Tool

(EST)
The Perkins EST can display the following
information:
Parameters
Event codes
Diagnostic codes
Perkins Electronic Service Tools are designed to help

the service technician:
Engine configuration
KENR6224
11
The Perkins EST can be used by the technician to

perform the following functions:
Connecting Perkins EST and the

Communication Adapter II
Diagnostic tests
Sensor calibration
Flash programming
Set parameters
Table 2 lists the service tools that are required in
order to use Perkins EST.
Table 2
Service Tools for the Use of Perkins EST

Part
Number
-(1)
Personal Computer (PC)
-(1)
Single user license for Perkins EST
-(1)
Data Subscription for All Engines
27610251
27610164(2)
(1)
(2)
Description
Communication Adapter Gp
Adapter Cable As
Refer to the Perkins Engine Company Limited.

The 27610164 Adapter Cable As is required to connect to the
USB port on computers that are not equipped with a RS232
serial port.
Note: For more information regarding the use of

Perkins EST and the PC requirements for Perkins
EST, refer to the documentation that accompanies
your Perkins EST software.
Illustration 3
(1)
(2)
(3)
(4)
g01115382
Personal computer (PC)

Adapter Cable (RS232 Port)
Communication Adapter As
Adapter Cable As
Note: Items (2), (3), and (4) are part of the 27610251
Communication Adapter Gp.
Use the following procedure in order to connect
Perkins EST and the Communication Adapter II.
1. Turn the keyswitch to the OFF position. If the
keyswitch is not in the OFF position, the engine
may start.
2. Connect cable (2) between the COMPUTER
end of communication adapter (3) and the RS232
serial port of PC (1).
Note: An adapter cable assembly is required to
connect to the USB port on computers that are not
equipped with a RS232 serial port.
3. Connect cable (4) between the DATA LINK end
of communication adapter (3) and the diagnostic
connector.
12
KENR6224
4. Place the keyswitch in the ON position. If the

Perkins EST and the communication adapter
do not communicate with the Electronic Control
Module (ECM), refer to the diagnostic procedure
Troubleshooting, Electronic Service Tool Will Not
Communicate With ECM.
i02548810
Replacing the ECM

NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
The Electronic Control Module (ECM) contains no
moving parts. Replacement of the ECM can be
costly. Replacement can also be a time consuming
task. Follow the troubleshooting procedures in this
manual in order to ensure that replacing the ECM will
correct the 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 wired to the negative battery
circuit before a replacement of the ECM is attempted.
Refer to Troubleshooting, Electrical Power Supply
Circuit - Test.
A test ECM can be used to determine if the ECM is
faulty. Install a test ECM in place of the suspect ECM.
Flash program the correct flash file into the test ECM.
Program the parameters for normal operation of the
engine. 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, connect
the suspect ECM. Verify that the fault returns. If the
fault returns, replace the suspect ECM.
Note: When a new ECM is not available, you may
need to remove an ECM from an engine that is not
in service. The interlock code for the replacement
ECM must match the interlock code for the suspect
ECM. Be sure to record the parameters from the
replacement ECM on the Parameters Worksheet.
Use the Copy Configuration/ECM Replacement
feature that is found under the Service menu on
the electronic service tool.
NOTICE
If the flash file and engine application are not matched,
engine damage may result.
1. Record the configuration data:

a. Connect the electronic service tool to the
diagnostic connector. Refer to Troubleshooting,
Electronic Service Tools.
b. Print the parameters from the Configuration
screen on the electronic service tool. If a printer
is unavailable, record all of the parameters.
Record any logged diagnostic codes and
logged event codes for your records. Record
the injector codes from the Calibrations
screen in the Service menu on the electronic
service tool.
c. Use the Copy Configuration/ECM
Replacement feature that is found under the
Service menu on the electronic service tool.
Select Load from ECM in order to copy the
configuration data from the suspect ECM.
Note: If the Copy Configuration process fails and
the parameters were not obtained in Step 1.b, the
parameters must be obtained elsewhere. Some of the
parameters are stamped on the engine information
plate. Most of the parameters must be obtained from
the factory.
2. Remove the ECM:
a. Turn the keyswitch to the OFF position.
b. Disconnect the P1 and P2 connectors from
the ECM.
c. Disconnect the ECM ground strap.
d. Remove the mounting bolts from the ECM.
3. Install the replacement ECM:
a. Use the old mounting hardware to install the
replacement ECM.
b. Connect the ECM ground strap.
c. Connect the P1 and P2 connectors. Tighten
the ECM connector (allen head screw) to
the proper torque. Refer to Troubleshooting,
Electrical Connectors - Inspect for the correct
torque value.
4. Configure the replacement ECM:
a. Flash program the flash file into the ECM.
Refer to Troubleshooting, Flash Programming
for the correct procedure.
Perform the following procedure in order to replace

the ECM:
KENR6224
13
b. Use the electronic service tool to match the

engine application and the interlock code if
the replacement ECM was used for a different
application.
c. If the Copy Configuration process from
Step 1.b was successful, return to the Copy
Configuration/ECM Replacement screen on
the electronic service tool and select Program
ECM. Proceed to Step 4.e when programming
is complete.
d. If the Copy Configuration process from Step
1.b was unsuccessful, manually program the
ECM parameters. The parameters must match
the parameters from Step 1.b.
e. Program the engine monitoring system, if
necessary.
f. Load the injector trim files for the injectors.
Refer to Troubleshooting, Injector Trim File.
Every generated code is stored in the permanent

memory of the ECM. The codes are logged.
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 of the electronic
system.
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.
g. Calibrate the engine speed/timing. Refer

to Troubleshooting, Engine Speed/Timing
Sensor - Calibrate.
i02548823
Self-Diagnostics
The Electronic Control Module (ECM) has the ability
to detect faults with 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 with the electronic
system is detected, the ECM generates a diagnostic
code. This indicates the specific fault with 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. Active codes require
immediate attention. Always service active codes
prior to servicing logged codes.
Logged Code
14
KENR6224
i02548835
Sensors and Electrical

Connectors
Table 3
Connector
Function
J1/P1
ECM Connector (70-Pin Engine

Harness)
J2/P2
ECM Connector (120-Pin Engine

Harness)
J61/P61
Customer Connector (Optional)

(40-Pin Connector)
J63/P63
Diagnostic Connector (9-Pin

Connector)
J100/P100
Coolant Temperature Sensor (2-Pin

Connector)
J103/P103
Inlet Manifold Temperature Sensor

(2-Pin Connector)
J105/P105
Fuel Temperature Sensor (2-Pin

Connector)
J200/P200
Inlet Manifold Pressure Sensor

(3-Pin Connector)
J201/P201
Engine Oil Pressure Sensor (3-Pin

Connector)
J203/P203
Atmospheric Pressure Sensor (3-Pin

Connector)
J300/P300
Injector Solenoid Harness (12-Pin

Connector)
J400/P400
Engine Timing Calibration Probe

(2-Pin Connector)
J401/P401
Crankshaft Position Sensor (2-Pin

Connector)
J402/P402
Camshaft Position Sensor (2-Pin

Connector)
KENR6224
15
g01278058
Illustration 4
Block diagram for the 2506-15 engine components
(2) Electronic Control Module (ECM)
(3) Electronic Unit Injectors
(4) Crankshaft Position Sensor
(5) 36 - 1 Tooth Gear
(7) 36 + 1 Tooth Gear
(8) Camshaft Position Sensor
(9) Timing Calibration Probe

(10) Timing Calibration Probe Connector
(11) Atmospheric Pressure Sensor
(12) Inlet Manifold Temperature Sensor
(13) Inlet Manifold Pressure Sensor
(14) Coolant Temperature Sensor
(15) Engine Oil Pressure Sensor
(16) Fuel Temperature Sensor
16
KENR6224
g01279372
Illustration 5
Locations of the sensors on the 2506-15 engine
(1) Coolant temperature sensor
(2) Camshaft position sensor
(3) Inlet manifold pressure sensor
(4) Fuel temperature sensor
(5) Inlet manifold temperature sensor

(6) Engine oil pressure sensor
(7) Atmospheric pressure sensor
(8) Crankshaft position sensor
KENR6224
Illustration 6
17
g01278305
Block diagram for the machine components
18
KENR6224
i02548945
Engine Wiring Information

The wiring schematics are revised periodically.
The wiring schematics will change as updates are
made to the machine harness. For the most current
information, always check the revision number of the
schematic. Use the schematic with the latest revision
number.
1. Stop the engine. Turn the keyswitch to the OFF

position.
2. Disconnect the negative battery cable from the
battery. If a battery disconnect switch is installed,
open the switch.
Harness Wire Identification

Perkins identifies all wires with eleven solid colors.
The circuit number is stamped on the wire at a 25 mm
(1 inch) spacing. Table 4 lists the wire colors and the
color codes.
Table 4
Color Codes for the Harness Wire

Color Code
Color
Color Code
Color
BK
Black
GN
Green
BR
Brown
BU
Blue
RD
Red
PU
Purple
Illustration 7
OR
Orange
GY
Gray
Service welding guide (typical diagram)
YL
Yellow
WH
White
PK
Pink
3. Connect the welding ground cable as close

as possible to the area that will be welded.
Components which may be damaged by welding
include bearings, hydraulic components, and
electrical/electronic components.
Welding on a Machine that is Equipped

with an Electronic Control System (ECM)
Proper welding procedures are necessary in order
to avoid damage to the engines electronic control
module, sensors, and associated components. The
component that requires welding should be removed.
When welding on a machine that is equipped with an
ECM and removal of the component is not possible,
the following procedure must be followed. This
procedure provides the minimum amount of risk to
the electronic components.
g01143634
4. Protect the wiring harness from welding debris

and from spatter.
5. Weld the materials by using standard welding
methods.
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 components.
Clamp the ground cable from the welder to the component that will be welded. Place the clamp as close
as possible to the weld. This will help reduce the possibility of damage.
KENR6224
Illustration 8
19
g01275859
Schematic diagram for a machine with an OEM connector
20
Illustration 9
KENR6224
g01275860
Schematic diagram for a machine without an OEM connector
KENR6224
21
i02549443
The Perkins Electronic Service Tool (EST) can be
used to view certain parameters that can affect
the operation of the engine. The Perkins EST 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.
Since factory passwords contain alphabetic

characters, the Perkins Electronic Service Tool
(EST) 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 Perkins EST will request the factory
passwords and the Perkins EST will display the
information that is required to obtain the passwords.
For the worksheet that is used for acquiring factory
passwords, refer to programming parameters
Troubleshooting, Factory Passwords Worksheet.
i02549455
Factory Passwords Worksheet

Note: A mistake in recording these parameters will
result in incorrect passwords.
i02549444
Factory Passwords
NOTICE
Operating the engine with a flash file not designed for
that engine will damage the engine. Be sure the flash
file is correct for your engine.
Note: Factory passwords are provided only to
Perkins dealers and distributors.
Factory passwords are required to perform each of
the following functions:
Program a new Electronic Control Module (ECM).

When an ECM is replaced, the system
configuration parameters must be programmed
into the new ECM. A new ECM will allow these
parameters to be programmed once without factory
passwords. After the initial programming, some
parameters are protected by factory passwords.
Clear event codes.

Most event codes require the use of factory
passwords to clear the code once the code has
been logged. Clear these codes only when you are
certain that the fault has been corrected.
Unlock parameters.
Factory passwords are required in order to unlock
certain system configuration parameters. Refer
to Troubleshooting, System Configuration
Parameters.
22
KENR6224
Note: If you do not have the part number for the flash
file, use PTMI on the Perkins Internet.
Table 5
Factory Passwords Worksheet
Note: You must have the engine serial number in

order to search for the part number for the flash file.
Dealer Code
Customers Name
2. Connect the electronic service tool to the service

tool connector.
Address
3. Turn the keyswitch to the ON position. Do not start

the engine.
Telephone Number
Information From the Engine Information Plate
Engine Serial Number
Full Load Setting
Note: If WinFlash will not communicate with the

ECM, refer to Troubleshooting, Electronic Service
Tool Will Not Communicate with ECM.
Full Torque Setting

Information From the Diagnostic Clock
5. Flash program the flash file into the ECM.
Engine Hours
Information From the Factory Password Entry
Screen on the Electronic Service Tool
Electronic Service Tool
Serial Number
a. Select the engine ECM under the Detected

ECMs.
b. Press the Browse button in order to select
the part number of the flash file that will be
programmed into the ECM.

ECM Serial Number
c. When the correct flash file is selected, press

the Open button.
Total Tattletale
Reason Code
d. Verify that the File Values match the

application. If the File Values do not match
the application, search for the correct flash file.
From Interlock(1)
To Interlock(1)
Factory Passwords
e. When the correct flash file is selected, press

the Begin Flash button.
Factory Password (No. 1)

Factory Password (No. 2)
(1)
4. Select WinFlash from the Utilities menu on the

electronic service tool.
This parameter is required when the engine is being rerated.

This parameter is displayed only when the engine is being
rerated.
f. The electronic service tool will indicate when

flash programming has been successfully
completed.
6. Start the engine and check for proper operation.
i02549457
Flash Programming
Flash Programming A method of loading a flash
file into the Electronic Control Module (ECM)
The electronic service tool can be utilized to
flash program a flash file into the ECM. The flash
programming transfers the flash file from the PC to
the ECM.
a. If a diagnostic code 0268-02 is generated,

program any parameters that were not in the
old flash file.
b. Access the Configuration 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.
Flash Programming a Flash File

1. Obtain the part number for the new flash file.
KENR6224
23
WinFlash Error Messages

If you receive any error messages during flash
programming, click on the Cancel button in order
to stop the process. Access the information about
the ECM Summary under the Information menu.
Ensure that you are programming the correct flash
file for your engine.
i02549465
Injector Trim File
5. Connect the electronic service tool to the

service tool connector. Refer to Troubleshooting,
6. Turn the keyswitch to the ON position.
7. Select the following menu options on the electronic
service tool:
Service
Calibrations
Injector Trim Calibration
The electronic service tool is used to load the injector

trim files into the Electronic Control Module (ECM).
The injector trim files must be loaded into the ECM if
any of the following conditions occur:
An injector is replaced.
The ECM is replaced.
Diagnostic code 0253-02 is active.
Injectors are exchanged between cylinders.
Exchanging Electronic Unit Injectors
Exchanging injectors can help determine if a fault is
in the injector or in the cylinder. If two injectors that
are currently installed in the engine are exchanged
between cylinders, the injector trim files can also
be exchanged. Press the Exchange button at the
bottom of the Injector Trim Calibration screen on
the electronic service tool. Select the two injectors
that will be exchanged and press the OK button.
The tattletale for the injectors that were exchanged
will increase by one.
8. Select the appropriate cylinder.

9. Click on the Change button.
10. Select the appropriate injector trim file from the
PC.
11. Click on the Open button.
12. If you are prompted by the electronic service
tool, enter the confirmation code number for the
injector into the field.
13. Click on the OK button.
The injector trim file is loaded into the ECM.
14. Repeat the procedure for each cylinder, as
required.
Note: The serial number for the injector and the

confirmation code number for the injector are located
on the injector.
1. Record the serial number and the confirmation
code numberfor each injector.
2. Obtain the injector trim file by one of the following
methods:
Select Service Software Files on the Perkins

Internet.
Use the compact disc that is included with a

replacement injector.
3. Enter the serial number for the injector in the

search field.
4. Download the injector trim file to the PC. Repeat
this procedure for each injector, as required.
24
KENR6224
System Configuration
Parameters
ECM Serial Number

This is a read only parameter that displays the serial
number of the ECM.
i02549472
System Configuration
Parameters
System configuration parameters affect the emissions
of the engine or the power of the engine. System
configuration parameters are programmed at the
factory. Normally, system configuration parameters
would never need to be changed through the life of
the engine. System configuration parameters must
be reprogrammed if an Electronic Control Module
(ECM) is replaced. System configuration parameters
do not need to be reprogrammed if the ECM software
is changed. The correct values for these parameters
are stamped on the engine information ratings plate.
Factory passwords are required to change these
parameters. The following information is a description
of the system configuration parameters.
Full Load Setting (FLS)

The full load setting is a number that represents
the adjustment to the fuel system that was made
at the factory in order to fine tune the fuel system.
The correct value for this parameter is stamped on
the engine information ratings plate. If the ECM is
replaced, the full load setting must be reprogrammed
in order to prevent a 0268-02 diagnostic code from
becoming active.
ECM Software Release Date

This parameter is defined by the ECM software
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
(AUG06). AUG is the month (August). 06 is the year
(2006).
Critical Override Switch

If equipped, the critical override switch allows the
engine to continue running even if engine oil pressure
or coolant temperature have reached the shutdown
limit for the engine. If the engine is run in this
condition, the engine warranty is cancelled and any
events that occur are stored in the ECM with the time
and the date. Implementation of this facility requires
a factory password.
Total Tattletale
This parameter displays the total number of changes
that have been made to the configuration parameters.
Full Torque Setting (FTS)

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.
Software Part number

This is the part number of the software that is flashed
into the ECM.

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.
KENR6224
25
Configuration Parameters
Table 6
Screen Order
Configuration Parameter Description
Read/Write
Security
Selected Engine Rating
Rating Number
Rated Frequency
R(2)
Rated Genset Speed
R(2)
Rated Real Genset Power
R(2)
Rated Apparent Genset Power
R(2)
Engine Rating Application Type
R(2)
External Speed Selection Switch Installed
ECM Identification Parameters
10
Equipment ID
RW2(1)
11
RW3(3)
12
ECM Serial Number
R(2)
13
ECM Software Part Number
R(2)
14
ECM Software Release Date
R(2)
15
ECM Software Description
R(2)
16
Security Access Parameters
17
Total Tattletale
18
Engine/Gear Parameters
19
Engine Acceleration Rate
RW2(1)
20
Droop/Isochronous Switch Installed.
RW2(1)
21
Droop/Isochronous Selection
RW2(1)
22
Engine Speed Droop
RW2(1)
23
Critical Override Switch Installed
RW2(1)
24
Digital Speed Control Installed
RW2(1)
25
Speed Control Minimum Speed
RW2(1)
26
Speed Control Maximum Speed
RW2(1)
27
Digital Speed Control Ramp Rate
RW2(1)
28
Crank Terminate Speed
RW2(1)
29
I/O Configuration Parameters
30
Desired Speed Input Arrangement
RW2(1)
31
Fuel Enable Input Configuration
RW2(1)
32
System Parameters
33
Full Load Setting (FLS)
RW3(3)
34
Full Torque Setting (FTS)
RW3(3)
35
Governor Gain Factor
RW1(4)
36
Governor Minimum Stability Factor
RW1(4)
37
Governor Maximum Stability Factor
RW1(4)
RW2(1)
RW2(1)
R(2)
(continued)
26
KENR6224
(Table 6, contd)
(1)
(2)
(3)
(4)
38
Passwords
39
Customer Password 1
RW2(1)
40
Customer Password 2
RW2(1)
Read/write with a customer password

Read only
Read/write with a factory password
Read/write without a password
Customer Specified Parameters
Rating Configuration
Customer specified parameters allow the engine to

be configured to the exact needs of the application.
This parameter displays the configuration of the

currently selected rating. The following list gives the
possible configurations:
Customer parameters may be changed repeatedly as

a customers operation changes.
The following information is a brief description of the
customer specified parameters.
Rating Duty Selection

This parameter enables selection of the engine rating
from a series of maps within the ECM. Changing the
rating requires a customer password. The available
ratings within the ECM will vary with the type of
engine and the specification of the engine.
Rated Frequency
This parameter displays the rated frequency of the
genset. This is determined by the rating selection
and the status of the external speed selection switch.
This parameter is read only.
Rated Speed
This parameter displays the rated speed of the
engine. This is determined by the rating selection
and the status of the external speed selection switch.
Rated Real Genset Power

This parameter displays the maximum power in kW
of the currently selected rating. This parameter is
read only.
Rated Apparent Genset Power

This parameter displays the maximum power in kVA
of the currently selected rating. This parameter is
read only.
Standby power
Limited time prime power
Prime power
Continuous or baseload power
For definitions of these ratings, refer to ISO8528.
Note: Not all of the above rating configurations will
be available in the software files of every ECM.
External Speed Selection Switch Enable

For dual speed applications with an external
speed selection switch, this parameter enables the
functionality of the speed selection switch within
the software. Changing this parameter requires a
customer password.
Engine Startup Acceleration Rate

This parameter enables the acceleration rate of
the engine in RPM per second to be programmed.
The parameter can be programmed from idle speed
to rated speed. Control of this parameter enables
any overshoot in speed on start-up to be limited.
Changing this parameter requires a customer
password.
Droop/Isochronous Switch Enable

This parameter determines whether the external
droop/isochronous switch is enabled or disabled.
Changing this parameter requires a customer
password.
KENR6224
27
Droop/Isochronous Selection
Digital Speed Control Ramp Rate
The engine will normally be run in isochronous mode.

This means that the engine speed will not change,
regardless of the load. If the engine needs to operate
in parallel with another genset or the engine needs
to operate in parallel with the grid, it is necessary to
operate the engine in droop mode in order to ensure
the stability of the system. This parameter enables
droop/isochronous running selection. Changing this
parameter requires a customer password.
This setting determines the rate of change of engine

speed in RPM when the raise/lower switch inputs are
closed. Changing this parameter requires a customer
password.
Note: If an external droop/isochronous switch is

enabled, the position of this switch will override the
Droop/Isochronous selection.
Engine Speed Droop

If droop operation is selected, this parameter
allows the setting of percentage droop. This is the
percentage of speed reduction with an increase in
load. This parameter has no effect when the engine
is running in isochronous mode. Changing this
parameter requires a customer password.
Digital Speed Control Installed

This parameter determines whether input from the
raise/lower switch controls the speed of the engine.
If digital speed control is not installed, the speed of
the engine is controlled by inputs from the analog
throttle or the PWM throttle. This depends on the
input that is selected in the desired speed input
configuration. Changing this parameter requires a
customer password.
Digital Speed Control Minimum Speed

This setting determines the minimum speed range of
both the raise/lower control and the analog control.
For example, if this is set to 100 RPM and the
nominal engine speed is selected to 1500 RPM, the
minimum speed setting is 1400 RPM. This parameter
does not affect the range of the PWM speed control
as this control has a fixed minimum limit and a fixed
maximum limit. Changing this parameter requires a
customer password.
Digital Speed Control Maximum Speed

This setting determines the maximum speed range of
both the raise/lower control and the analog control. If
this is set to 100 RPM and the nominal engine speed
is selected to 1500 RPM, the maximum speed setting
is 1600 RPM. This setting does not affect the range
of the PWM speed control as this control has a fixed
minimum limit and a fixed maximum limit. Changing
this parameter requires a customer password.
Crank Terminate Speed

This parameter is used to set the engine speed that
is required before the output from the crank terminate
relay is switched. Changing this parameter requires a
customer password.
Desired Speed Input Arrangement

If a digital speed control is not installed, this
parameter enables selection of either an analog
throttle, a PWM throttle or an external CAN Bus
speed control. The inputs from the analog throttle,
the PWM throttle or the CAN Bus speed control
are normally used with genset load sharing and
synchronizing controllers. Changing this parameter
requires a customer password.
Note: If a PWM throttle, an analog throttle or a CAN
Bus speed control is selected but there are no inputs
to the terminals for the selected speed control, the
engine will default to running at 1100 RPM.
If a PWM throttle, an analog throttle or a CAN Bus
speed control is not used, the digital speed control
should be selected.
Fuel Enable Input Configuration

This parameter enables the selection of switch to
battery positive or CAN input for the control of the
injector On and injector Off.
Governor Gain Parameters

The following items are the adjustable parameters for
governor gain:

Governor Minimum Stability Factor
Governor Maximum Stability
Note: No engineering units are associated with these
numbers.
Note: The programmable range is wide for flexibility.
Values of 1 to 40000 are valid. The full range of this
parameter may not be used on any system. Do not
expect to use the whole range.
28
Gain Explanations
The governor gain factor is multiplied to the difference
between desired speed and actual speed.
If the value of the governor gain factor is too
large, the engine speed can overshoot the desired

speed. The overshoot is caused by an excessive
correction or an instability of a steady state.
If the governor gain factor is too small, the response

that is necessary to accelerate the engine to the
desired speed must be obtained by increasing the
stability terms to a higher value. As this process is
slow, the response of the engine speed is slow.
Governor Minimum/Maximum Stability

Factor
The stability factor terms work in order to eliminate a
steady state speed error. There are two gain terms
that are used for stability. If the error is greater than
20 RPM and if the error is increasing, the maximum
stability gain is functioning. If the error is less than
20 RPM, the minimum stability gain is used. This
function allows the use of a high gain that would
otherwise cause the engine to be unstable when the
engine is operating near the desired speed.
If either the minimum stability gain or the maximum
stability gain is set too high, the governor will

provide more fuel than the amount that is
necessary to bring the error to zero. The additional
fuel will cause the engine speed to overshoot and
the engine to produce excessive combustion noise.
If the minimum stability gain or the maximum
stability gain is set too low, excessive time is taken

in order to stabilize the engine speed.
Tuning Procedure
KENR6224
2. Start the engine. On the engine mounted genset

control panel, check that the engine has reached
rated speed. This panel will serve as the reference
point for the speed during this procedure.
3. Enter the Configuration Parameters screen on
4. Determine the desired scenario in order to tune
the engine. For example, check if the engine has
poor response during specific load assignments
or specific load dumps.
5. Perform the desired load change that is detailed
in step 4. Check the response of the engine by
viewing the following parameters.
The engine speed on the control panel on the

genset
The frequency response of the system bus to

the load change
Listening to the response of the engine

6. Use the listed suggestions in order to determine
the gains that require adjustment.
Note: Usually, the gain factor of the governor should
be lower than the minimum stability factor of the
governor in order to obtain optimum performance.
The maximum stability factor is typically a smaller
value than the minimum stability gain and the
governor gain factor.
7. Repeat steps 5, 6 and 7 until a desired engine
response can be met. Use large adjustments
(10% of original gain) initially to generally tune the
engine in the proper manner. As the response
gets closer to the desired value, increase the
gains in smaller increments (1% of total gain).
Customer Password 1, Customer

Password 2
1. Turn the keyswitch to the OFF/RESET position.

Before the tuning procedure is started, connect
the electronic service tool and then check
that engine overspeed protection is enabled.
Engine overspeed is configured on the
Service\Monitoring System screen on the
Customer passwords are the programmable

parameters that can be used to protect certain
configuration parameters from any unauthorized
changes.
NOTICE
Performing engine governor tuning without engine
overspeed protection could result in serious engine
damage. Ensure that this parameter is ON while
performing this procedure.
Perkins provides an engine monitoring system that

is installed at the factory. The system monitors the
following parameters:
Engine monitoring
Engine oil pressure

Coolant temperature
KENR6224
Intake manifold air temperature

Engine speed
Boost pressure
Fuel temperature
The monitoring system has three levels of operation.
The levels are described below.
Warning Operation
In the Warning condition, the ECM causes the
warning lamp to come ON. The warning lamp
indicates that a fault has been detected by the engine
monitoring system. No further action by the ECM or
the engine occurs.
Action Alert Operation

In the Action Alert condition, the ECM causes the
action alert lamp to come on. The Action Alert lamp
indicates that a fault has been detected by the engine
monitoring system. This condition is normally wired
in order to cause a shutdown and the shutdown is
controlled by the control panel on the machine.
Shutdown Operation
If the fault reaches the Shutdown condition, the ECM
causes the shutdown lamp to come on. Unless the
engine is in a Critical Override condition, the engine
will shut down.
Monitoring the Fuel Temperature

The fuel temperature sensor monitors the fuel
temperature. The signal from the sensor allows
the ECM to compensate for changes in the fuel
temperature by adjusting the fuel rate for constant
power.
The sensor is also used to warn the operator of
excessive fuel temperature with a diagnostic event
code. Excessive fuel temperatures can adversely
affect engine performance.
Self-Diagnostics
The electronic system has the ability to diagnose
faults. When a fault is detected, a diagnostic code
is generated and the diagnostic code is stored
in permanent memory (logged) in the ECM. The
diagnostic lamp is also activated.
When diagnostic codes occur, the diagnostic codes
are referred to as Active diagnostic codes. Active
diagnostic codes indicate that a fault of some kind
currently exists.
29
Diagnostic codes that are stored in memory are

called Logged diagnostic codes. The fault may have
been temporary or the fault may have been repaired
since the fault was logged. For this reason, logged
codes do not necessarily mean that something needs
to be repaired. Logged diagnostic codes are meant
to be an indication of probable causes for intermittent
faults.
Diagnostic codes that identify operating conditions
outside the normal operating range are called Events.
Event codes are not typically an indication of a fault
with the electronic system.
Note: Some of the diagnostic codes require
passwords to clear the code.
Effect of Diagnostic Codes on

Engine Performance
The diagnostic lamp comes on when a specific
condition exists. When the ECM detects an engine
fault, the ECM generates an active diagnostic code
and the diagnostic code is logged. The diagnostic
code is logged in order to record the following
information:
The date
The time
The number of occurrences of the fault
The two types of diagnostic codes are Fault codes
and Event codes.
Fault Codes
Fault codes are provided in order to indicate that
an electrical fault or an electronic fault has been
detected by the ECM. In some cases, the engine
performance can be affected by the condition that is
causing the code. More frequently, there is no effect
on engine performance.
Event Codes
Event codes are used to indicate that some
operational fault has been detected in the engine by
the ECM. This does not usually indicate an electronic
malfunction.
The ECM also provides a clock in order to add the
date and the time to the following critical event codes:
360-3 Low oil pressure shutdown

361-3 High coolant temperature shutdown
30
KENR6224
Refer to the Troubleshooting Guide, Diagnostic

Code Cross Reference for a list of all the diagnostic
fault codes.
Settings for the Monitoring System

Table 7
Parameter
Trip Point
State
Delay Time
Low Engine Oil Pressure

Warn Operator (1)
On
300 kPa (43.5 psi)
60 seconds
Action Alert (2)
Always On
None
2 seconds
Engine Shutdown (3)
Always On
None
2 seconds
Warn Operator (1)
On
104 C (2190 F)
60 seconds
Action Alert (2)
Always On
105 C (221 F)
10 seconds
Engine Shutdown (3)
Always On
108 C (226 F)
10 seconds
Warn Operator (1)
On
2000 RPM
1 second
Action Alert (2)
Always On
2050 RPM
1 second
Engine Shutdown (3)
Always On
2140 RPM
0 second
Warn Operator (1)
On
75 C (167 F)
60 seconds
Action Alert (2)
Always On
78 C (172 F)
10 seconds
Warn Operator (1)
On
60 C (140 F)
60 seconds
Action Alert (2)
Always On
68 C (154 F)
60 seconds
Warn Operator (1)
On
300 kPa (43.5 psi)
30 seconds
Action Alert (2)
Always On
None
5 seconds
High Engine Coolant Temperature
Engine Overspeed
High Intake Manifold Air Temperature
High Fuel Supply Temperature
High Boost Pressure
KENR6224
31
Troubleshooting without a
Diagnostic Code
i02556541
Alternator Noise
i02556542
Alternator Will Not Charge

Note: This is not an electronic system fault.
Probable Causes
Refer to Testing and Adjusting for information on
possible electrical causes of this condition.
Probable Causes
Alternator drive belt
Alternator mounting bracket
Alternator drive pulley
Alternator bearings
Recommended Actions
Alternator Drive Belt
Inspect the condition of the alternator drive belt. 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 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.
Alternator drive belt

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 correct, replace
the drive belt. Refer to Systems Operation, Testing
and Adjusting, Belt Tension Chart.
Charging Circuit
Inspect the battery cables, wiring, and connections in
the charging circuit. Clean all connections and tighten
all connections. Replace any faulty parts.
Alternator
Verify that the alternator is operating correctly.
Refer to Systems Operation, Testing and Adjusting,
Charging System - Test. The alternator is not a
serviceable item. The alternator must be replaced
if the alternator is not operating correctly. Refer to
Disassembly and Assembly, Alternator - Remove
and Install.
i02556551
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 Specifications, 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.
Battery
Probable Causes
Charging circuit
Battery
Auxiliary device
32
KENR6224
Recommended Actions
Rated fuel position and/or FRC fuel position
Charging Circuit
Inlet manifold pressure sensor
If a fault in the battery charging circuit is suspected,

refer to Troubleshooting, Alternator Will Not Charge.
Fuel supply
Battery
Air inlet and exhaust system

Accessory equipment
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.
Recommended Actions
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
cause poor performance. Connect the electronic
service tool and then check for active codes and
logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
2. Charge the battery.

3. Verify that the battery is able to maintain a charge
when all auxiliary devices are switched off.
Check the following parameters on the electronic

service tool:
Desired Engine Speed

i02556559
Can Not Reach Top Engine

RPM
Note: If this fault occurs only under load, refer to
the Troubleshooting Guide, Low Power/Poor or No
Response to Throttle.
Desired Speed Input Configuration

Determine the type of speed control that is used in
the application. Program the parameters to match
the type of speed control that is used. Refer to the
Troubleshooting Guide, Speed Control Circuit - Test
for more information.
Note: The engine will have poor performance if the
parameters are not programmed correctly.
Cold Mode
The connection of any electrical equipment and
the disconnection of any electrical equipment may
cause an explosion hazard which may result in injury or death. Do not connect any electrical equipment or disconnect any electrical equipment in an
explosive atmosphere.
Probable Causes
Diagnostic codes
Event codes
Programmable parameters
Use the electronic service tool to verify that the

engine has exited cold mode. A status flag will
appear if the engine is operating in cold mode. This
may limit engine speed.
Throttle Signal
Connect the electronic service tool to the diagnostic
connector. View the status for the Desired Engine
Speed on the status screen. Operate the speed
control from the Low Speed position to the High
Speed position. If the status cannot operate in the full
range, refer to the Troubleshooting Guide, Speed
control - Calibrate.
Cold mode
Throttle signal
KENR6224
33
Diagnostic codes that are related to the J1939 data

link will prevent correct operation of the throttle if the
throttle position is transmitted over the data link. If
there is a fault in the data link, the engine will remain
at low idle until the data link is repaired.
Air Inlet and Exhaust System
Inlet Manifold Pressure Sensor, Rated

Fuel Position and/or FRC Fuel Position
2. Check the air inlet and exhaust system for

restrictions and/or leaks. Refer to Systems
Operation, Testing and Adjusting, Air Inlet and
Exhaust System.
1. With the engine at full load, monitor Fuel Position

and Rated Fuel Limit on the status screen. If
Fuel Position does not equal Rated Fuel Limit
then check air inlet manifold pressure.
2. Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
3. Monitor the inlet manifold pressure and the
atmospheric pressure on the status screen for
normal operation.
1. Clean plugged air filters or replace plugged air

filters. Refer to the Operation and Maintenance
Manual.
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.
i02556728
Coolant in Engine Oil
Fuel Supply
1. Check the fuel lines for the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
2. Check the fuel tank for foreign objects which may
block the fuel supply.
3. Prime the fuel system if any of the following
procedures have been performed:
Replacement of the fuel filters
Probable Causes
Engine oil cooler core
Cylinder head gasket
Cylinder head
Cylinder liner
Cylinder block
Service on the low pressure fuel supply circuit
Recommended Actions
Replacement of electronic unit injectors
Engine Oil Cooler Core
Note: A sight glass in the low pressure supply line is

helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting.
1. Check for leaks in the oil cooler core. If a leak is

found, install a new oil cooler core. Refer to the
Disassembly and Assembly manual.
4. Cold weather adversely affects the characteristics

of the fuel. Refer to the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
2. Drain the crankcase and refill the crankcase with

clean engine oil. Install new engine oil filters.
Refer to the Operation and Maintenance Manual.
5. Check the fuel pressure during engine cranking.

Check the fuel pressure on the outlet side of
the fuel filter. Refer to Specifications for correct
pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is still
low, check the following items: fuel transfer pump,
fuel transfer pump coupling, and fuel pressure
regulating valve.
1. Remove the cylinder head. Refer to the

Disassembly and Assembly manual.
Cylinder Head Gasket
2. Check the cylinder liner projection. Refer to the

Systems Operation, Testing and Adjusting manual.
3. Install a new cylinder head gasket and new water
seals in the spacer plate. Refer to the Disassembly
and Assembly manual.
34
KENR6224
Cylinder Head
Check for cracks in the cylinder head. If a crack
is found, repair the cylinder head and/or replace
the cylinder head. Refer to the Disassembly and
Assembly manual.
Cylinder Liner
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
Check for cracked cylinder liners. Replace any

cracked cylinder liners. Refer to the Disassembly and
Assembly manual.
Cylinder Block
Serial number for the electronic service tool

Total tattletale
Reason code
Inspect the cylinder block for cracks. If a crack is

found, repair the cylinder block or replace the cylinder
block.
i02556737
Coolant Temperature Is Too

High
i02556747
ECM Will Not Communicate

with Other Systems or Display
Modules
Probable Causes
Refer to Systems Operation, Testing and Adjusting,

Cooling System - Check for information on
determining the cause of this condition.
i02556740
ECM Will Not Accept Factory

Passwords
Probable Causes
One of the following items may not be recorded
correctly on the electronic service tool:
Passwords
Serial numbers
Total tattletale
Reason code
Recommended Actions
1. Verify that the correct passwords were entered.
Check every character in each password. Remove
the electrical power from the engine for 30
seconds and then retry.
Wiring and/or electrical connectors

Data Link
CAN data link (if equipped)
Electronic Control Module (ECM)
Recommended Actions
1. Check for correct installation of the J1/P1 and
J2/P2 connectors for the Electronic Control
Module (ECM) . Refer to the Troubleshooting
Guide, Electrical Connectors - Inspect.
2. Connect the electronic service tool to the
diagnostic connector. If the ECM does not
communicate with the electronic service tool, refer
to the Troubleshooting Guide, Electronic Service
Tool Will Not Communicate with ECM.
3. Troubleshoot the data link for possible faults.
Refer to the Troubleshooting Guide, Data Link
Circuit - Test.
4. Troubleshoot the CAN data link (if equipped)
for possible faults. Refer to the Troubleshooting
Guide, CAN Data Link Circuit - Test.
KENR6224
35
i02557746
Electronic Service Tool Will

Not Communicate with ECM
Probable Causes
Configuration 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
Module (ECM)
Flash file
Data Link
Recommended Actions
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 the Troubleshooting Manual, Engine
Cranks but Will Not Start. If the engine will not crank,
refer to the Troubleshooting Guide, Engine Will Not
Crank.
Configuration 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.
4. Check for any hardware that is utilizing the
same port as the communications adapter. If any
devices are configured to use the same port, exit
or close the software programs for that device.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2
ECM connectors and of the diagnostic connector.
Refer to the Troubleshooting Guide, Electrical
Connectors - Inspect.
Communication Adapter and/or Cables

1. If you are using a Communication Adapter II,
ensure that the firmware and driver files for the
communication adapter are the most current files
that are available. If the firmware and driver files
do not match, the communication adapter will not
communicate with the electronic service tool.
2. Disconnect the communication adapter and the
cables from the diagnostic connector. Reconnect
the communication adapter to the service tool
connector.
3. Verify that the correct cable is being used between
the communication adapter and the diagnostic
connector. Refer to the Troubleshooting Guide,
Electrical Power Supply to the Service

Tool 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
display on the communication adapter will be blank.
Electronic Service Tool and Related

Hardware
In order to eliminate the electronic service tool
and the related hardware as 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)
Check power to the ECM. Refer to the
Troubleshooting Guide, Electrical Power Supply
Circuit - Test.
Note: If the ECM is not receiving battery voltage, the
ECM will not communicate.
Flash File
Ensure that the correct flash file is properly installed
in the ECM.
Note: A new ECM is not programmed to any specific
engine until a flash file has been installed. The engine
will not start and the engine will not communicate
with the electronic service tool until the flash file
has been downloaded. Refer to the Troubleshooting
Guide, Flash Programming.
36
KENR6224
Data Link
Troubleshoot the data link for possible faults. Refer to

theTroubleshooting Guide, Data Link Circuit - Test.
i02557749
Engine Cranks but Will Not

Start
Probable Causes
Fuel supply
Diagnostic codes and event codes
Electrical power to the Electronic Control Module
(ECM)
Flash file
Note: A sight glass in the low pressure supply line

is helpful in diagnosing air in the fuel. Refer to
Systems Operation, Testing and Adjusting for more
information.
5. Check the fuel filters.
operation.
Check the fuel pressure after the fuel filter. Refer
to Systems Operation/Testing and Adjusting, Fuel
System for the correct pressure values. If the fuel
pressure is low, replace the fuel filters. If the fuel
pressure is still low, check the following items: fuel
transfer pump, fuel transfer pump coupling, and
fuel pressure regulating valve.
Remote shutdown switch
Starting motor, solenoid, or starting circuit
Electronic unit injector

prevent the engine from starting. Connect the
electronic service tool and check for active codes
and/or for logged codes. Troubleshoot any codes that
are present before continuing with this procedure.
Combustion
Electrical Power Supply to the ECM
Recommended Actions
If the ECM is not receiving battery voltage, the ECM

will not operate. Refer to the Troubleshooting Guide,
Electrical Power Supply Circuit - Test.
Position sensors
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel
gauge only. If necessary, add fuel. If the engine
has been run out of fuel, it will be necessary to
purge the air from the fuel system. Refer to the
Operation and Maintenance Manual, Fuel System
- Prime for the correct procedure.
Starting Motor, Solenoid, or Starting

Circuit

Test the operation of the starting motor solenoid.

Check the condition of the engine wiring for the
starting motor solenoid. Test the operation of the
starting motor.

If necessary, repair the starting motor or the starting

circuit.
Remove the starting motor and visually inspect the

pinion of the starting motor and the flywheel ring gear
for damage.


KENR6224
37
Position Sensors
Recommended Actions
1. Crank the engine and observe the engine speed

on the status screen of the electronic service
tool. If the electronic service tool indicates zero
rpm, refer to the Troubleshooting Guide, Engine
Position Sensor Circuit - Test.
Incorrect Engine Oil
Note: Upon initial cranking, the status for engine

speed may indicate that the engine speed signal is
abnormal. This message will be replaced with an
engine speed once the ECM is able to calculate a
speed from the signal.
Contaminated Engine Oil
2. If an engine speed is present, check the sensor

installation. If the sensor is not properly installed,
the ECM may read engine speed, but the ECM
cannot determine the tooth pattern. The ability for
the ECM to read the tooth pattern is necessary
to determine the cylinder position. Engine speed
is present when engine speed is greater than 50
rpm. Refer to the Troubleshooting Guide, Engine
Position Sensor Circuit - Test.
Use engine oil that is recommended and change the

engine oil at the interval that is recommended by the
Operation and Maintenance Manual.
Drain the crankcase and refill the crankcase with

clean engine oil. Install new engine oil filters. Refer to
the Operation and Maintenance Manual.
If the oil filter bypass valve is open, the oil will not
be filtered. Check the oil filter bypass valve for a
weak spring or for a broken spring. If the spring is
broken, replace the spring. Refer to the Disassembly
and Assembly manual. Make sure that the oil bypass
valve is operating correctly.
Contaminated Air
Electronic Unit Injector
Inspect the air inlet system for leaks. Inspect all of

the gaskets and the connections. Repair any leaks.
1. Ensure that the valve cover connectors for the

injector harnesses are fully connected and free of
corrosion.
Inspect the air filter. Replace the air filter, if necessary.
2. Perform the Injector Solenoid Test on the

electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM. Refer to the Troubleshooting Guide,
Injector Solenoid Circuit - Test for additional
information.
Combustion
i02557751
Probable Causes
Incorrect engine oil
Inspect the fuel filter. Replace the fuel filter, if

necessary.
Contaminants in the fuel such as hydrogen sulfide
and sulfur can lead to the formation of acids in the
crankcase. Obtain a fuel analysis.
Low Oil Pressure
Check the engine for faults in the combustion system.
Engine Has Early Wear
Contaminated Fuel
When some components of the engine show bearing

wear in a short time, the cause can be a restriction in
a passage for engine oil.
An indicator for the engine oil pressure may indicate
sufficient pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage
for the engine oil supply to the component. Refer
to the Systems Operation, Testing and Adjusting
manual.
Contaminated engine oil

Contaminated air
Contaminated fuel
Low oil pressure
38
KENR6224
i02557754
Engine Misfires, Runs Rough

or Is Unstable
Note: If the symptom is intermittent and the symptom
cannot be repeated, refer to Troubleshooting,
Intermittent Low Power or Power Cutout. If the
symptom is consistent and the symptom can be
repeated, continue with this procedure.
Probable Causes
Check the connectors for the Electronic Control
Module (ECM) and the connectors for the unit
injectors for correct installation. Refer to the
Troubleshooting Guide, Electrical Connectors Inspect.
Cold Mode
Use the electronic service tool to verify that the
engine has exited cold mode. Cold mode operation
may cause the engine to run rough and the engine
power may be limited.
Diagnostic codes
Speed Control
Monitor the signal from the speed control on the

electronic service tool. Verify that the signal from the
speed control is stable from the low speed position to
the high speed position.
Cold mode
Speed control
Electronic unit injectors
Fuel supply
Recommended Actions
Note: If the symptom only occurs under certain
operating conditions (full load, engine operating
temperature, etc), test the engine under those
conditions. Troubleshooting the symptom under other
conditions can give misleading results.
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
Electronic Unit Injectors

1. Use the electronic service tool to determine if
there are any active diagnostic codes for the
electronic unit injectors.
2. Perform the injector solenoid test on the electronic
service tool in order to determine if all of the
injector solenoids are being energized by the
ECM. Refer to the Troubleshooting Guide,
Injector Solenoid Circuit - Test for the proper
procedure.
3. Perform the cylinder cutout test on the electronic
service tool in order to identify any electronic
unit injectors that might be misfiring. Refer to the
Troubleshooting Guide , Injector Solenoid Circuit
- Test for the proper procedure.
Fuel Supply

Check the Desired speed input configuration on the


Note: The engine will have poor performance if the

parameter is not programmed correctly.


Replacement of unit injectors
KENR6224
39

helpful in diagnosing air in the fuel.
operation.
Check the fuel pressure after the fuel filter. Refer
to Systems Operation, Testing and Adjusting,
Fuel System for the correct pressure values. If
the fuel pressure is low, replace the fuel filters. If
the fuel pressure is still low, check the following
items: fuel transfer pump, fuel transfer pump
coupling, and fuel pressure regulating valve.

1. Check for an air filter restriction. Clean plugged air
filters or replace plugged air filters. Refer to the
Operation and Maintenance Manual for additional
information.
restrictions and/or for leaks. Refer to Systems
Exhaust System.
Cylinder Head Gasket

1. Remove the cylinder head. Refer to Disassembly
and Assembly, Cylinder Head - Remove for the
correct procedure.
2. Check the cylinder liner projection. Refer to
Systems Operation, Testing and Adjusting for the
correct procedure.
3. Install a new cylinder head gasket and new water
seals in the spacer plate. Refer to Disassembly
and Assembly, Cylinder Head - Install for the
correct procedure.
i02557773
Engine Vibration
Probable Causes
Vibration damper
Engine supports
Driven equipment
Engine misfiring or running rough
i02557763
Engine Oil in Cooling System
Recommended Actions
Vibration Damper
Probable Causes
Engine oil cooler core
Cylinder head gasket
Recommended Actions
Engine Oil Cooler Core
1. Inspect the engine oil cooler core for leaks. If a
leak is found, replace the oil cooler core. Refer to
Disassembly and Assembly, Engine Oil Cooler
- Remove and Disassembly and Assembly,
Engine Oil Cooler - Install.
2. Drain the crankcase and refill the crankcase with
clean engine oil. Install new engine oil filters.
Refer to the Operation and Maintenance Manual
Check the vibration damper for damage. Install a

new vibration damper, if necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Engine Supports
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. Install new components, if
necessary.
Driven Equipment
Check the alignment and the balance of the driven
equipment.
Engine Misfiring or Running Rough

Refer to the Troubleshooting Guide, Engine Misfires,
Runs Rough or Is Unstable.
40
KENR6224
i02557776
Engine Will Not Crank

Probable Causes
Hydraulic Cylinder Lock

Check for fluid in the cylinders (hydraulic cylinder
lock) by removing the individual electronic unit
injectors.
Batteries
Note: Drain the fuel from the cylinder head. Fuel will
flow from the cylinder head into the cylinders when
the electronic unit injector is removed.
Battery cables
Internal Engine Fault
Starting circuit
Starting motor solenoid
Disassemble the engine. Refer to the Disassembly

and Assembly manual. Inspect the internal
components for the following conditions:
Starting motor
Seizure
Flywheel ring gear
Broken components
Hydraulic cylinder lock
Bent components
Internal engine fault
Recommended Actions
i02557812
Excessive Black Smoke
Batteries and/or Battery Cables

1. Inspect the main power switch, battery posts,
and battery cables for loose connections and
for corrosion. If the battery cables are corroded,
remove the battery cables and clean the battery
cables. Tighten any loose connections.
Probable Causes
2. Inspect the batteries.
Atmospheric pressure sensor
a. Charge the batteries. Refer to local operating

procedures.
b. Load test the batteries. Refer to local operating
procedures.
Starting Motor Solenoid or Starting

Circuit
1. Test the operation of the starting motor solenoid.
2. Check the wiring to the starting motor solenoid.
Starting Motor or Flywheel Ring Gear

1. Test the operation of the starting motor.
2. Inspect the pinion on the starting motor pinion and
the flywheel ring gear for damage.
Flash file
Position sensors

Fuel Position and/or FRC Fuel Limit
Fuel quality
Valve adjustment
Air inlet or exhaust system
Recommended Actions
Flash File
Verify that the correct flash file is installed. Refer to
the Troubleshooting Guide, Flash Programming for
information.
Position Sensors
1. Check the calibration of the position sensors.
Refer to Troubleshooting, Engine Position
Sensors - Calibrate.
KENR6224
2. Verify that the crankshaft and the camshaft drive

gears are set with the proper orientation. Refer to
the Disassembly and Assembly manual.
Atmospheric Pressure Sensor
41
a. Check for an air filter restriction.

b. Perform a visual inspection of the system for
restrictions and/or for leaks in the air inlet
piping .
1. Remove the sensor.
2. Ensure that the turbocharger is in good repair.
2. Remove debris, moisture, or ice from the sensor.
3. Check the exhaust system for restrictions.
3. Install the sensor.
4. Repair any leaks that were found. Remove

any restrictions that were found. Replace any
damaged components that were found.
4. Check the electronic service tool for active

diagnostic codes on the sensor. If no active
diagnostic code exists, the sensor may be used.
The correct reading for the atmospheric pressure
is between 50 kPa (7.25 psi) and 100 kPa
(14.5 psi).
i02558234
Excessive Engine Oil

Consumption
Inlet Manifold Pressure Sensor, Fuel

Position, and/or FRC Fuel Limit
1. Monitor the status of Fuel Position and Rated
Fuel Limit while the engine is operating under full
load. If Fuel Position equals Rated Fuel Limit
and Fuel Position is less than FRC Fuel Limit,
the Electronic Control Module (ECM) is providing
the correct control. Otherwise, proceed to the next
Step.
2. Verify that there are no active diagnostic codes for
the inlet manifold pressure sensor.
3. Monitor the status of Boost Pressure and
Atmospheric Pressure on the electronic service
tool. When the engine is not running, Boost
Pressure should be 0 kPa (0 psi).
Note: A fault with the FRC Fuel Limit will only cause
black smoke during acceleration. A fault with the
FRC Fuel Limit will not cause black smoke during
steady state operation.
Fuel Quality
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the
characteristics of the fuel during cold weather
operation.
Probable Causes
Oil leaks
Oil level
Engine oil cooler
Turbocharger
Valve guides
Piston rings
Incorrect installation of the compression ring and/or
the intermediate ring
Recommended Actions
Oil Leaks
Locate all oil leaks. Repair the oil leaks. Check for a
dirty crankcase breather.
Oil Level
Inspect the engine oil level. Remove any extra oil
from the engine. Recheck all fluid levels.
Valve Adjustment
Engine Oil Cooler
Check the valve adjustment. Refer to Systems

Operation, Testing and Adjusting for information on
valve adjustments.
Check for leaks in the engine oil cooler. Check for oil
in the engine coolant. If necessary, repair the engine
oil cooler.
Air Inlet or Exhaust System

1. Check the air inlet system for restrictions and/or
for leaks.
42
KENR6224
Turbocharger
Fuel Leaks
Check the air inlet manifold for oil. Check for oil
leakage past the seal rings in the impeller end of
the turbocharger shaft. If necessary, repair the
turbocharger.
Check the fuel pressure during engine cranking.

Check the fuel pressure after the fuel filter. Refer to
Systems Operation, Testing and Adjusting for the
correct pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is still low,
check the following items: fuel transfer pump, fuel
transfer pump coupling, and fuel pressure regulating
valve.
Valve Guides
If the valve guides are worn, repair the cylinder head.
Refer to Disassembly and Assembly, Inlet and
Exhaust Valve Guides - Remove and Install.
Piston Rings or Incorrect Installation

of the Compression Ring and/or the
Intermediate Ring
Inspect the internal engine components. Replace any
worn components.
i02558236
Excessive Fuel Consumption
Fuel Quality
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the
characteristics of the fuel during cold weather
operation.
Engine Speed/Timing
Perform a calibration of the position sensor. Refer to
the Troubleshooting Guide, Engine Position Sensor
- Calibrate.
Probable Causes
Engine operation
Fuel leaks
Fuel quality
Engine speed/timing
Accessory equipment
Recommended Actions
Engine Operation
Use the electronic service tool to check the Current
Totals for a high load factor which would be indicative
of poor operating habits.
Note: Engine operation may also be affected by
environmental conditions such as wind and snow.
1. Check for correct installation of the J1/P1

and J2/P2 Electronic Control Module (ECM)
connectors and the electronic unit injector
connectors. Refer to the Troubleshooting Guide,
Electrical Connectors - Inspect.
the ECM.
3. Perform the Cylinder Cutout Test on the
electronic service tool in order to identify any
injectors that might be misfiring. Refer to the
Troubleshooting Guide, Injector Solenoid Circuit
- Test.

1. Inspect the air filter for a restriction. If the air filter
shows signs of being plugged, clean the air filter
or replace the air filter.
restrictions and/or for leaks. Refer to Systems
Operation, Testing and Adjusting.
KENR6224
43
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.
Note: If the camshaft is replaced, the valve lifters

must also be replaced.
3. Adjust the engine valve lash. Refer to Systems
Operation, Testing and Adjusting, Engine Valve
Lash - Inspect/Adjust.
i02558239
i02558241
Excessive Valve Lash
Excessive White Smoke
Probable Causes
Note: Some white smoke may be present during

cold start-up conditions when the engine is operating
normally. If the white smoke persists, there may be a
fault.
Lubrication
Valve lash
Valve train components
Recommended Actions
Probable Causes
Diagnostic codes
Flash file
Lubrication
Starting aids
1. Remove the valve mechanism cover. Refer to

Disassembly and Assembly, Valve Mechanism
Cover - Remove and Install.
Water temperature regulators
2. Check the lubrication in the valve compartment.

Ensure that there is adequate engine oil flow in
the valve compartment. The passages for the
engine oil must be clean.
Fuel supply
Valve Lash
Adjust the engine valve lash. Refer to Systems
Operation, Testing and Adjusting, Engine Valve Lash
- Inspect/Adjust.
Valve Train Components

1. Inspect the following components of the valve
train:
Rocker arms
Cooling system
Component wear
Recommended Actions
Diagnostic Codes
Use the electronic service tool to check for active
diagnostic codes. Troubleshoot any active diagnostic
codes before continuing with this procedure.
Flash File
Valve lifters
Verify that the correct flash file is installed in the

Engine Control Module (ECM). The flash file that
is installed in the ECM can be displayed on the
Configuration screen on the electronic service tool.
Camshaft
Starting Aids
Valve stems
Block Heater (If Equipped)
Rocker shafts
Ensure that the block heater is functioning correctly.
Pushrods
2. Check the components for the following conditions:

abnormal wear, excessive wear, straightness, and
cleanliness. Replace parts, if necessary.
44
KENR6224
Water Temperature Regulators

Check the water temperature regulators for correct
operation. Refer to Systems Operation, Testing and
Adjusting, Water Temperature Regulator - Test for
the proper procedure.

Use the electronic service tool to perform the cylinder
cutout test. Try to simulate the conditions for the test
that were experienced during operation. Cut out each
cylinder individually for approximately one minute in
order to isolate any misfiring cylinders. If the misfire
can be isolated to a specific cylinder, proceed to
Troubleshooting, Injector Solenoid Circuit - Test.
i02558246
Fuel Dilution of Engine Oil

Probable Causes
Seals on the case of the electronic unit injector or
on the barrel of the electronic unit injector
Seals on the fuel line adapter for the cylinder head

Fuel supply manifold
Fuel Supply
Fuel transfer pump seal
1. Monitor the exhaust for smoke while the engine

is being cranked.
Recommended Actions
If no smoke is present, there may be a fault with

the fuel quality or there may be a fault in the fuel
supply.
Seals on the Case of the Electronic Unit

Injector or on the Barrel of the Electronic
Unit Injector
2. Check the fuel pressure. Refer to Systems

Operation, Testing and Adjusting, Fuel System
Pressure - Test.
Look for signs of damage to the seals for the

electronic unit injectors. Replace any seals that are
leaking.
3. Ensure that the fuel system has been primed.

Refer to the Operation and Maintenance Manual,
Fuel System - Prime for the correct procedure.
Seals on the Fuel Line Adapter for the

Cylinder Head
4. Check for fuel supply lines that are restricted.

operation.
Cooling System
Check for an internal coolant leak. Check for coolant
in the engine oil, coolant in the cylinders, and coolant
in the exhaust system. Refer to Systems Operation,
Testing and Adjusting, Cooling System - Test.
Look for signs of damage to the seals on the fuel line

adapter for the cylinder head. Repair any leaking fuel
lines or components and/or replace any leaking fuel
lines or components.
Electronic Unit Injector

Look for signs of damage to the electronic unit
injectors. If necessary, repair the electronic unit
injectors or replace the electronic unit injectors.
Fuel Supply Manifold

Look for signs of damage to the fuel supply manifold.
Component Wear
Fuel Transfer Pump Seal
Check the following components for excessive wear:
Ensure that the weep hole is not plugged. If

necessary, repair the fuel transfer pump or replace
the fuel transfer pump.
Valves
Pistons
Rings
Cylinder liners
KENR6224
45
i02558247
Intermittent Engine Shutdown
J61/P61 Customer connectors

J300/P300 Connectors for the injector solenoid
harness
Note: Use this procedure only if the engine shut

down completely and it was necessary to restart the
engine.
Probable Causes
Diagnostic codes or event codes
Operating conditions
Electrical connections
Remote shutdown
Circuit breakers and fuses
Fuel supply
Note: If the fault only occurs under certain conditions
such as high engine speed, full load or engine
operating temperature, then perform the test under
those operating conditions.
Recommended Actions
Diagnostic Codes or Event Codes
cause the engine to shutdown. Connect the electronic
service tool and check for active codes and/or for
logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
Operating Conditions
The engine may be shut down due to low pressure
levels or other factors. Connect the electronic service
tool and check for active shutdowns or diagnostic
codes.
If a shutdown is active, Injection Disabled will
appear in the third box of any status screen on the
An engine shutdown event will appear on a J1939
device if the device is capable of displaying diagnostic
codes.
Electrical Connections
J401/P401 and J402/P402 Engine position

sensor connectors
2. Check the associated wiring for the following

conditions: damage, abrasion, corrosion, and
incorrect attachment.
Note: Aftermarket engine protection devices usually
interrupt power to the ECM. Check for correct
installation and for operation of aftermarket engine
protection devices. It may be necessary to bypass
the aftermarket devices in order to continue testing.
Remote Shutdown
1. Access the status screen that displays the remote
shutdown switch status. The remote shutdown
switch status on the electronic service tool is
called Injection Disable.
2. Refer to Table 8 and measure the voltage between
each terminal that is listed and the engine ground.
Table 8
User Shutdown Status
Measured Voltage at
J1-62
Injection Enabled
24 VDC
Injection Disabled
0.9 VDC
3. If the voltage is not in the proper range, refer to

Troubleshooting, Switch Circuits - Test.
Circuit Breakers and Fuses

Check the circuit breakers and fuses. The circuit
breakers may exceed the trip point due to
overheating. Reset the circuit breakers if the circuit
breakers are tripped. Replace any blown fuses.
Fuel Supply
Check for a fault in the fuel supply. Verify that the
fuel pressure is correct. Refer to Systems Operation,
Testing and Adjusting, Fuel System Pressure - Test
for additional information.
1. Check the following connectors for proper

installation:
J1/P1 and J2/P2 connectors for the Electronic

Control Module (ECM)
46
KENR6224
i02558254

NOTICE
Do not operate engine with low oil pressure. Engine
damage will result. If measured engine oil pressure
is low, discontinue engine operation until the fault is
corrected.
Probable Causes
Oil Cooler
Check the oil cooler for plugging or blockage. Clean
the oil cooler core. If necessary, replace the engine
oil cooler. Refer to Disassembly and Assembly, Oil
Cooler - Remove and Disassembly and Assembly,
Oil Cooler - Install.
Fuel Dilution
Check for presence of fuel in lubricating oil. Refer to
the Troubleshooting Guide, Fuel Dilution of Engine
Oil.
Engine oil level
Engine Wear
Engine oil filters and oil filter bypass valve
Inspect the camshaft and/or camshaft bearings

for excessive wear. Inspect the crankshaft and/or
crankshaft bearings. Excessive wear to discrete
components may be an indication of a blocked oil
passage. Use an oil pressure gauge to check the
oil pressure at the main oil gallery. This will help
determine if the excessive wear is from low system
pressure or from passages that are blocked.
Engine oil pump

Engine oil cooler
Fuel dilution
Engine wear
Recommended Actions
i02558264
Low Power
Engine Oil Level

Inspect the engine oil level. If engine oil is low add
engine oil. Refer to the Operation and Maintenance
Manual.
Probable Causes
Engine Oil Filters and Oil Filter Bypass

Valve
Event codes
Check the service records of the engine for

information that is related to the last oil change. If
necessary, perform an oil change on the engine and
replace the engine oil filters.
Diagnostic codes
Engine rating
Cold mode
Check the operation of oil filter bypass valve. Clean

the bypass valve and the housing. If necessary,
install new parts.
Engine Oil Pump
Fuel supply
Check for blockage of the inlet screen for the engine

oil pump. Check the components of the engine oil
pump for excessive wear. If necessary, repair the oil
pump or replace the oil pump.
Inlet manifold pressure sensor, rated fuel position
Circuit for electronic unit injectors
and/or FRC fuel position
KENR6224
47
Recommended Actions
Circuit for the Electronic Unit Injector
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.
Inspect the J2/P2 ECM connector and the J300/P300

electronic unit injector connector for proper
connections. Refer to the Troubleshooting Guide,
Electrical Connectors - Inspect. Cut out each
cylinder in order to isolate a misfiring cylinder or
cylinders. If the results are inconclusive, shut off half
of the cylinders and repeat the cylinder cutout test
on the active cylinders that are remaining in order to
locate those cylinders that are missing. Refer to the
Troubleshooting Guide, Injector Solenoid Circuit Test.

cause poor performance. Connect the electronic
service tool and check for active codes and for logged
codes. Troubleshoot any codes that are present
before continuing with this procedure.
Engine Rating
Verify that the correct engine rating is being used for
the application.
Check the following parameter on the electronic
service tool:
Desired speed input

Verify that the injector trim files are programmed.
Cold Mode
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The engine should
exit cold mode whenever the coolant temperature is
above 18 C (64 F).
Check the associated wiring for damage, abrasion,
corrosion or incorrect attachment on the following
connectors. J1/P1 and J2/P2 ECM connectors,
J61/P61 customer connector (optional), and
J403/P403 throttle position sensor connector. Refer
to the Troubleshooting Guide, Electrical Connectors
- Inspect for additional information.
Fuel Supply
Check for a fault in the fuel supply and verify the fuel
pressure. For further information, refer to Systems
Operation, Testing and Adjusting, Fuel System
Pressure - Test.
Inlet Manifold Pressure Sensor, Rated

Fuel Position and/or FRC Fuel Position
1. With the engine at full load, monitor Fuel Position
and Rated Fuel Limit on the status screen. If
Fuel Position does not equal Rated Fuel Limit,
then check air inlet manifold pressure.
2. Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
3. Monitor air inlet manifold pressure and
atmospheric pressure for normal operation on the
status screen.

Check the air inlet and exhaust systems for
restrictions and for leaks. Refer to Systems
Exhaust System. Look for an indication of the
warning lamp or restriction indicators that are tripped
if the filters are equipped with these devices. These
indicators are associated with plugged filters. Replace
the plugged air filters or clean the plugged air filters.
Repair any leaks that are found in the system.
i02558272
Mechanical Noise (Knock) in

Engine
Probable Causes
Driven equipment
48
KENR6224
Gear train
Cylinder head and related components
i02558282
Noise Coming from Cylinder
Crankshaft and related components

Pistons
Probable Causes
Recommended Repairs
Diagnostic codes
Driven Equipment
Fuel quality
Inspect the alignment and the balance of the driven

equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.

Valve lash
Gear Train
Recommended Actions
Inspect the condition of the gear train.
Diagnostic Codes
Inspect the engine oil filters for nonferrous material.

Flaking of nonferrous material could indicate worn
gear train bearings.
Check for active diagnostic codes on the electronic

service tool. Troubleshoot any active diagnostic
codes before continuing with this procedure.
Cylinder Head and Related Components
Fuel Quality
Inspect the components of the valve train for good

condition. Check for signs of damage and/or wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
Refer to the Operation and Maintenance Manual for

information on the characteristics of the fuel.
Crankshaft
Inspect the crankshaft and the related components.
Inspect the connecting rod bearings and the bearing
surfaces on the crankshaft. Make sure that the
bearings are in the correct position.
Look for worn thrust plates and wear on the
crankshaft.
Check the counterweight bolts.
Pistons
Make sure that the piston pins are correctly installed.
Inspect the pistons for wear or damage.

1. Check the connectors on the Electronic Control
Module (ECM). Check for correct installation of
the J1/P1 and J2/P2 ECM connectors. Inspect the
unit injector wiring harness from the ECM to the
J300/P300 valve cover entry connector. Refer to
the Troubleshooting Guide, Electrical Connectors
- Inspect.
Injector Solenoid Circuit - Test.
3. Perform the Cylinder Cutout Test on the
electronic service tool in order to identify any
injectors that may be misfiring.
Valve Lash
Check the engine valve lash settings. Inspect the
valve train for sufficient lubrication. Check damage to
valve train components which may cause excessive
valve lash. Repair any faults that are found. Refer to
the Troubleshooting Guide, Excessive Valve Lash.
KENR6224
49
i02558285
Poor Acceleration or Response

Probable Causes
Cold mode operation
Flash file
3. Perform the cylinder cutout test on the electronic

service tool in order to identify any injectors that
might be misfiring. Refer to Troubleshooting,
Injector Solenoid Circuit - Test for the proper
procedure.
Fuel Position, Rated Fuel Limit, and FRC

Fuel Position
1. Monitor the status of Fuel Position and Rated
Fuel Limit while the engine is operating under full
load. If Fuel Position equals Rated Fuel Limit
and Fuel Position is less than FRC Fuel Limit,
the electronics are operating correctly. Otherwise,
proceed to the next Step.
Fuel Position, Rated Fuel Limit, and FRC Fuel
2. Verify that there are no active diagnostic codes for

the inlet manifold pressure sensor.
3. Monitor the Intake Manifold Pressure and

Atmospheric Pressure for normal operation.
When the engine is not running, Boost Pressure
should be 0 kPa (0 psi).
Position
Fuel supply
Recommended Actions
Cold Mode Operation
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The engine should
exit cold mode whenever the coolant temperature is
above 18 C (64 F).
Flash File
Verify that the correct flash file is installed.
Check for correct installation of the J1/P1 and J2/P2
connectors for the Electronic Control Module (ECM).
Check for correct installation of the JH300/P300
electronic unit injector connectors. Refer to the

1. Use the electronic service tool to determine if
there are any active diagnostic codes for the
electronic unit injectors.
2. Perform the injector solenoid test on the electronic
service tool in order to determine if all of the
injector solenoids are being energized by the
ECM. Refer to Troubleshooting, Injector Solenoid
Circuit - Test for the proper procedure.

1. Check for an air filter restriction indicator. Clean
plugged air filters or replace plugged air filters.
restrictions and/or leaks. Refer to Systems
Exhaust System.
Fuel Supply
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.

50
KENR6224

helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting, Air in Fuel - Test
operation.
5. Check the fuel pressure after the fuel filter while
the engine is being cranked. Refer to Systems
Operation, Testing and Adjusting for the correct
pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is
still low, check the following items: fuel transfer
pump, fuel transfer pump coupling, and fuel
pressure regulating valve. Refer to Systems
Operation/Testing and Adjusting for more
information.
i02558323
Valve Rotator or Spring Lock

Is Free
Probable Causes
Valve rotator
Spring locks
Valve springs
Valves
Recommended Actions
1. Determine the cause of an engine overspeed that
would crack the valve rotator. Repair the condition.
2. Inspect the following components for damage:
Valve rotators
Spring locks
Valve springs
Valves
Note: Ensure that the valve has not contacted the
piston. If the valve has contacted the piston, check
the exhaust system for debris.
3. Replace any damaged components.
KENR6224
51
Troubleshooting with a
Diagnostic Code
i02559723
Flash Codes
Flash codes are a simple way to alert the operator
that a fault exists with the control system for the
engine or with the operation of the engine. Each
flash code is a two digit number. The diagnostic lamp
flashes in order to identify the flash code.
EXAMPLE
Note: Flash Code 27 would flash on the diagnostic
lamp in the following manner:
Two short flashes
Refer to the Troubleshooting Guide, Diagnostic

Code Cross Reference for the complete list of the
diagnostic codes and a description of each code.
There is a troubleshooting procedure for every
diagnostic code. Refer to the Troubleshooting Guide,
Troubleshooting With A Diagnostic Code.
When a diagnostic code is activated, the Electronic
Control Module (ECM) transmits information about
the code over the J1939 data link. Some J1939
devices may display the code. However, the code will
be displayed with a J1939 Diagnostic Code. Refer to
the Troubleshooting Guide, Diagnostic Code Cross
Reference for a cross-reference between J1939
Diagnostic Code and diagnostic codes.
Do not confuse diagnostic codes with event codes.
Event codes alert the operator that an abnormal
operating condition such as low oil pressure or high
coolant temperature has been detected. Refer to
the Troubleshooting Guide, Troubleshooting with
an Event Code for additional information on event
codes.
Hesitation
Seven short flashes
For the descriptions of the flash codes, refer to
Troubleshooting, Diagnostic Code Cross Reference.
i02559725
Diagnostic Codes
Diagnostic Codes
Diagnostic codes alert the operator that a fault in
the electronic system has been detected. Diagnostic
codes also indicate the nature of the fault to the
service technician. The electronic service tool is
a software program that is designed to run on a
personal computer. Diagnostic codes may be viewed
on a personal computer that has the electronic
service tool software. Diagnostic codes consist of
the component identifier (CID) and the failure mode
identifier (FMI).
Component Identifier (CID) The CID is a number
with three or four digits. The CID indicates the
component that generated the code. For example,
the CID number 0001 identifies the fuel injector for
the number one cylinder.
Failure Mode Identifier (FMI) The FMI is a two
digit code that indicates the type of failure.
Illustration 10
g01117578
Output voltage from a typical analog temperature sensor
52
Illustration 10 indicates the signal range for a typical

analog sensor. Diagnostic codes will be generated if
the sensors output signal is below 0.2 VDC or above
4.8 VDC.
KENR6224
i02558820
Diagnostic Code Cross

Reference
Active Diagnostic Codes

An active diagnostic code represents a fault in the
electronic control system. Correct the fault as soon
as possible.
Faults in the electronic control system are reported

via these types of codes: flash codes, CID/FMI
diagnostic codes, and event codes.
When the ECM generates an active diagnostic code,

the Active Alarm indicator (Engine Control Alarm
Status on the electronic service tool) is activated
in order to alert the operator. If the condition that
generated the code is momentary, the message
disappears from the list of active diagnostic codes.
The diagnostic code becomes logged.
For information on flash codes, refer to

Troubleshooting, Flash Codes.
Logged Diagnostic Codes

When the ECM generates a diagnostic code, the
ECM logs the code in permanent memory. The
ECM has an internal diagnostic clock. Each ECM
will record the following information when a code is
generated:
For information on CID/FMI codes, refer to

Troubleshooting, Diagnostic Codes.
For information on event codes, refer to
Troubleshooting, Event Codes.
Use Table 10 as a cross-reference between the
various types of codes.
The hour of the first occurrence of the code

The hour of the last occurrence of the code
The number of occurrences of the code
This information is a valuable indicator for
troubleshooting intermittent faults.
A code is cleared from memory when one of the
following conditions occur:
The service technician manually clears the code.

The code does not recur for 100 hours.
A new code is logged and there are already ten
codes in memory. In this case, the oldest code is

cleared.
Some diagnostic codes may be easily triggered.

Some diagnostic codes may log occurrences that did
not result in complaints. The most likely cause of an
intermittent fault is a faulty connection or damaged
wiring. The next likely cause is a component failure.
The least likely cause is the failure of an electronic
module. Diagnostic codes that are logged repeatedly
may indicate a fault that needs special investigation.
Note: Always clear logged diagnostic codes after
investigating and correcting the fault which generated
the code.
KENR6224
53
Table 9
Cross Reference for Diagnostic Codes

Flash Code
CID(1)/FMI(2) Code
J1939
Diagnostic
Code
71
0001-11
J0651-11
Cylinder #1 Injector other failure mode
72
0002-11
J0652-11
73
0003-11
J0653-11
74
0004-11
J0654-11
75
0005-11
J0655-11
76
0006-11
J0656-11
21
0041-03
J0678-3
8 Volt DC Supply voltage above normal
21
0041-04
J0678-4
8 Volt DC Supply voltage below normal
32
0091-08
J0091-8
Throttle Position Sensor abnormal frequency, pulse width, or period
24
0100-03
J0100-3
Engine Oil Pressure Sensor voltage above normal
24
0100-04
J0100-4
Engine Oil Pressure Sensor voltage below normal
27
0110-03
J0110-3
Engine Coolant Temperature Sensor voltage above normal
27
0110-04
J0110-4
Engine Coolant Temperature Sensor voltage below normal
51
0168-02
J0168-2
Electrical System Voltage erratic, intermittent, or incorrect
38
0172-03
J0172-3
Intake Manifold Air Temperature Sensor voltage above normal
38
0172-04
J0172-4
Intake Manifold Air Temperature Sensor voltage belowe normal
13
0174-03
J0174-3
Fuel Temperature Sensor voltage above normal
13
0174-04
J0174-4
Fuel Temperature Sensor voltage below normal
34
0190-02
J0190-2
Engine Speed Sensor erratic, intermittent, or incorrect
34
0190-09
J0190-9
Engine Speed Sensor abnormal update rate
34
0190-11
J0190-11
Engine Speed Sensor mechanical failure
34
0190-12
J0190-12
Engine Speed Sensor failure
58
0247-09
J0639-09
SAE J1939 Data Link abnormal update rate
0248-09
Perkins Data Link not communicating
0253-02
Personality Module erratic, intermittent, or incorrect
0254-12
Electronic Control Module Error
42
0261-13
J0637-13
Engine Timing Calibration calibration required
21
0262-03
J0620-03
5 Volt Sensor DC Power Supply voltage above normal
21
0262-04
J0620-04
5 Volt Sensor DC Power Supply voltage below normal
56
0268-02
J0630-02
Programmed Parameter Fault erratic, intermittent, or incorrect
25
0273-03
J0102-03
Turbocharger Outlet Pressure Sensor voltage above normal
25
0273-04
J0102-04
Turbocharger Outlet Pressure Sensor voltage below normal
26
0274-03
J0108-03
Atmospheric Pressure Sensor voltage above normal
26
0274-04
J0108-04
Atmospheric Pressure Sensor voltage below normal
34
0342-02
J0723-2
Secondary Engine Speed Sensor erratic, intermittent, or incorrect
34
0342-11
J0723-11
Secondary Engine Speed Sensor other failure mode
34
0342-12
J0723-12
Secondary Engine Speed Sensor failure
Description of Diagnostic Code
(continued)
54
KENR6224
(Table 9, contd)
Cross Reference for Diagnostic Codes

Flash Code
CID(1)/FMI(2) Code
J1939
Diagnostic
Code
0799-12
Need Service tool update
Throttle #2 Position Sensor abnormal frequency, pulse width, or

period
(1)
(2)
1690-08
Description of Diagnostic Code
Component Identifier
Failure Mode Identifier
Table 10
Cross Reference for Event Codes

Flash Code
Event Code
J1939 Event
Code
E085
E162-1
J0102-15
High Boost Pressure (Warning)
E162-2
J0102-16
High Boost Pressure (Alert)
E255-1
46
E360-1
J0100-17
Low Engine Oil Pressure (Warning)
46
E360-2
J0100-18
Low Engine Oil Pressure (Alert)
46
E360-3
J0100-01
Low Engine Oil Pressure (Shutdown)
61
E361-1
J0110-15
High Engine Coolant Temperature (Warning)
61
E361-2
J0110-16
High Engine Coolant Temperature (Alert)
61
E361-3
J0110-00
High Engine Coolant Temperature (Shutdown)
35
E362-1
J0190-15
Engine Overspeed (Warning)
35
E362-2
J0190-16
Engine Overspeed (Alert)
35
E362-3
J0190-00
Engine Overspeed (Shutdown)
65
E363-1
J0174-15
High Fuel Supply Temperature (Warning)
65
E363-2
J0174-16
High Fuel Supply Temperature (Alert)
E368-1
J0172-15
High Intake Manifold Air Temperature (Warning)
E368-2
J0172-16
High Intake Manifold Air Temperature (Alert)
Description of Event Code

Engine Shutdown Overridden
Diagnostic Reset
i02559726
CID 0001 FMI 11

Conditions Which Generate This Code:
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
electronic unit injector.
If the cause of the diagnostic code is a fault in the

common wire, two cylinders will be affected because
of the shared common wire for the electronic unit
injectors.
System Response:
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the electronic unit
injector after the code has been logged.
The electronic unit injector may not operate while the
condition exists.
KENR6224
55
Engine misfires

of the shared common wire for the injectors.
Low power
System Response:
Perform the following diagnostic procedure: Injector

Solenoid Circuit - Test
continue to attempt to operate the injector after the
code has been logged.
Possible Performance Effect:
Results:
The injector may not operate while the condition

exists.
OK STOP.
i02559727
CID 0002 FMI 11
Engine misfires
Low power

The Electronic Control Module (ECM) is attempting

to operate the injector. The ECM detects an open
circuit or a short circuit in the circuit for the injector.
Results:

of the shared common wire for the injectors.
System Response:
continue to attempt to operate the injector after the
code has been logged.
The injector may not operate while the condition
exists.
OK STOP.
i02559729
CID 0004 FMI 11

injectors.
Engine misfires
Low power
Results:
OK STOP.
i02559728
CID 0003 FMI 11
System Response:
condition exists.
Engine misfires
Low power
The Electronic Control Module (ECM) is attempting

to operate the injector. The ECM detects an open
circuit or a short circuit in the circuit for the injector.

56
KENR6224

injectors.
Results:
OK STOP.
i02561040
CID 0005 FMI 11
System Response:

injectors.
System Response:

condition exists.
Engine misfires
Low power
Results:
condition exists.
OK STOP.
i02559721
CID 0041 FMI 03
Engine misfires
Low power
The voltage level of the 8 volt supply is above normal.

System Response:
Results:
OK STOP.
i02561042
CID 0006 FMI 11
The Electronic Control Module (ECM) will log the

diagnostic code. The diagnostic code can be viewed
on a display module or on the electronic service tool.
The ECM flags all digital sensors as invalid data and
all digital sensors are set to the respective default
values.
The engine may experience low power.

Troubleshooting:

Perform the following diagnostic procedure: Digital

Sensor Supply Circuit - Test
Results:
OK STOP.
KENR6224
57
i02559722
i02561050
CID 0041 FMI 04
CID 0100 FMI 03
The output voltage of the 8 volt supply falls below 7.5

VDC for at least two seconds.
The Electronic Control Module (ECM) detects a

signal voltage that is above normal.
System Response:
System Response:

diagnostic code. The diagnostic code can be viewed
on a display module or on the electronic service tool.
The ECM flags all digital sensors as invalid data and
all digital sensors are set to the respective default
values.
The code is logged. The ECM flags oil pressure as

invalid data and a default value is used.
Troubleshooting:
Low power
Perform the following diagnostic procedure: Engine

Pressure Sensor Open or Short Circuit - Test
Troubleshooting:
Perform the following diagnostic procedure: Digital
Sensor Supply Circuit - Test
There are no performance effects.
Results:
OK STOP.
Results:
i02561052
CID 0100 FMI 04
OK STOP.
i02561043
CID 0091 FMI 08

The Electronic Control Module (ECM) detects an
incorrect frequency on the throttle signal.
System Response:
The code is logged. The ECM flags the throttle
position as invalid data and a default value of zero
percent is used.
The engine speed changes to the default selected

speed of 1500 rpm or 1800 rpm.
Troubleshooting:
Perform the following diagnostic procedure: Throttle
Position Sensor Circuit - Test

signal voltage that is below normal.
System Response:
The code is logged. The ECM flags oil pressure as
invalid data and a default value is used.

Troubleshooting:
Results:
OK STOP.
Results:
OK STOP.
58
KENR6224
i02561114
CID 0110 FMI 03
The signal voltage from the engine coolant

temperature sensor is less than 0.2 VDC for more
than eight seconds.
System Response:

The Electronic Control Module (ECM) detects the
following conditions:
The engine has been running for more than seven

minutes.
The signal voltage from the engine coolant
temperature sensor is greater than 4.95 VDC for

more than eight seconds.
The ECM will log the diagnostic code. The check

engine lamp will illuminate after a delay.
The ECM will set the value of the coolant temperature
to a default value.
The engine will not go into cold mode while the
diagnostic code is active.
The ECM will activate the cooling fan after this code
has been active for more than eight seconds.
System Response:
Troubleshooting:
The ECM will log the diagnostic code if the engine

has been running for more than seven minutes. The
check engine lamp will illuminate after a delay.

Temperature Sensor Open or Short Circuit - Test
The ECM will set the value of the coolant temperature

to a default value.
Results:
OK STOP.
The engine will not go into cold mode while this

diagnostic code is active.
The ECM will activate the cooling fan after this code
has been active for more than eight seconds.
i02561134
CID 0168 FMI 02

None
Troubleshooting:
Results:
While the engine is running, the battery voltage drops

below 9 VDC intermittently, or the battery voltage
drops below 9 VDC three times in a seven second
period.
System Response:
diagnostic code.
OK STOP.

i02561126
CID 0110 FMI 04
The engine may misfire and/or shutdown

Troubleshooting:
Perform the following diagnostic procedure:

Electrical Power Supply Circuit - Test

Results:
The engine has been running for more than seven

minutes.
OK STOP.
KENR6224
59
i02562200
CID 0172 FMI 03
Results:
OK STOP.
i02562205
CID 0174 FMI 03
The engine coolant temperature is above 10 C

(14 F). The signal voltage from the inlet manifold
air temperature sensor is greater than 4.95 VDC for
more than eight seconds.

signal voltage that is above normal.
System Response:
diagnostic code. The ECM flags the inlet manifold
air temperature as invalid data and a default value
of 40 C (104 F) is used.
System Response:
The code is logged. The ECM flags the fuel

temperature as invalid data and a default value of
50 C (122 F) is used.
None
Troubleshooting:
Low power

Troubleshooting:
Results:

Results:
OK STOP.
OK STOP.
i02562201
CID 0172 FMI 04
i02562207
CID 0174 FMI 04

The signal voltage from the inlet manifold temperature
sensor is less than 0.2 VDC for more than eight
seconds.
System Response:

signal voltage that is below normal.
System Response:
The code is logged. The ECM will flag the inlet

manifold temperature as invalid data and the inlet
manifold temperature is set to a default value of
40 C (104 F).
The code is logged. The ECM flags the fuel

temperature as invalid data and a default value of
50 C (122 F) is used.
None
Low power
Troubleshooting:
Troubleshooting:


60
KENR6224
Results:
System Response:
OK STOP.

diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
i02562214
CID 0190 FMI 02
Engine misfires
Engine shutdown
The engine speed is greater than 120 rpm.

The pattern for the timing ring is erratic, intermittent
Note: The engine will shut down only if the signals

from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
System Response:
Troubleshooting:


Speed/Timing Sensor Circuit - Test
OK STOP.
or incorrect for five seconds.
Results:
Engine misfires
i02562217
Engine shutdown
CID 0190 FMI 11

Troubleshooting:

The signal from one of the position sensors is
Results:
System Response:
OK STOP.

i02562216
CID 0190 FMI 09
missing for five seconds.
Engine misfires

The pattern for the timing ring is abnormal for five
seconds.
Engine shutdown
Troubleshooting:
KENR6224
61
Results:
OK STOP.
The engine may not operate correctly and/or the

equipment may not have engine speed control.
i02562218
CID 0190 FMI 12
Troubleshooting:
Perform the following diagnostic procedure: CAN
Data Link Circuit - Test
Results:
OK STOP.
The timing ring is damaged or one of the position

sensors is damaged.
i02562252
CID 0248 FMI 09
System Response:

The signal from the data link is noisy or intermittent.
System Response:
Engine misfires

diagnostic code.
Engine shutdown
Troubleshooting:
Results:

None
Troubleshooting:
Perform the following diagnostic procedure: Data
Link Circuit - Test
Results:
OK STOP.
OK STOP.
i02562259
i02562250
CID 0247 FMI 09

The Electronic Control Module (ECM) has detected a
loss of communications with the J1939 data link.
Ensure that all flash files in the control system are
current.
System Response:
CID 0253 FMI 02

The flash file that is used for replacement is for
a different engine family or for a different engine
application.
System Response:
The electronic service tool will not be able to clear
the code.
The ECM will log the diagnostic code.
62
KENR6224
Troubleshooting:
The fuel injection system is disabled and the
Refer to the Troubleshooting Guide, Replacing the

ECM.
Troubleshooting:
Results:
Check the Part Number of the Flash File
OK STOP.
engine will not start.
A. Restore the electrical power to the Electronic

Control Module (ECM).
B. Verify that the part number for the flash file agrees
with the latest update that is available on PTMI.
i02562306
CID 0261 FMI 13
Expected Result:
The correct flash file is installed in the ECM.

Results:
The timing has not been calibrated since the

Electronic Control Module (ECM) was installed or the
calibration is incorrect.
OK The correct flash file is installed in the ECM.
System Response:
Repair: The engine will not start until the 0253-02

diagnostic code is cleared. Clearing this code
requires factory passwords.
Acquire factory passwords. Clear the 0253-02

diagnostic code. Return the engine to service.
The ECM uses default timing.
Engine misfires
STOP.
Not OK The correct flash file is not installed in
Low power
the ECM.
Reduced engine speed
Repair: Flash program the ECM with the correct

flash file. Refer to the Troubleshooting Guide,
Flash Programming. Verify that the fault has been
eliminated.
White exhaust smoke

Increased exhaust emissions
Troubleshooting:
STOP.
i02562261
CID 0254 FMI 12

Speed/Timing Sensor - Calibrate
Results:
OK STOP.
There is an internal fault in the Electronic Control
Module (ECM).
i02562312
CID 0262 FMI 03
System Response:

The voltage level of the 5 volt supply is greater than
5.16 VDC for more than one second.
The engine may not operate correctly.
KENR6224
63
System Response:
The code is logged. The ECM sets all of the pressure

sensors to the respective default values.
Engine performance may be affected by the

unprogrammed parameters. The ECM may use a
default torque map or the ECM may limit the engine
to low idle.
Engine power is reduced.
Troubleshooting:
Troubleshooting:
Program the system configuration parameters. Refer

to the Troubleshooting Guide, System Configuration
Parameters for additional information.
Perform the following diagnostic procedure: 5 Volt

Engine Pressure Sensor Supply Circuit - Test
Results:
Results:
OK STOP.
OK STOP.
i02561079
i02562342
CID 0262 FMI 04
CID 0273 FMI 03


The voltage level of the 5 volt supply is less than 4.84
VDC for more than one second.
System Response:
The signal voltage from the inlet manifold pressure

sensor is above normal.
System Response:
The code is logged. The ECM sets all of the pressure

sensors to the respective default values.

diagnostic code. The ECM will flag the inlet manifold
pressure as invalid data and a default value is used.
Engine power is reduced.
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: 5 Volt

Engine Pressure Sensor Supply Circuit - Test

Results:
Results:
OK STOP.
OK STOP.
i02562385
i02561110
CID 0268 FMI 02
CID 0273 FMI 04
One or more of the programmable parameters have

not been programmed.
The signal voltage from the inlet manifold pressure

sensor is below normal.
System Response:
The Electronic Control Module (ECM) will activate
the diagnostic code.
64
KENR6224
System Response:
System Response:

diagnostic code. The ECM will flag the inlet manifold
pressure as invalid data and a default value is used.
The Electronic Control Module (ECM) will log

the diagnostic code. The ECM flags atmospheric
pressure as invalid data and a default value of
100 kPa (14.5 psi) is used.
Low power
Troubleshooting:
Results:
Troubleshooting:
Results:
OK STOP.
OK STOP.
i02562416
CID 0274 FMI 03
i02563042
CID 0342 FMI 02

The signal voltage from the atmospheric pressure
sensor is above 4.8 VDC for at least eight seconds.
System Response:
The Electronic Control Module (ECM) will log
the diagnostic code. The ECM flags atmospheric
pressure as invalid data and a default value of
100 kPa (15 psi) is used.


The pattern for the timing ring is erratic, intermittent
or incorrect for five seconds.
System Response:
The ECM will log the diagnostic code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
Low power
Troubleshooting:
Engine misfires
Results:
Engine shutdown
OK STOP.
Note: The engine will shut down only if signals from

both the crankshaft position sensor and the camshaft
position sensor are abnormal.
i02562429
CID 0274 FMI 04
Troubleshooting:

The signal voltage from the atmospheric pressure
sensor is below 0.2 VDC for at least eight seconds.
Results:
OK STOP.
KENR6224
65
i02563070
CID 0342 FMI 11
Engine misfires
Engine shutdown


Troubleshooting:

The signal from the camshaft position sensor is
missing for five seconds.

Results:
System Response:
OK STOP.
i02563588
CID 0799 FMI 12
Engine misfires
Engine shutdown


following condition:
The software for the electronic service tool is too

old.
Troubleshooting:
Results:
System Response:
The electronic service tool will not display every
diagnostic code or every event code.
OK STOP.
None
i02563585
CID 0342 FMI 12

Troubleshooting:
Obtain the current version of the software for the
electronic service tool. Contact Perkins Engine
Company Limited for further information.
Results:
OK STOP.

The timing ring or the camshaft position sensor is
damaged.
System Response:
66
KENR6224
i02563586
CID 1690 FMI 08

Although the signal from the analog throttle is within
the normal range of 0.5 Volts to 4.5 Volts, the signal
has an abnormal frequency, an abnormal pulse width
or an abnormal time period.
System Response:
diagnostic code.
The engine speed changes to the default selected
speed of 1500 rpm or 1800 rpm.
Troubleshooting:
Perform the following diagnostic procedure: Analog
Throttle Circuit - Test
Results:
OK STOP.
KENR6224
67
Troubleshooting with an
Event Code
i02564763
Event Codes
Event codes alert the operator that an abnormal
engine operating condition such as low oil pressure or
high coolant temperature has been detected. When
the event code is generated, the event is active.
Active Event Codes

An active event code represents a fault with engine
operation. Correct the fault as soon as possible.
Active event codes are listed in ascending numerical
order. The code with the lowest number is listed first.
Illustration 11 is an example of the operating range of
a temperature sensor. Do not use the illustration to
troubleshoot temperature sensors.
Illustration 11
g01138880
Example of the typical operating range of a temperature sensor

(1) This area represents the normal operating range of the
parameter. The normal output voltage of the sensor is between
0.2 VDC and 4.2 VDC.
(2) In this area, the temperature above 107 C (225 F) is higher
than normal. The output voltage of the sensor will generate an
event code. The sensor does not have an electronic fault.
(3) In these areas, the output voltage of the sensor is too high
or too low. The voltage is outside of the normal range. The
electronic fault will generate a diagnostic code. Refer to
Troubleshooting, Troubleshooting with a Diagnostic Code for
additional information on diagnostic codes.
Events are represented in two formats. In the first

format, the E means that the code is an event
code. The XXX represents a numeric identifier for
the event code. This is followed by a description of
the code. If a warning, a derate, or a shutdown is
applicable, the numeric identifiers are different. Refer
to the following example:
E004 Engine Overspeed Shutdown

In the second format, the E means that the
code is an event code. The XXX-X represents a
numeric identifier for the event code. The fourth X
identifies the event as a warning, an action alert, or
a shutdown. This is followed by a description of the
code. Refer to the following example:
68
KENR6224
E360-1 Low Oil Pressure Warning
Troubleshooting
E360-2 Low Oil Pressure Action Alert
For basic troubleshooting of the engine, perform the

following steps in order to diagnose a fault:
E360-3 Low Oil Pressure Shutdown

The definition for a warning, an action alert and a
shutdown are defined below:
1. Obtain the following information about the fault:
The event and the time of the event
Warning This condition represents a serious fault

with engine operation. However, this condition does
not require an action alert or a shutdown.
Determine the conditions for the event. The
Action Alert For this condition, the OEM control

panel may shut down the engine.
Determine if there are any systems that were
Shutdown For this condition, the ECM should shut

down the engine.
conditions will include the engine rpm and the

load.
installed by the dealer or by the customer that
could cause the event.
Determine whether any additional events

occurred.
Logged Event Codes

When the ECM generates an event code, the ECM
logs the code in permanent memory. The ECM has
an internal diagnostic clock. The ECM will record
the following information when an event code is
generated:
The hour of the first occurrence of the code

The hour of the last occurrence of the code
The number of occurrences of the code
Logged events are listed in chronological order. The
most recent event code is listed first.
This information can be helpful for troubleshooting
intermittent faults. Logged codes can also be used to
review the performance of the engine.
Clearing Event Codes

A code is cleared from memory when one of the
following conditions occur:
2. Verify that the fault is not due to normal engine

operation. Verify that the fault is not due to error of
the operator.
3. Narrow the probable cause. Consider the operator
information, the conditions of operation, and the
history of the engine.
4. Perform a visual inspection. Inspect the following
items:
Fuel supply
Oil level
Oil supply
Wiring
Connectors
Be sure to check the connectors. This is very
important for faults that are intermittent. Refer to
Troubleshooting, Electrical Connectors - Inspect.
A new code is logged and there are already ten
If these steps do not resolve the fault, identify the

procedures in this manual that best describe the
event. Check each probable cause according to the
tests that are recommended.
The service technician manually clears the code.
Trip Points for the Monitoring

System
The code does not recur for 100 hours.

codes in memory. In this case, the oldest code is
cleared.
Always clear logged event codes after investigating

and correcting the fault which generated the code.
The monitoring system determines the level of action

that is taken by the ECM in response to a condition
that can damage the engine. When any of these
conditions occur, the appropriate event code will trip.
KENR6224
69
Table 11 contains the conditions that are monitored

and the default trip points for each condition.
Each condition has an associated parameter. The
settings for each parameter can be viewed with the
electronic service tool. The trip points for some of
the parameters may be adjustable with the electronic
service tool.
Table 11
Event Code
E162
Parameter
State
Trip Point
Delay Time
High Boost Pressure
-1
Warn Operator (1)
On
300 kPa (43.5 psi)
30 seconds
-2
Action Alert (2)
Always On
None
5 seconds
E360
-1
Warn Operator (1)
On
300 kPa (43.5 psi)
60 seconds
-2
Action Alert (2)
Always On
None
2 seconds
-3
Engine Shutdown (3)
Always On
None
2 seconds
E361
High Engine Coolant Temperature
-1
Warn Operator (1)
On
104 C (2190 F)
60 seconds
-2
Action Alert (2)
Always On
105 C (221 F)
10 seconds
-3
Engine Shutdown (3)
Always On
108 C (226 F)
10 seconds
E362
Engine Overspeed
-1
Warn Operator (1)
On
2000 RPM
1 second
-2
Action Alert (2)
Always On
2050 RPM
1 second
-3
Engine Shutdown (3)
Always On
2140 RPM
0 second
E363
High Fuel Supply Temperature
-1
Warn Operator (1)
On
60 C (140 F)
60 seconds
-2
Action Alert (2)
Always On
68 C (154 F)
60 seconds
E368
High Engine Intake Manifold Air Temperature
-1
Warn Operator (1)
On
75 C (167 F)
60 seconds
-2
Action Alert (2)
Always On
78 C (172 F)
10 seconds
i02564844
E162 High Boost Pressure

E162-1 (Warning)
None
E162-2 (Action Alert)
The Electronic Control Module (ECM) detects one of

the following conditions:
The engine may be shut down by the OEM control

panel.
Engine overload
Troubleshooting:
System Response:
The engine may be overloaded.
The event code will be logged.
Reduce the load on the engine.
70
KENR6224
b. Oil pump gears that have too much wear will

cause a reduction in oil pressure. Repair the
engine oil pump.
Results:
OK STOP.
i02564766
E360 Low Engine Oil Pressure

The Electronic Control Module (ECM) detects a fault
with the engine oil pressure. Information on default
settings and ranges for this event can be found in
System Response:
E360-1 (Warning)
None
panel.
E360-3 (Shutdown)
C. The inlet screen of the oil suction tube for the

engine oil pump can have a restriction. This
restriction will cause cavitation and a loss of
engine oil pressure. Check the inlet screen on
the oil pickup tube and remove any material that
may be restricting engine oil flow. Low engine oil
pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring
seal.
D. If the engine oil bypass valves are held in the
open position, a reduction in the oil pressure can
be the result. This may be due to debris in the
engine oil. If the engine oil bypass valves are
stuck in the open position, remove each engine
oil bypass valve and clean each bypass valve in
order to correct this fault. You must also clean
each bypass valve bore.
E. Engine oil that is contaminated with fuel or coolant
will cause low engine oil pressure. High engine
oil level in the crankcase can be an indication of
contamination.
F. Excessive clearance at engine bearings will
cause low engine oil pressure. Check the engine
components for excessive bearing clearance.
The engine will shut down.
G. An oil line that is open, broken, or disconnected

will cause low engine oil pressure.
Troubleshooting:
Expected Result:
There may be a fault in the lubrication system for

the engine.
An inspection of the lubrication system for the engine

indicated a fault.
Check the Engines Lubrication System
Results:
A. Check the engine oil level. If the oil level is below

the supply tube for the oil pump, the oil pump will
not have the ability to supply enough lubrication to
the engine components. If the engine oil level is
low, add engine oil in order to obtain the correct
engine oil level.
OK There is a fault in the lubrication system for

the engine.
Repair: Repair the fault. Ensure that the repair

eliminates the fault.
STOP.
B. Check the following faults that may occur to the

engine oil pump:
a. Air leakage in the supply side of the oil pump
will also cause cavitation and loss of oil
pressure. Check the supply side of the oil pump
and make necessary repairs.
KENR6224
71
i02564767
E361 High Engine Coolant

Temperature
in the engine cooling system. Information on default
settings and ranges for this event can be found in
System Response:
E361-1 (Warning)


panel.
E361-3 (Shutdown)
The engine will be shut down.

Troubleshooting:
There may be a fault in the engine cooling system.
Check the Engines Cooling System

A. Verify that the cooling system is filled to the proper
level. If the coolant level is too low, air will get into
the cooling system. Air in the cooling system will
cause a reduction in coolant flow.
B. Check the radiator or the heat exchanger for a
restriction to coolant flow.
a. Check for debris or damage between the fins
of the radiator core. Debris between the fins of
the radiator core restricts air flow through the
radiator core.
b. Check internally for debris, dirt, or deposits on
the radiator core. Debris, dirt, or deposits will
restrict the flow of coolant through the radiator.
C. Check the concentration of the Extended Life
Coolant (ELC). Make sure that the coolant
mixture meets recommendations. Refer to the
Operation and Maintenance Manual, Fluid
Recommendations.
D. Check the water temperature regulator. A water

temperature regulator that does not open, or a
water temperature regulator that only opens part
of the way can cause overheating.
E. Check the water pump. A water pump with a
damaged impeller does not pump enough coolant.
Remove the water pump and check for damage
to the impeller.
F. If the cooling system for this application is
equipped with a fan, check the operation of the
fan. A fan that is not turning at the correct speed
can cause improper air speed across the radiator
core. The lack of proper air flow across the
radiator core can cause the coolant not to cool to
the proper temperature differential.
G. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system are
the incorrect filling of the cooling system and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket.
H. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
kinked or crushed during operation. These areas
of the hose can restrict the coolant flow. Hoses
become soft and/or get cracks after a period of
time. The inside of a hose can deteriorate, and the
loose particles of the hose can restrict the coolant
flow.
I. If the cooling system for this application is
equipped with an expansion tank, check the shunt
line for the expansion tank. The shunt line must be
submerged in the expansion tank. A restriction of
the shunt line from the expansion tank to the inlet
of the jacket water pump will cause a reduction in
water pump efficiency. A reduction in water pump
efficiency will result in low coolant flow.
J. If the cooling system for this application
is equipped with an aftercooler, check the
aftercooler. A restriction of air flow through the air
to air aftercooler can cause overheating. Check
for debris or deposits which would prevent the free
flow of air through the aftercooler.
K. Check for a restriction in the air inlet system. A
restriction of the air that is coming into the engine
can cause high cylinder temperatures. High
cylinder temperatures cause higher than normal
temperatures in the cooling system.
L. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
72
KENR6224
M. Consider high ambient temperatures. When

ambient temperatures are too high for the rating
of the cooling system, there is not enough of a
temperature difference between the ambient air
and coolant temperatures.
N. Consider high altitude operation. The cooling
capability of the cooling system is reduced at
higher altitudes. A pressurized cooling system that
is large enough to keep the coolant from boiling
must be used.
O. The engine may be running in the lug condition.
When the load that is applied to the engine is
too large, the engine will run in the lug condition.
When the engine is running in the lug condition,
engine rpm does not increase with an increase of
fuel. This lower engine rpm causes a reduction in
coolant flow through the system.
Expected Result:
A thorough inspection of the cooling system revealed
a fault.

panel.
E362-3 (Shutdown)
The engine will be shut down.
Troubleshooting:
The operator may be operating the machine
incorrectly.
The governor gain may be set incorrectly.
Talk to the Operator

Determine the events that caused the overspeed of
the engine.
If necessary, adjust the gains on the governor.
Results:
OK STOP.
Results:
i02564853
OK There is a fault in the cooling system.

STOP.

i02564769
E362 Engine Overspeed

The Electronic Control Module (ECM) detects an
overspeed condition. Information on default settings
and ranges for this event can be found in the
Troubleshooting Guide, Event Codes.
System Response:
E362-1 (Warning)
None
E363 High Fuel Supply

Temperature
The temperature of the fuel has exceeded the trip

point. Information on default settings and ranges for
this event code can be found in the Troubleshooting
Guide, Event Codes.
System Response:
The event code is logged.
E363-1 (Warning)
None
The OEM control panel may shut down the engine.
Troubleshooting:
Check the Fuel System

Check the fuel system. If equipped, check the fuel
cooler.
KENR6224
73
Expected Result:
A thorough inspection of the fuel system revealed a
fault.
Results:
OK There is a fault in the fuel system.

Repair: Make the necessary repairs. Verify that
the repair eliminates the fault.
STOP.
i02565203
E368 High Intake Manifold Air

Temperature
in the inlet manifold air temperature. Information on
default settings and ranges for this event can be
found in the Troubleshooting Guide, Event Codes.
System Response:
E368-1 (Warning)
None
The OEM control panel may shut down the engine.
Troubleshooting:
Inlet manifold air temperature can be high for the
following reasons:
Engine cooling system

High ambient air temperature
High inlet air restriction and/or high altitude
Restriction in the exhaust system
Faulty inlet manifold temperature sensor and/or
circuit
Perform the following Inspections
a. Verify that the cooling system is filled to the

proper level. If the coolant level is too low,
air will get into the cooling system. Air in the
cooling system may cause cavitation. This will
cause a reduction in coolant flow which can
damage a cooling system.
b. Check the quality of the coolant. Follow
the recommendations in the Operation and
Maintenance Manual.
c. Check for adequate coolant flow through
the radiator. Check the inlet temperature of
the coolant at the radiator inlet. Compare
the reading to the regulated temperature.
If the temperature is OK, check the outlet
temperature of the coolant at the radiator
outlet. A high temperature differential indicates
an insufficient flow rate.
d. Check for air in the cooling system. Air can
enter the cooling system in different ways. The
most common causes of air in the cooling
system are the incorrect filling of the cooling
system and combustion gas leakage into
the cooling system. Combustion gas can get
into the system through a cracked cylinder
liner, damaged cylinder liner seals, a cracked
cylinder head, or a damaged cylinder head
gasket.
e. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be
seen. Hoses that have no visual leaks can
soften during operation. The soft areas of the
hose can become kinked during operation.
These areas can also collapse during
operation. These areas of the hose can restrict
the coolant flow. Hoses become soft and/or get
cracks after a period of time. The inside of a
hose can deteriorate, and the loose particles of
the hose can restrict the coolant flow.
f. Check the water pump. A water pump with
a damaged impeller does not pump enough
coolant. Remove the water pump and check for
damage to the impeller.
g. Check the water temperature regulator. A water
temperature regulator that does not open, or a
water temperature regulator that only opens
part of the way can cause overheating.
h. If the cooling system is equipped with an
aftercooler, check the aftercooler. A restriction
of air flow through the air to air aftercooler can
cause overheating of the engine. Check for
debris or deposits which would prevent the free
flow of air through the aftercooler.
A. Check for Cooling System Faults
74
i. The engine may be running excessively in the

lug condition. When the load that is applied to
the engine is too large, the engine will run in
the lug condition. When the engine is running in
the lug condition, engine rpm does not increase
with an increase of fuel. This lower engine rpm
causes a reduction in coolant flow through the
system. The lug condition causes excess heat
from the increase in fuel consumption.
B. Check for High Ambient Air Temperature
a. Determine if the ambient air temperature
is within the design specifications for the
cooling system. When ambient temperatures
are too high for the rating of the cooling
system, there is not enough of a temperature
difference between the ambient air and coolant
temperatures.
KENR6224
Expected Result:
A fault has been found in the cooling system and/or
the related engine systems.
Results:
OK A thorough inspection revealed a fault.

STOP.
b. Determine the cause of the high air

temperature. Correct the situation, when
possible.
C. Check for High Inlet Air Restriction and/or
High Altitude Operation
a. When inlet air pressure is low, the turbocharger
works harder in order to achieve the desired
inlet manifold pressure. This increases inlet air
temperature.
b. Measure the inlet air pressure while the engine
is operating under load. For specific data, refer
to the Technical Data Sheets for the engine.
c. Check for plugged air filters. Check for
obstructions to the air inlet. A restriction of
the air that enters the engine can cause
high cylinder temperatures. High cylinder
temperatures cause higher than normal
temperatures in the cooling system.
d. Replace the air filters and/or remove the
obstruction from the air inlet.
e. Consider high altitude operation. The cooling
capability of the cooling system is reduced at
higher altitudes. A pressurized cooling system
that has been designed for the higher altitudes
must be used. Ensure that the engine is
configured for high altitude operation.
D. Check for Exhaust System Restriction
Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
KENR6224
75
Diagnostic Functional
Tests
i02565206
5 Volt Engine Pressure Sensor

Supply Circuit - Test
System Operation Description:
The Electronic Control Module (ECM) creates a
regulated voltage of 5.0 0.2 VDC that is supplied
to terminal 1 of the harness connectors for these
sensors:

Engine oil pressure sensor
This procedure covers the following diagnostic codes:
262-03 5 Volt Sensor DC Power Supply voltage

above normal

below normal
A +5 V diagnostic code is probably caused by a short

circuit to ground or a short circuit to another voltage
source in the harness. The next likely cause is a faulty
sensor. The least likely cause is a fault in the ECM.
76
Illustration 12
KENR6224
g01284368
Schematic for the 5 volt supply
Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Turn the keyswitch to the OFF position.
KENR6224
77
Illustration 13
g01284496
Left side view

(1) Inlet manifold pressure sensor
(2) J2/P2 connector
(3) J1/P1 connector

(4) Engine oil pressure sensor
(5) Atmospheric pressure sensor
B. Thoroughly inspect connectors (3) and (4).

Thoroughly inspect the connectors for each
pressure sensor. Refer to Troubleshooting,
78
KENR6224
Illustration 15
g01284861
Connector for the pressure sensors

(1) Supply
(2) Return
(3) Signal
C. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the pressure sensor
supply.
D. Check the allen head screw on each ECM
connector for the proper torque. Refer to the
Troubleshooting Guide, Electrical Connectors Inspect for the correct torque values.
E. Check the allen head screw on the customer
Troubleshooting Guide, Electrical Connectors Inspect for the correct torque value.
F. Check the harness and the wiring for abrasion
and for pinch points from each sensor back to the
ECM.
Expected Result:
All of the connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
Illustration 14
g01284898
P2 terminals that are associated with the 5 volt supply for the
pressure sensors
(P2-17) Return
(P2-72) +5 VDC
OK The harness and connectors appear to be

OK. Proceed to Test Step 2.
Not OK The connectors and/or wiring are not

OK.
Repair: Repair the wiring and/or the connectors.

Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the fault.
STOP.
KENR6224
Test Step 2. Check for Active Diagnostic

Codes
79
Note: Be sure to wiggle the harness during the

following measurements in order to reveal an
intermittent fault.
A. Connect the electronic service tool to the

diagnostic connector. Refer to the Troubleshooting
Guide, Electronic Service Tools.
D. Measure the voltage between terminals 1 and 2 at

each sensor connector on the engine harness.
B. Turn the keyswitch to the ON position.
Expected Result:
C. Observe the Active Diagnostic screen on the

electronic service tool. Wait at least 15 seconds
so that any codes may become active. Look for
the following codes:
Each voltage measurement is 5.0 0.2 VDC.
262-03
262-04
Expected Result:
One of the above codes is active.
Results:
Active 03 code An 03 diagnostic code is active.

Proceed to Test Step 3.
Active 04 code An 04 diagnostic code is active.
No active codes None of the above codes are

active.
Repair: If any of the above codes are logged and

the engine is not running properly, refer to the
Troubleshooting Guide, Troubleshooting Without
a Diagnostic Code.
If the engine is running properly at this time, there
may be an intermittent fault in a harness that
is causing the codes to be logged. Refer to the
STOP.
Test Step 3. Check the Voltage on the +5

V Supply Wire
B. Disconnect the harness connectors for the
following sensors:
Inlet manifold pressure sensor J200/P200

Atmospheric pressure sensor J203/P203
Engine oil pressure sensor J201/P201
C. Turn the keyswitch to the ON position.
Results:
OK Each voltage measurement is 5.0 0.2 VDC.

Repair: Connect all of the sensor connectors.
Clear all diagnostic codes. Check for active
diagnostic codes. If the fault is intermittent, refer to
- Inspect.
STOP.
Not OK At least one voltage measurement is not

5.0 0.2 VDC. There is a fault in the wiring or in
the ECM. Proceed to Test Step 5.
Test Step 4. Disconnect the +5 V Pressure

Sensors and Check for Active Diagnostic
Codes
A. Disconnect the following sensors one at a time:
Inlet manifold pressure sensor J200/P200

Atmospheric pressure sensor J203/P203
Engine oil pressure sensor J201/P201
B. Wait for 15 seconds after you disconnect each
sensor. Check that the active 262-04 code is
deactivated.
Expected Result:
The 262-04 diagnostic code deactivates when a
particular sensor is disconnected.
Results:
OK The 262-04 diagnostic code deactivates

when a particular sensor is disconnected.
Repair: Connect the suspect sensor. If the code

returns, replace the sensor.
Connect all of the connectors. Verify that the fault
is cleared.
STOP.
80
KENR6224
Not OK The 262-04 diagnostic code remains
Note: Wiggle the harness during the following

measurements in order to reveal any intermittent
short condition.
Test Step 5. Check the +5 V Supply Wire

for a Short to Engine Ground or a Short
Circuit
C. Measure the resistance between terminals 1 and

2 at the harness connector for each pressure
sensor.
Expected Result:
B. Disconnect the P2 ECM connector. Disconnect

the P1 ECM connector.
Each resistance measurement is less than ten Ohms.
after all of the sensors are disconnected. Leave

the sensors disconnected. Proceed to Test Step 5.
C. Verify that all of the pressure sensors are

disconnected.
D. Measure the resistance between terminal P2-72
(+5 V Supply) and all of the other terminals on the
P2 connector.
E. Measure the resistance between terminal P2-72
and the engine ground.
F. Measure the resistance between terminal P1-2
(+5 V Supply) and all of the remaining terminals
on the P1 connector.
a. Measure the resistance between terminal P1-2
and the engine ground.
Expected Result:
Results:
OK Each measurement is less than ten Ohms.

Not OK At least one resistance measurement is

greater than ten Ohms. The +5 V supply wire or
the return wire has excessive resistance. There
may be a fault in a connector.
Repair: Repair the wire and/or the connector,

when possible. Replace parts, if necessary. Verify
that the fault is eliminated.
STOP.
Test Step 7. Check the +5 V Supply at the

ECM
Each resistance measurement indicates an open

circuit.
A. Remove terminal 72 (+5 V Supply) from the

P2 connector. Install a wire jumper with socket
terminals on both ends into P2-72.
Results:
B. Connect ECM connectors J2/P2.
OK Each resistance measurement indicates an
C. Remove terminal 2 (+5 V Supply) from the P1

connector. Install a wire jumper with socket
terminals on both ends into P1-2.
open circuit. Proceed to Test Step 6.
Not OK At least one of the resistance
measurements does not indicate an open circuit.

A +5 V supply wire has a fault. There may be a
fault in a connector.
D. Connect ECM connectors J1/P1.
Repair: Repair the wire and/or the connector,

when possible. Replace parts, if necessary. Verify
that the fault is eliminated.
F. Measure the voltage between the wire jumper in

P1-2 and the engine ground.
STOP.
Test Step 6. Check the +5 V Supply and

the Sensor Common for an Open Circuit
A. Install a wire jumper between terminals P2-72 (+5
V Supply) and P2-17 (Sensor Return).
B. Install a wire jumper between terminals P1-2 (+5
V Supply) and P1-3 (Sensor Return).
E. Turn the keyswitch to the ON position.
G. Measure the voltage between the wire jumper in

P2-2 and the engine ground.
H. Turn the keyswitch to the OFF position.
I. Restore both wires to the original configuration.
Expected Result:
Both voltage measurements are 5.0 0.2 VDC.
KENR6224
81
Results:
OK Both voltage measurements are 5.0 0.2

VDC.
Repair: Clear all diagnostic codes. Check for

active diagnostic codes. If the fault is intermittent,
refer to the Troubleshooting Guide, Electrical
STOP.
Not OK At least one voltage measurement is

not 5.0 0.2 VDC.
Repair: Replace the ECM. Refer to the

Troubleshooting Guide, Replacing the ECM.
STOP.
i02566204
CAN Data Link Circuit - Test

The CAN data link is used to communicate
information between the Electronic Control Module
(ECM) and other modules. Use this procedure to
troubleshoot any suspected faults with the CAN data
link.
This procedure covers diagnostic code 0247-09.
This procedure identifies the following faults:
Faulty connectors
Missing termination resistors
Short circuits
Open circuits
Faulty J1939 display
82
KENR6224
g01285212
Illustration 16
Schematic for the CAN data link

Illustration 17
g01285222
Engine view (typical example)

(1) P1 ECM connector
(2) Diagnostic connector
(3) OEM connector
KENR6224
83
B. Thoroughly inspect connectors (1), (2), and (3).

Thoroughly inspect the connectors for each
module that is connected to the CAN data link.
Illustration 19
g01285362
OEM connector terminals that are associated with the CAN data
link
(11) CAN shield
(31) CAN data link +
(32) CAN data link

wires that are associated with the CAN data link.
Illustration 18
P1 terminals that are associated with the CAN data link
(P1-34) CAN data link
(P1-42) CAN shield
(P1-50) CAN data link +
g01215698

E. Check the allen head screw on the customer
F. Check the wiring harnesses for abrasion, for
corrosion and for pinch points.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted. The harness and wiring are
free of corrosion, of abrasion and of pinch points.
Results:
OK The harness and the wiring appear to be

OK. Proceed to Test Step 2.
Not OK There is a fault in the wiring harness.
84
Repair: Repair the connectors and/or the wiring.

fault is eliminated.
STOP.

Codes
C. Observe the active diagnostic code screen on the
so that any diagnostic codes may become active.
Check for a 247-09 diagnostic code.
Expected Result:
No diagnostic codes are active.
Results:
OK No codes are active.
KENR6224
Repair: Verify that two terminating resistors exist

on the data link. One resistor must be located on
each end of the data link. If the optional harness is
ordered with the engine, the engine is shipped with
one terminating resistor that is installed between
the ECM and the customer connector.
Refer to the appropriate electrical schematic in
order to determine the missing resistor. Replace the
missing resistor. Verify that the fault is eliminated.
STOP.
Not OK The resistance is less than 57 Ohms.

Not OK The resistance is greater than 126

Ohms. Proceed to Test Step 5.
Test Step 4. Check for a Short Circuit

A. Disconnect the P1 ECM connector.
B. Remove the terminating resistors from the CAN
data link.
C. If a J1939 display is installed, disconnect the
display.
Repair: The fault may be intermittent. If the fault

is intermittent, refer to the Troubleshooting Guide,
D. Measure the resistance between the points that

are listed in Table 12. Be sure to wiggle the wires
in the harnesses as you make each resistance
measurement.
STOP.
Table 12
Not OK Diagnostic code 247-09 is active.

Test Step 3. Verify the Proper Installation

of the CAN Data Link
Resistance Measurements for the CAN Data Link

Connector and
Terminal
P1-50 (CAN data link +)
All of the other terminals on

the P1 connector
Engine ground
A. Disconnect the J1939 display or the J1939 device.

B. Disconnect the P1 connector and measure the
resistance between terminals P1-50 (CAN data
link +) and P1-34 (CAN data link -).
Terminal
P1-34 (CAN data link -)

the P1 connector
Engine ground
Expected Result:
Expected Result:
The resistance is between 57 and 63 Ohms.
Each check of the resistance indicates an open

circuit.
Results:
OK The resistance is between 57 and 63 Ohms.

Not OK The resistance is between 114 Ohms
and 126 Ohms. A terminating resistor is missing.
Results:
OK Each check of the resistance indicates an

Not OK At least one check of the resistance does

not indicate an open circuit. There is a short circuit
in a harness. There may be a fault in a connector.
KENR6224
Repair: Repair the wiring and/or the connector.

Replace part, if necessary. Verify that the fault is
eliminated.
STOP.
Test Step 5. Check for an Open Circuit

A. Verify that all of the connections are disconnected.
B. Fabricate a jumper wire. Use the jumper wire in
order to create a short circuit between terminals G
and F on the diagnostic connector.
C. Measure the resistance between terminals P1-50
(CAN data link +) and P1-34 (CAN data link -).
D. Remove the jumper wire from the diagnostic
connector.
85
It is unlikely that the ECM has failed. Perform this

entire procedure again. Replace the ECM if the
display does not operate correctly. Refer to the
STOP.
Not OK The J1939 display does not operate

properly on another engine.
Repair: Replace the J1939 display. Verify that the

STOP.
i02566846
Data Link Circuit - Test
Expected Result:
The resistance is less than ten Ohms.
Results:
OK The resistance is less than ten Ohms. There

is not an open circuit. Proceed to Test Step 6.
Not OK The resistance is more than ten Ohms.
There is an open circuit or excessive resistance in

the circuit. There may be a fault in a connector.
Replace part, if necessary. Verify that the fault is
eliminated.
STOP.
Test Step 6. Check the J1939 Display

Note: This procedure checks for an open circuit
or for a short circuit in the Data Link. If you are
experiencing faults in communications between the
electronic service tool and the Electronic Control
Module (ECM), refer to the Troubleshooting Guide,
ECM before this procedure is used.
The Data Link is the standard data link that is used by
the ECM to communicate with the electronic service
tool. The ECM communicates with the electronic
service tool in order to share status information and
diagnostic information. The electronic service tool can
also be used to configure the ECM parameters. This
information will not be available if communication fails
between the ECM and the electronic service tool.
A. Connect the J1939 display to another engine.

B. Operate the engine and monitor the J1939 display.
Expected Result:
The J1939 display operates properly.
Results:
OK The J1939 display operates properly on

another engine.
g01285653
Repair: Connect the display to the original engine.

If the display operates correctly, there may be
a fault in an electrical connector. Refer to the
Illustration 20
If the display does not operate correctly on the

original engine, there may be a fault in the ECM.
A. Remove the electrical power from the ECM.
Schematic for the Data Link

86
Illustration 21
KENR6224
g01285222
Typical engine view

(1) P1 ECM connector
(2) Diagnostic connector
(3) OEM connector
B. Thoroughly inspect connectors (1), (2), and (3).

Illustration 22
g01202018
P1 terminals that are associated with the Data Link

(P1-8) Data Link +
(P1-9) Data Link
KENR6224
87

original fault is eliminated.
STOP.
Test Step 2. Check for a Short Circuit

A. Disconnect the J1 connector.
B. Disconnect the electronic service tool from the
diagnostic connector.
C. Measure the resistance between the points that
are listed in Table 13. Be sure to wiggle the wires
in the harnesses as you make each resistance
measurement.
Table 13
Resistance Measurements for the Data Link

Connector and
Terminal
P1-8 (Data Link +)
Illustration 23
P1-9 (Data Link -)
(6) Data Link

(7) Data Link +

wires that are associated with the Data Link.
connector for the proper torque. Also, check the
allen head screw on the customer connector for
the proper torque. Refer to the Troubleshooting
Guide, Electrical Connectors - Inspect for the
correct torque values.
Expected Result:
All connectors, pins, and sockets are completely
inserted and coupled. The harness and wiring are
free of corrosion, of abrasion, and of pinch points.
Results:
OK The harness and the connectors appear to

be OK. Proceed to Test Step 2.
Not OK The connectors and/or the wiring are

not OK.

the P1 connector
Ground stud
g01285663
OEM connector terminals that are associated with the Data Link
Terminal

the P1 connector
Ground stud
Expected Result:
Each check of the resistance indicates an open
circuit.
Results:
OK Each check of the resistance indicates an

Not OK At least one check of the resistance
does not indicate an open circuit. There is a short

circuit in the harness or in a connector.
Replace parts, if necessary. Verify that the original
STOP.
Test Step 3. Check for an Open Circuit

A. Fabricate a jumper wire. Use the jumper wire in
order to create a short circuit in the diagnostic
connector between terminals J63-D (Data Link +)
and J63-E (Data Link ).
B. Measure the resistance between P1-8 (Data Link
+) and P1-9 (Data Link ).
88
KENR6224
Expected Result:
0253-02 Personality Module erratic, intermittent
Check that each of the resistances is less than ten

Ohms.
0268-02 Programmable Parameters erratic,
Results:
OK Each of the resistances is less than ten

Ohms.
or incorrect
intermittent or incorrect

Repair: Perform the following procedure:

1. Connect the J1/P1 connectors. Connect
the electronic service tool to the diagnostic
connector.
2. Check the Data Link for proper operation. If the
Data Link does not operate correctly, there may
be a fault in the ECM.
Temporarily install a new ECM. Check the Data
Link again. If the new ECM eliminates the fault,
install the original ECM and verify that the
original fault returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the fault is eliminated.
STOP.
Not OK At least one check of the resistance is
greater than ten Ohms. There is an open circuit or

excessive resistance in the harness. There may
be a fault in a connector.
Replace parts, if necessary. Verify that the original
Illustration 24
STOP.
g01286402
ECM connectors
i02568143
ECM Memory - Test

The Electronic Control Module (ECM) is the computer
that controls the engine. The flash file contains the
software that controls the operation of the ECM.
(1) J2/P2 connectors

(2) J1/P1 connectors
B. Thoroughly inspect connectors (1) and (2).

Inspect the battery connections. Refer to the
Troubleshooting Guide, Electrical Connectors
- Inspect.
C. Check the allen head screw on each ECM
Troubleshooting Guide, Electrical Connectors
- Inspect.
The flash file is the instructions that are used by the

ECM to control the engine. For this reason, updating
the flash file to a different version may affect some
engine functions.
D. Check the harnesses and the wiring for abrasion

and for pinch points.

coupled and/or inserted and the harnesses and wiring
are free of corrosion, of abrasion or of pinch points.
Expected Result:
KENR6224
Results:
OK The harnesses and the connectors appear

to be OK. Proceed to Test Step 2.
Not OK The wiring and/or a connector are not

OK.

connectors are completely coupled.
Verify that the repair eliminates the fault.
STOP.
Test Step 2. Check For Diagnostic Codes

B. Restore the electrical power to the ECM.
C. Observe the Active Diagnostic screen on the
so that any codes may become active. Look for
these codes:
253-02
268-02
Expected Result:
The 253-02 or 268-02 codes are not active.
Results:
Active 253-02 code Diagnostic code 253-02 is

active. Proceed to Test Step 3.
Active 268-02 code Diagnostic code 268-02 is

Test Step 3. Check the Part Number of

the Flash File
A. Verify that the flash file agrees with the original
engine arrangement.
Expected Result:
The correct flash file is installed in the ECM.
Results:
OK The correct flash file is installed in the ECM.
89
Acquire factory passwords. Clear the 253-02

diagnostic code. Return the engine to service.
STOP.
Not OK The correct flash file is not installed in

the ECM.
Repair: Program the correct flash file into the

ECM. Refer to the Troubleshooting Guide, Flash
Programming. Verify that the fault is eliminated.
STOP.
Test Step 4. Determine the Parameters

that Require Programming
A. Verify that the configuration parameters are
correct for the engine application. Refer to the
Troubleshooting Guide, System Configuration
Parameters .
B. Verify that the injector trim files are correct for the
engine application. Refer to the Troubleshooting
Guide, Injector Trim File.
Expected Result:
The configuration parameters and the injector trim
files are correct.
Results:
OK The configuration parameters and the

injector trim files are correct.
Repair: Clear the diagnostic code and return the

engine to service.
STOP.
Not OK The configuration parameters and/or the

injector trim files are not correct.
Repair: The 268-02 diagnostic code cannot be

cleared until all of the parameters and/or all of the
injector trim files are programmed with the correct
values. The engine may use a default torque map
or the ECM may limit the engine to low idle until
this diagnostic code is cleared.
Try to program the configuration parameters
and/or try to program the injector trim files. Refer
to the Troubleshooting, System Configuration
Parameters and/or refer to the Troubleshooting
If the programming is successful, clear the code
and return the engine to service.
Repair: The engine will not start until the 253-02

diagnostic code is cleared. Clearing this code
requires factory passwords.
90
KENR6224
If the parameters cannot be programmed, replace

Replacing the ECM. Clear the diagnostic code
and return the engine to service.
Test Step 1. Check Connectors for

Moisture and Corrosion
STOP.
i02568144
Electrical Connectors - Inspect

Most electrical faults are caused by poor connections.
The following procedure will assist in detecting faults
in connectors and in wiring. If a fault is found, correct
the condition and verify that the fault is eliminated.
Intermittent electrical faults are sometimes eliminated
by disconnecting and reconnecting connectors.
It is very important to check for diagnostic codes
immediately before disconnecting a connector.
Also check for diagnostic codes after reconnecting
the connector. If the status of a diagnostic code is
changed due to disconnecting and reconnecting a
connector, there are several possible reasons. The
likely reasons are loose terminals, improperly crimped
terminals, moisture, corrosion, and inadequate
mating of a connection.
Follow these guidelines:
Illustration 25
g01131211
Leaky seal at the connector (typical example)
A. Inspect all wiring harnesses. Ensure that the

routing of the wiring harness allows the wires to
enter the face of each connector at a perpendicular
angle. Otherwise, the wire will deform the seal
bore. Refer to Illustration 25. 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
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.
Always use a breakout harness for a voltmeter
probe or a test light. Never break the insulation

of a wire in order to access to a circuit for
measurements.
If a wire is cut, always install a new terminal for

the repair.
The connection of any electrical equipment and

the disconnection of any electrical equipment may
cause an explosion hazard which may result in injury or death. Do not connect any electrical equipment or disconnect any electrical equipment in an
explosive atmosphere.
Illustration 26
g01131276
Diagram for the installation of a connector plug (typical example)

(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
KENR6224
91
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 26.
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 fix the fault. Check the following
items for the possible moisture entry path:
Missing seals
Improperly installed seals
Nicks in exposed insulation
Improperly mated connectors
Illustration 27
g01131019
Seal for a three-pin connector (typical example)
Moisture can also travel to a connector through

the inside of a wire. If moisture is found in a
connector, thoroughly check the connectors
harness for damage. Also check other connectors
that share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found
in an ECM connector, the ECM is not the source of
the moisture. Do not replace the ECM.
Expected Result:
The harness wiring, connectors, and seals are in
good condition. There is no evidence of moisture in
the connectors.
Results:
OK The harness wiring, connectors, and seals

are in good condition. Proceed to Test Step 2.
Not OK A fault has been found in the harness

or the connectors.
Illustration 28
g01131165
Seal for ECM connector (typical example)
C. Disconnect the suspect connector and inspect the

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

required. Ensure that all of the seals are properly
in place. Ensure that the connectors have been
reattached.
If corrosion is evident on the pins, sockets or the
connector, use only denatured alcohol to remove
the corrosion. Use a cotton swab or a soft brush
to remove the corrosion.
If moisture was found in the connectors, run the
engine for several minutes and check again for
moisture. If moisture reappears, the moisture is
wicking into the connector. Even if the moisture
entry path is repaired, it may be necessary to
replace the wires.
STOP.
92
KENR6224
Test Step 2. Check the Wires for Damage

to the Insulation
Repair: Repair the terminals and/or replace the

terminals, as required.
A. Carefully inspect each wire for signs of abrasion,

of nicks, and of 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 wiring harness fasteners in order
to verify that the harness is properly secured. Also
check all of the fasteners in order to verify that the
harness is not compressed. Pull back the harness
sleeves in order to check for a flattened portion
of wire. A fastener that has been overtightened
flattens the harness. This damages the wires that
are inside the harness.
STOP.
Test Step 4. Perform a Pull Test on Each

Wire Terminal Connection
Perform the 45 N (10 lb) pull test on each wire. Each
terminal and each connector should easily withstand
45 N (10 lb) of tension and each wire should remain in
the connector body. This test checks whether the wire
was properly crimped in the terminal and whether the
terminal was properly inserted into the connector.
Expected Result:
Each terminal and each connector easily withstands
45 N (10 lb) of pull and each wire remains in the
connector body.
Expected Result:
Results:
The wires are free of abrasion, of nicks, and of cuts

and the harness is properly clamped.
OK All terminals pass the pull test. Proceed to
Results:
Not OK A wire has been pulled from a terminal
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. Verify that the repair eliminates the fault.
STOP.
Test Step 3. Inspect the Connector

Terminals
Test Step 5.
or a terminal has been pulled from the connector.
Repair: Use the 2900A033 Crimp Tool to replace

the terminal. Replace damaged connectors, as
required. Verify that the repair eliminates the fault.
STOP.
Test Step 5. Check Individual Pin

Retention into the Socket
A. Visually inspect each terminal in the connector.

Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in
the connector and verify that the terminals are
properly located in the connector.
Expected Result:
The terminals are properly aligned and the terminals
appear undamaged.
Results:
OK The terminals are OK. Proceed to Test Step

4.
Not OK The terminals of the connector are

damaged.
Illustration 29
g01131604
Diagram for testing pin retention (typical example)
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.
KENR6224
93
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 2900A033 Crimp Tool to replace
the damaged terminals. Verify that the repair
STOP.
Illustration 30
g01132827
Allen head screw for the 120 pin ECM connector (typical example)
Test Step 6. Check the Locking

Mechanism of the Connectors
a. Torque the allen head bolt for the 120 pin ECM
connector to 7.0 0.5 Nm (60 4 lb in).
A. Ensure that the connectors lock properly. After

locking the connectors, ensure that the two halves
cannot be pulled apart.
B. Verify that the latch tab of the connector is
properly latched. Also verify that the latch tab of
the connector returns to the locked position.
Expected Result:
The connector will securely lock. The connector and
the locking mechanism are without cracks or breaks.
Results:
OK The connectors are in good repair. Proceed

to Test Step 7.
Illustration 31
g01132849
Allen head screw for the 70 pin ECM connector (typical example)
connector is damaged or missing.
b. Torque the allen head screw for the 70

pin ECM connector to 6.0 + 1.5 - 0.5 Nm
(55 + 13 - 4 lb in).
Repair: Repair the connector or replace the

connector, as required. Verify that the repair
c.
Not OK The locking mechanism for the
STOP.
Test Step 7. Check the Allen Head Screws

on the Connectors
Visually inspect the allen head screws for the ECM
connectors. Ensure that the threads on each allen
head screw are not damaged.
A. Connect the ECM connectors.
Illustration 32
g01133047
Allen head screw for the 40 pin customer connector and the 70 pin
customer connector (typical example)
B. Connect the customer connector.
94
Torque the allen head screw for the 40 pin

customer connector and the 70 pin customer
connector to 2.25 0.25 Nm (20 2 lb in).
Expected Result:
The ECM connector is secure and the allen head
screws are properly torqued.
Results:
OK The ECM connectors and the customer
connector is properly connected. Proceed to Test

Step 8.
Not OK The allen head screws for the ECM
connector or the customer connector is damaged.

Repair: Repair the connector or replace the
connector, as required. Verify that the repair
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:
KENR6224
i02568609
Electrical Power Supply Circuit

- Test
Use this procedure to troubleshoot any suspected
faults with the electrical power supply.
0168-02 Electrical System Voltage erratic,

intermittent, or incorrect
This procedure tests whether proper voltage is being

supplied to the Electronic Control Module (ECM).
Unswitched battery voltage is supplied through the
customer connector to the ECM at P1-48, P1-52, and
P1-53. The negative battery is supplied to the ECM
at P1-61, P1-63, and P1-65. The ECM receives the
input from the keyswitch at P1-70 when the keyswitch
is in the ON position or 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 the negative
side of the battery circuit. Both sides are routed from
the ECM to the battery. The three connections for
the unswitched +Battery should be routed through a
dedicated protective device (circuit breaker).
The engine ECM requires the keyswitch to be in the
ON position in order to maintain communications with
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 you

were sent from another procedure, return to the
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. Verify

that the repair eliminates the fault.
STOP.
KENR6224
95
Illustration 33
g01286846
Schematic diagram for the electrical power supply

A. Check all circuit breakers.
B. Check the battery.
C. Turn the keyswitch to the OFF position.
Illustration 34
g01286858
Left side view

(1) J1/P1 ECM connectors
(2) P61 customer connector
96
KENR6224
D. Thoroughly inspect connectors (1) and (2).

Inspect the connections for the battery and
the connections to the keyswitch. Refer to the
Troubleshooting Guide, Electrical Connectors Inspect for details.
Illustration 36
g01216338
J61 and P61 terminals that are associated with the electrical
power supply
(1) +Battery
(26) Keyswitch
(27) Shutdown
(31) +Battery
(32) +Battery
E. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the electrical power
supply.
Illustration 35
g01104383
P1 terminals that are associated with the electrical power supply

(P1-44)
(P1-48)
(P1-52)
(P1-53)
(P1-61)
(P1-63)
(P1-65)
(P1-70)
Shutdown
+Battery
+Battery
+Battery
Battery
Battery
Battery
Keyswitch
F. Check the allen head screw on each ECM

G. Check the harness and wiring for abrasions and
for pinch points from the battery to the ECM. Also,
check the harness and wiring for abrasions and
for pinch points from the keyswitch to the ECM.
Expected Result:
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
OK The connectors and wiring are OK. Proceed

to Test Step 2.
KENR6224
Not OK There is a fault in the connectors or

wiring.
Repair: Repair the connectors or wiring and/or

replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
STOP.
Test Step 2. Check the Battery Voltage at

the ECM
A. Disconnect the J1/P1 ECM connector.
C. Measure the voltage between P1-52 (Unswitched
Positive Battery) and P1-63 (Negative Battery).
D. Measure the voltage between P1-48 (Unswitched
E. Measure the voltage between P1-53 (Unswitched
F. Measure the voltage between P1-70 (Keyswitch)
and P1-63 (Negative Battery).
Expected Result:
97
B. Load test the batteries.

Expected Result:
The batteries pass the load test. The measured
voltage is the minimum specification for a 24V
system.
Results:
OK The batteries are OK.

Repair: Check the wiring between the batteries
and the ECM for shorts.
Check the connectors between the batteries and
the ECM for moisture and/or corrosion.
Repair the wiring and/or the connectors.
STOP.
Not OK The battery voltage is low or the battery

did not pass the load test.
Repair: Recharge or replace the faulty batteries.

STOP.
The measured voltage is between 22.0 VDC and 27.0

VDC 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 the Troubleshooting Guide, Electrical
STOP.
Battery voltage is out of range Proceed to Test

Step 3.
Keyswitch voltage out of range

Repair: Check the circuit protection for the
circuit and for the wiring. Trace the wiring for the
keyswitch from the ECM through the keyswitch
circuit to the batteries. Find the fault and repair the
fault.
Verify that the repairs eliminate the fault.
STOP.
Test Step 3. Check the Batteries
i02568670
Engine Pressure Sensor Open

or Short Circuit - Test
Use this procedure to troubleshoot any suspect faults
with the following sensors:

0100-03 Engine Oil Pressure Sensor voltage

above normal
0100-04 Engine Oil Pressure Sensor voltage below

normal
0273-03 Turbocharger Outlet Pressure Sensor

voltage above normal
A. Measure the no-load battery voltage at the battery

posts.
98
KENR6224
0273-04 Turbocharger Outlet Pressure Sensor

voltage below normal
0274-03 Atmospheric Pressure Sensor voltage

above normal
0274-04 Atmospheric Pressure Sensor voltage

below normal
The troubleshooting procedures for the diagnostic

codes of each pressure sensor are identical. The
Engine Control Module (ECM) sends a 5 volt supply
to terminal 1 of each sensor. The sensor common
connection is connected to terminal 2 of each sensor.
The signal voltage from terminal 3 of each sensor is
sent to the appropriate terminal at the J2/P2 ECM
connector.
Pull-up Voltage
The ECM continuously outputs a pull-up voltage
on the circuit for the sensor signal wire. The ECM
uses this pull-up voltage in order to detect an open
in the signal circuit. When the ECM detects the
presence of a voltage that is above a threshold on the
signal circuit, the ECM will generate an open circuit
diagnostic code (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.
KENR6224
99
Illustration 37
g01284368
Schematic for the engine pressure sensors
100
KENR6224
Illustration 39
g01287356
Sensor connector
(1) +5 VDC
(2) Common
(3) Signal

Connectors and Wiring
B. Thoroughly inspect the J1/P1 ECM connector and
the J2/P2 ECM connector. Thoroughly inspect the
connectors for each analog sensor. Refer to the
wires that are associated with the active diagnostic
code.
E. Check the harness and wiring for abrasions and
for pinch points from each sensor back to the
ECM.
Expected Result:
Illustration 38
P2 ECM connector
(P2-15)
(P2-17)
(P2-28)
(P2-57)
(P2-72)
Signal from the inlet manifold pressure sensor

Sensor common
Signal from the oil pressure sensor
Atmospheric pressure sensor signal
+5 Volt sensor supply
g01287043

Results:
OK The harness and wiring are OK. Proceed

to Test Step 2.
Not OK There is a fault in the connectors and/or

wiring.
KENR6224

101
Note: Wait at least 15 seconds in order for the

diagnostic codes to become active.
D. Determine if the fault is related to an open circuit

diagnostic code 03 or a short circuit diagnostic
code 04.
STOP.
Expected Result:
Test Step 2. Check the Supply Voltage at

the Sensor Connector
B. Disconnect all of the following analog sensors at
the sensor connector:

Results:
OK No diagnostic codes are active.
Repair: The fault may have been related to

a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to the
STOP.
Not OK A short circuit diagnostic code (04) is
D. Measure the voltage between terminal 1 (5 V

analog supply) and terminal 2 (sensor return) at
each of the sensor connectors.
Not OK An open circuit diagnostic code (03) is
E. Turn the keyswitch to the OFF position.
Test Step 4. Disconnect the Suspect

Sensor in Order to Create an Open Circuit
F. Reconnect all of the sensors.

Expected Result:
The voltage is 5.0 0.16 VDC.
Results:
OK The voltage is 5.0 0.16 VDC. The voltage

is correct. Proceed to Test Step 3.
Not OK The voltage is not 5.0 0.16 VDC. The

voltage is incorrect.
active at this time. Proceed to Test Step 4.

active at this time. Proceed to Test Step 5.

B. Disconnect the sensor connector of the sensor
with the short circuit diagnostic code (04).
C. Turn the keyswitch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
codes.
D. Access the Active Diagnostic Code screen on
the electronic service tool. Check for an active
open circuit diagnostic code (03).
Repair: Perform the diagnostic functional test

in the Troubleshooting Guide, 5 Volt Engine
Pressure Sensor Supply Circuit - Test.
STOP.
An open circuit diagnostic code 03 is now active for

the disconnected sensor.

Codes
Expected Result:
Results:
OK A short circuit diagnostic code (04) was
active before disconnecting the sensor. An open

circuit diagnostic code (03) became active after
disconnecting the sensor.
C. Monitor the active diagnostic code screen on the

electronic service tool. Check and record any
active diagnostic codes.
102
KENR6224
Repair: Temporarily connect a new sensor to the

harness, but do not install the new sensor in the
engine. Verify that there are no active diagnostic
codes for the sensor. If there are no active
diagnostic codes for the sensor, permanently
install the new sensor. Clear any logged diagnostic
codes.
E. Measure the resistance between the terminal for

the sensor signal wire at the ECM and engine
ground.
STOP.
Each resistance measurement is greater than 20,000

Ohms.
Not OK There is a short circuit between the
sensor harness connector and the ECM. Leave the

sensor disconnected. Proceed to Test Step 8.
Test Step 5. Check the Pull-up Voltage at

A. Turn the keyswitch to the ON position.
B. Disconnect the suspect sensor.
C. Measure the voltage between terminal 3 (signal)
and terminal 2 (sensor return) at the sensor
connector.
D. Turn the keyswitch to the OFF position.
F. Reconnect P1 and P2.

Expected Result:
Results:
OK Each of the resistance measurements is
greater than 20,000 Ohms. Proceed to Test Step 7.
Not OK At least one resistance measurement is

less than 20,000 Ohms.
Repair: The low resistance measurement indicates

a low resistance between two or more wires.
Repair the connectors or wiring and/or replace the
connectors or wiring.
STOP.
Expected Result:
Test Step 7. Create a Short at the Suspect

Sensor Connector
The voltage is 11 2 VDC.
Results:
B. Install a jumper wire with Ampseal sockets on

each end between terminal 2 (sensor return) and
terminal 3 (signal) on the connector for the suspect
sensor. Connect the jumper on the harness side
of the connector.
OK The voltage is 11 2 VDC. The signal wire

to the ECM from the sensor connector is OK.
Repair: The open circuit is in the sensor or the

wire between the sensor and the sensor connector.
Replace the sensor. Do not install the sensor in
the engine. Verify that no diagnostic codes are
active for the suspect sensor before permanently
installing the sensor.
STOP.
Not OK The voltage is not 11 2 VDC. The

voltage is incorrect. Proceed to Test Step 6.
Test Step 6. Check the Signal Wire for a

Short Circuit
B. Disconnect ECM connectors P1 and P2.
C. Disconnect the connector for the suspect sensor.
D. Measure the resistance between the terminal
for the sensor signal wire at the ECM and
every terminal on ECM connector P1 and ECM
connector P2.

D. Wait at least 15 seconds for activation of the short
circuit diagnostic code 04.
Note: Monitor the Active Diagnostic Codes screen
on the electronic service tool before installing the
jumper wire and after installing the jumper wire.
E. Remove the jumper wire.
F. Turn the keyswitch to the OFF position.
Expected Result:
A short circuit diagnostic code 04 is active when the
jumper wire is installed. An open circuit diagnostic
code 03 is active when the jumper wire is removed.
Results:
OK The engine harness and the ECM are OK.
KENR6224
103
Expected Result:

codes.
An open circuit diagnostic code 03 is active when

the sensor signal wire is removed from the ECM
connector. A short circuit diagnostic code 04 is active
when the signal wire is connected to the sensor
return.
STOP.
Results:
Not OK The open circuit diagnostic code 03
remains active with the jumper in place. The

open circuit is between the ECM and the sensor
connector. Proceed to Test Step 8.
Test Step 8. Check the Operation of the

ECM
B. Check the operation of the ECM by creating an
open circuit at the ECM.
a. Remove the signal wire for the suspect sensor
from the P2 ECM connector.
b. Remove the sensor return for the suspect
sensor from the P2 ECM connector.
Note: Disconnecting the sensor return from the ECM
will generate an open circuit diagnostic code for all
sensors that are connected to the sensor return.
Troubleshoot the original diagnostic code. Delete the
logged diagnostic codes when you are finished.
c. Reconnect the ECM connector.
d. Turn the keyswitch to the ON position. Monitor
the Active Diagnostic Code screen on the
for activation of the code.
An open circuit diagnostic code (03) should be
active for the suspect sensor.
C. Check the operation of the ECM by creating a
short at the ECM.
a. Install a wire jumper between the two terminals
for the sensor signal and the sensor return.
b. Reconnect the ECM connector.
c. Monitor the Active Diagnostic Code screen
on the electronic service tool. Wait at least 15
seconds for activation of the code.
A short circuit diagnostic code (04) should be
active when the wire jumper is installed.
d. Remove the wire jumper and reconnect all
wires.
OK The ECM is operating properly. The fault is

in the wiring between the ECM and the sensor
connector.
Repair: If the code is active for more than one

sensor, the fault is most likely in the return wire for
the sensor. Repair the return wire for the sensor
or replace the harness.
If the code is only active for one sensor, the fault is
most likely in the signal wire for the sensor. Repair
the signal wire for the sensor.
STOP.
Not OK One of the following conditions exists:
The open circuit diagnostic code 03 is not active

when the sensor signal wire is disconnected. The
short circuit diagnostic code 04 is not active when
the wire jumper is installed.
Verify that the fault is eliminated.
STOP.
i02569903
Engine Speed/Timing Sensor

Circuit - Test
Crankshaft position sensor

Camshaft position sensor
This procedure covers the following open circuit
diagnostic codes and short circuit diagnostic codes:
190-02 Engine Speed Sensor erratic, intermittent

or incorrect
190-09 Engine Speed Sensor abnormal update

rate
104
190-11 Engine Speed Sensor mechanical failure

190-12 Engine Speed Sensor failure
342-02 Secondary Engine Speed Sensor erratic,
intermittent or incorrect
342-11 Secondary Engine Speed Sensor other

failure mode
342-12 Secondary Engine Speed Sensor failure

The engine uses 2 position sensors. The crankshaft
position sensor detects the unique pattern of the
crankshaft gear and the camshaft position sensor
picks up the unique pattern of the camshaft gear.
Both of the position sensors detect the reference for
engine speed and timing from a unique pattern on the
gear. The Engine Control Module (ECM) measures
the time between the pulses that are created by the
sensors as the gears rotate in order to determine rpm.
Under normal operation, the camshaft position sensor
is used to determine timing for starting purposes.
The camshaft position sensor is used to determine
when the piston in the No. 1 cylinder is at the top of
the compression stroke. When the timing has been
established, the crankshaft position sensor is then
used to determine engine speed.
After locating the No. 1 cylinder, the ECM triggers
each electronic unit injector in the correct firing order
and at the correct timing. The actual timing and
duration of each injection is based on engine rpm
and load. If the engine is running and the signal from
the crankshaft position sensor is lost, a slight change
in engine performance will be noticed when the ECM
performs the changeover to the camshaft position
sensor. Loss of the signal from the camshaft position
sensor during engine operation will not result in any
noticeable change in engine performance. However,
if the signal from the camshaft position sensor is not
present during start-up the following conditions may
exist:
KENR6224
Both sensors are magnetic sensors. The two sensors

are not interchangeable. Do not switch the positions
of the sensor. If the sensors are replaced, a timing
calibration is not necessary.
If a replacement of the ECM is required, the ECM
parameters and the timing calibration can be
transferred from the suspect ECM to the replacement
ECM. Timing calibration will not be necessary. This
feature requires the electronic service tool and this
feature is only possible if the existing ECM can
communicate with the electronic service tool. Use the
Copy Configuration - ECM Replacement feature on
Complete all of the following tasks when you
install a position sensor:
Lubricate the O-ring with oil.

Ensure that the sensor has a face 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 on both sides.

Ensure that the harness is properly secured, and
ensure that the tie-wraps are placed in the correct

location.
The engine may require a slightly longer period

of time to start-up.
The engine may run rough for a few seconds until

the ECM determines the proper firing order with
the crankshaft position sensor.
The engine will start and the engine will run when only
one sensor signal is present. The loss of the signal
from both of the sensors during engine operation will
result in the termination of injection and the shutting
down the engine by the ECM. The loss of the signal
from both of the sensors during start-up will prevent
the engine from starting.
KENR6224
105
Illustration 40
g01287361
Schematic for position sensors
106
KENR6224
Note: If the engine will not start, monitor the engine

rpm on the electronic service tool while the engine is
being cranked. The electronic service tool may need
to be powered from another battery while the engine
is being cranked.
D. Check for one of the following logged diagnostic
codes or active diagnostic codes:
190-02
190-09
190-11
190-12
342-02
342-11
342-12
Expected Result:
One of the diagnostic codes that are listed above are
logged or active.
Note: If the engine will not start and the electronic
service tool displayed 0 rpm during cranking, select
No Engine rpm.
Results:
190-XX or 342-XX There is an active diagnostic
code or a logged diagnostic code. Proceed to Test

Step 3.
Not OK Refer to Troubleshooting Without a

Illustration 41
g01099116
P2 ECM connector
(P2-25)
(P2-26)
(P2-35)
(P2-36)
(P2-46)
(P2-47)
Primary engine speed/timing

TDC probe +
Primary engine speed/timing +
TDC probe
Secondary engine speed/timing +
Secondary engine speed/timing
Test Step 1. Check for Diagnostic Codes
Diagnostic Code if the following conditions exist:

The codes are not active. The codes are not
logged. The engine is not running properly. STOP.
No Engine rpm Engine rpm is not indicated on
the electronic service tool. Proceed to Test Step 2.
Test Step 2. Check the Installation of the

Sensors

C. Start the engine and run the engine until the
engine is at normal operating temperature.
KENR6224
107
5. Ensure that the harness is properly secured,

and ensure that the tie-wraps are placed in the
correct location.
Not OK At least one of the components of the

sensor is not OK.
Repair: Obtain a new sensor. Perform the following

procedure in order to properly install the new
sensor:
1. Lubricate the O-ring with engine oil.
Illustration 42
g01146452
2. Fully seat the sensor in the engine.
Typical speed sensor

(1) Bracket
(2) Flange
(1) O-ring
B. Visually inspect the sensor without removing the

sensor from the engine. Flange (2) must be flush
against the engine in order to ensure proper
operation. Inspect bracket (1) in order to ensure
that the installation allows the flange of the sensor
to be flush against the engine. Verify that the
bracket is not bent.
Note: The bracket cannot be replaced separately.
C. Remove the sensor. Ensure that one O-ring (3)
is installed on the sensor. Check the O-ring for
damage. Replace the O-ring, if necessary.
Note: If the sensor will not fully seat into the engine,
replace the sensor.
3. Tighten the bracket bolt.
4. Connect the electrical connector to the sensor.
Verify that the connector is latched on both
sides.
5. Ensure that the harness is properly secured,
and ensure that the tie-wraps are placed in the
correct location.
STOP.
Expected Result:
Test Step 3. Measure the Sensor

Resistance through the Engine Harness
The components of the sensor are OK.
Results:
B. Thoroughly inspect the J2/P2 ECM connector.

Connectors - Inspect for details.
OK The components of the sensor are OK.

Repair: Perform the following procedure in order
to properly install the sensor:
C. Perform a 45 N (10 lb) pull test on the wires that

are associated with the position sensors.
1. Lubricate the O-ring with engine oil.
D. Ensure that the latch tab on each sensor

connector is properly latched.
2. Fully seat the sensor in the engine.

Note: If the sensor will not fully seat into the engine,
replace the sensor.
3. Tighten the bracket bolt.
4. Connect the electrical connector to the sensor.
Verify that the connector is latched on both
sides.
E. Check the allen head screw on each ECM

F. Repair the harness or repair the connector if a
fault is found.
G. Ensure that the wiring harness is correctly routed
and secured at the correct locations.
108
H. Ensure that the harness wiring is not pulled

too tightly. When the harness wiring is pulled
too tightly, vibrations or movement can cause
intermittent connections.
I. Inspect the harness wiring for nicks and abrasions.
KENR6224
Test Step 4. Measure the Resistance of

the Sensor
A. Disconnect the suspect sensor from the engine
harness.
J. If the harness and the connector are OK,

disconnect the J2/P2 ECM connector.
B. Thoroughly inspect the sensor connectors.

K. If you are troubleshooting a fault with the

crankshaft position sensor, perform the following
procedure:
C. If you are troubleshooting a fault with the

crankshaft position sensor, perform the following
procedure:
a. Measure the sensor resistance between P2-35

(Primary engine speed/timing positive) and
P2-25 (Primary engine speed/timing negative).
b. Check for an intermittent open circuit or for a
short circuit by moving the harness while you
take the resistance measurement. Pull the
wires that are directly behind the sensor or
shake the wires that are directly behind the
sensor.
Resistance ............................ 75 to 230 Ohms
L. If you are troubleshooting a fault with the camshaft
position sensor, perform the following procedure:
a. Measure the sensor resistance between P2-46
(Secondary engine speed/timing positive)
and P2-47 (Secondary engine speed/timing
negative).
b. Check for an intermittent open circuit or for a
short circuit by moving the harness while you
take the resistance measurement. Pull the
wires that are directly behind the sensor or
shake the wires that are directly behind the
sensor.
Resistance ........................ 600 to 1800 Ohms
Expected Result:
The readings are within the specifications.
Results:
a. Measure the sensor resistance between J401-2

(Primary engine speed/timing positive) and
J401-1 (Primary engine speed/timing negative).
Resistance ............................. 75 to 230 Ohms
D. If you are troubleshooting a fault with the camshaft
position sensor, perform the following procedure:
a. Measure the sensor resistance between J402-2
(Secondary engine speed/timing positive)
and J402-1 (Secondary engine speed/timing
negative).
Resistance ........................ 600 to 1800 Ohms
Expected Result:
The readings are within the specifications.
Results:
OK The readings are within the specifications.

Not OK The readings are not within the

specifications.
Repair: Perform the following procedure in order

to check and install the new sensor:
1. Before you install the new sensor, measure the
resistance of the new sensor.
OK The readings are within the specifications.
If the new sensor resistance is within the

specification, install the new sensor in the
engine according to the following procedure:
Not OK The readings are not within the
a. Loosen the bolt and remove the bolt that

holds the sensor mounting bracket to the
engine.
Neither a short circuit nor an open circuit is

indicated. Proceed to Test Step 5.
specifications. The sensor resistance is not within

the acceptable range when the sensor resistance
is measured through the engine harness. Proceed
to Test Step 4.
b. Ensure that one O-ring is installed on the

new sensor. Verify that the O-ring is free of
damage.
c. Lubricate the O-ring.
KENR6224
d. Seat the sensor and tighten the bolt.

If the sensor will not seat, repair the sensor
or replace the sensor, as required.
Note: Do not remove the sensor from the bracket.
e. Ensure that the sensor is properly oriented
and that the harness is secured in the proper
location.
2. Verify that the repair eliminates the fault.
STOP.
Test Step 5. Install the Bypass Harness

for the Position Sensors
B. Disconnect the J2/P2 ECM connector.
C. Use the following procedure for the crankshaft
position sensor:
109
Results:
OK
Repair: Permanently install a new section of
harness.
STOP.
Not OK
Repair: Verify that the correct terminals have been
installed in the correct location on the P2 ECM
connector. If the temporary harness was installed
correctly, remove the temporary harness. Connect
the original wiring.
Test Step 6. Check the ECM

B. Temporarily connect a test ECM.
a. Fabricate a harness from two wires. The wires

must reach between the crankshaft position
sensor and the P2 connector. Twisted pair
wiring is required. Ensure that the wires have
at least one twist per inch.
C. Start the engine. Run the engine in order to repeat

the conditions when the fault occurs.
b. Connect one wire of the harness between

P2-35 and P401-2.
E. If the fault returns with the suspect ECM, replace

the ECM.
c. Connect the other wire between P2-25 and

P401-1.
D. Use the following procedure for the camshaft

position sensor:
a. Fabricate a harness from two wires. The wires
must reach between the camshaft position
sensor and the P2 connector. Twisted pair
wiring is required. Ensure that the wires have
at least one twist per inch.
b. Connect one wire of the harness between
P2-46 and P402-2.
c. Connect one wire of the harness between
P2-47 and P402-1.
E. Reconnect the P2 connector.
F. Attempt to start the engine. Verify that the original
Expected Result:
The fault is eliminated with the installation of the
bypass harness.
D. If the fault is eliminated with the test ECM,

reconnect the suspect ECM.
Expected Result:
The fault remains with the suspect ECM.
Results:
OK
Repair: If the fault is eliminated with the test ECM
and the fault returns with the suspect ECM, replace
the ECM.
STOP.
Not OK
Repair: Replace the sensor.
STOP.
110
KENR6224
i02569910
Engine Temperature Sensor

Open or Short Circuit - Test
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.
Intake manifold air temperature sensor

Coolant temperature sensor
Fuel temperature sensor
0110-03 Engine Coolant Temperature Sensor

0110-04 Engine Coolant Temperature Sensor

0172-03 Intake Manifold Air Temperature Sensor

0172-04 Intake Manifold Air Temperature Sensor

0174-03 Fuel Temperature Sensor voltage above

normal
0174-04 Fuel Temperature Sensor voltage below

normal
The troubleshooting procedures for the diagnostic

codes of each temperature sensor are identical.
The temperature sensors are passive sensors that
have two terminals. The temperature sensors do not
require supply voltage from the Electronic Control
Module (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.
KENR6224
111
Illustration 43
g01287472
Schematic for the engine temperature sensors

112
KENR6224

wires that are associated with the temperature
sensors.
E. Check the harness and wiring for abrasions and
for pinch points from each sensor to the ECM.
Expected Result:
Results:

to Test Step 2.

wiring.

STOP.

Codes
C. Monitor the active diagnostic code screen on the
electronic service tool. Check and record any
active diagnostic codes.
Illustration 44
g01146245
P2 ECM connector
(P2-13)
(P2-30)
(P2-56)
(P2-62)
Engine coolant temperature

Return
Intake manifold air temperature
Fuel temperature
B. Thoroughly inspect the ECM connectors and the

connectors for the suspect sensor. Refer to the
Note: Wait at least 15 seconds in order for the

D. Look for an 03 diagnostic code or an 04 diagnostic
code.
Expected Result:
Results:
OK No diagnostic codes are active.
KENR6224
113
Repair: The fault may have been related to

a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to the
Troubleshooting Guide, Electrical Connectors Inspect for additional information.
STOP.
Each check of the resistance is greater than 20,000

Ohms.
Not OK An 03 diagnostic code is active at this

time. Proceed to Test Step 3.
F. Reconnect the P2 connector.

Expected Result:
Results:
Not OK An 04 diagnostic code is active at this
OK Each check of the resistance is greater than
Test Step 3. Check the Pull-up Voltage at

Not OK At least one check of the resistance is
time. Proceed to Test Step 6.
A. Disconnect the suspect sensor at the sensor

connector.
C. Measure the voltage between terminal C (signal)
and terminal B (return) at the sensor connector.
20,000 Ohms. Proceed to Test Step 5.

less than 20,000 Ohms.
Repair: The low resistance measurement indicates

a short circuit between two or more wires. Repair
the connectors or wiring and/or replace the
connectors or wiring.
STOP.
D. Turn the keyswitch to the OFF position.
Test Step 5. Create a Short at the Suspect

Sensor Connector
Expected Result:
The voltage is 5.5 0.5 VDC.
B. Install a jumper wire between terminal B and

terminal C on the connector for the suspect
sensor. Connect the jumper on the harness side
of the connector.
Results:
OK The voltage is 5.5 0.5 VDC. The correct

pull-up voltage is present at the suspect sensor
connector.
Repair: The open circuit is in the sensor or the

wire between the sensor and the sensor connector.
Replace the sensor. Do not install the sensor in
the engine. Verify that no diagnostic codes are
active for the suspect sensor before permanently
installing the sensor.
STOP.
Not OK The voltage is not 5.5 0.5 VDC.

Test Step 4. Check the Signal Wire for a

Short Circuit

D. Wait at least 15 seconds for activation of the 04
diagnostic code.
Note: Monitor the Active Diagnostic Codes screen
on the electronic service tool before installing the
jumper wire and after installing the jumper wire.
E. Remove the jumper wire. Check for an 04
diagnostic code again.
F. Turn the keyswitch to the OFF position.
Expected Result:
An 04 diagnostic code is active when the jumper wire

is installed. An 03 diagnostic code is active when the
jumper wire is removed.
B. Disconnect the P2 connector.
Results:
C. Measure the resistance between the terminal

for the sensor signal wire at the ECM and the
remaining terminals on the P2 connector.
OK The engine harness and the ECM are okay.
D. Measure the resistance between the terminal for

the sensor signal wire at the ECM and engine
ground.
114

codes.
STOP.
Not OK The 03 diagnostic code remains active

with the jumper in place. There is an open circuit
between the ECM and the sensor connector.
Test Step 6. Disconnect the Suspect

Sensor in Order to Create an Open Circuit
B. Disconnect the suspect sensor from the harness
at the sensor connector.
C. Turn the keyswitch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
codes.
D. Access the Active Diagnostic Codes screen on
the electronic service tool and check for an active
03 diagnostic code for the suspect sensor.
Expected Result:
An 03 diagnostic code is now active for the suspect
sensor.
Results:
OK An 04 diagnostic code was active before
disconnecting the sensor. An 03 diagnostic code

became active after the sensor was disconnected.
codes.
STOP.
Not OK The 04 diagnostic code is still present.

Leave the sensor disconnected. Proceed to Test
Step 7.
KENR6224
Test Step 7. Check the Operation of the

ECM
B. Check the operation of the ECM by creating an
open circuit at the ECM.
a. Remove the signal wire for the suspect sensor
from the P2connector.
b. Remove the sensor return from terminal P2-30.
Note: Disconnecting the sensor return from the ECM
will generate an 03 diagnostic code for all sensors
that are connected to the sensor return. Troubleshoot
the original diagnostic code. Delete the logged
diagnostic codes when you are finished.
c. Turn the keyswitch to the ON position. Monitor
the Active Diagnostic Code screen on the
for activation of the code.
An 03 diagnostic code should be active for the
suspect sensor.
C. Check the operation of the ECM by creating a
short at the ECM.
a. Install a wire jumper between the terminals for
the sensor signal and the sensor return.
b. Monitor the Active Diagnostic Code screen
on the electronic service tool. Wait at least 15
seconds for activation of the code.
An 04 diagnostic code should be active when
the wire jumper is installed.
c. Remove the wire jumper and reconnect all
wires.
Expected Result:
An 03 diagnostic code is active when the sensor
signal wire is removed from the ECM connector. An
04 diagnostic code is active when the signal wire is
connected to the sensor return.
Results:
OK The ECM is working properly. The fault is

in the wiring between the ECM and the sensor
connector.
Repair: If the code is active for more than one

sensor, the fault is most likely in the return wire for
the sensor. Repair the return wire for the sensor
or replace the harness.
KENR6224
115
If the code is only active for one sensor, the fault is

most likely in the signal wire for the sensor. Repair
the signal wire for the sensor.
The Oil Pressure lamp indicates low engine oil

pressure. The severity of the fault is indicated by the
Warning, Action Alert or Shutdown lamps.
STOP.
The Action Alert output indicates an engine fault

that is sufficiently severe so that the engine should be
shut down. The Action Alert output would normally
be used by the operator in order to open the circuit
breaker for the generator and the output would be
used to stop the engine.
Not OK One of the following conditions exists:
The 03 diagnostic code is not active when the

sensor signal wire is disconnected. The 04
diagnostic code is not active when the wire jumper
is installed.
STOP.
i02570763
Indicator Lamp Circuit - Test

The ECM has seven available outputs that indicate
the operating status of the engine:
Overspeed
Coolant temperature
Oil pressure
Diagnostics
Warning
Action alert
Shutdown
The outputs can be used to drive indicator lamps or
other controls. Each output provides a connection to
either the battery positive terminal or to the battery
negative terminal at a maximum current of 0.3 amp
when the output is ON. Each output gives an open
circuit when the output is OFF.
The Diagnostics output indicates that a fault exists
on the electronic system rather than with the engine.
The electronic service tool should be used to
diagnose the fault.
The Overspeed output indicates that an overspeed
fault exists. The severity of the fault is indicated by
the Warning, Action Alert or Shutdown lamps.
The Coolant Temperature lamp indicates a high
coolant temperature fault. The severity of the fault
is indicated by the Warning, Action Alert or
Shutdown lamps.
116
Illustration 45
KENR6224
g01287870
Schematic diagram for the indicator outputs
Note: Outputs from the ECM can be used to operate

lamps or relays.
KENR6224
117
Illustration 47
g01287960
Connections on the OEM connector
Illustration 46
Connections on the P1/J1 connector
(10)
(13)
(19)
(20)
(28)
(29)
(30)
(31)
Shutdown lamp
Engine running output
Action alert lamp
Warning lamp
Oil pressure lamp
Coolant temperature lamp
Overspeed lamp
Diagnostics lamp
g01287923
(3) Diagnostics lamp

(4) Warning lamp
(5) Action alert lamp
(8) Oil pressure lamp
(9) Overspeed lamp
(11) Engine running output
(16) Shutdown lamp
(17) Coolant temperature lamp

A. Replace any indicator lamps that are blown.
B. Check the wiring in order to determine if status
indicators are present. Check that the status
indicators are controlled by the ECM. Refer to 45.
Some indicators may obtain engine status through
a data link.
Note: If status indicators are not directly controlled
by the ECM, stop this test.
C. Thoroughly inspect connector J1/P1, the wiring for
the indicator circuit and the connectors. Refer to
- Inspect.
D. Perform a 45 N (10 lb) pull test on each wire that
is associated with the status indicators.
E. Check that the Allen head screw that secures
the ECM connector is correctly tightened to a
maximum torque of 3 Nm (26.5 lb in).
118
F. Check the harness and wiring from the status

indicators to the ECM for abrasion and pinch
points. All connectors, pins and sockets should be
completely mated or inserted. The harness and
the wiring should be free of corrosion, abrasion or
pinch points.
Expected Result:
The lamps turn on and the lamps turn off per the
above description.
KENR6224
B. Turn the keyswitch to the OFF position.

C. Disconnect the ECM connector J1/P1.
D. Turn the keyswitch to the ON position.
E. Connect the jumper wire between the following
pins on connector P1 and observe the warning
lamp.
Pin 10 and Battery +
Results:
to Test Step 2.
wiring.
Pin 28 and Battery -

Pin 29 and Battery -

STOP.
Test Step 2. Check the Indicator for a

Short Circuit
A. Disconnect the control wire at the suspect
indicator lamp or the relay.
B. Attempt to start the engine and check the status
indicators.
Pin 30 and Battery Pin 31 and Battery Expected Result:

Each lamp should illuminate only when the jumper is
inserted on the applicable pins in the ECM connector
P1.
Results:
OK The harness and indicators operate correctly.
Expected Result:
Repair: Reconnect all connectors and recheck

the operation of the indicators. If the fault returns,
replace the ECM.
The short circuit has been eliminated.
STOP.
Results:
OK - The short circuit is no longer present.
Not OK There is a fault in the indicator circuit.
Repair: Repair the indicator or replace the

indicator.
Repair: Recheck electrical connections and the

wiring for damage, corrosion, or abrasion. Repair
the connectors and the wiring or replace the
connectors and the wiring.
STOP.
Not OK There is a fault with the wiring to the
Test Step 4. Test the Harness for a Short

Circuit
Test Step 3. Check the Indicator Circuit

with a Jumper Wire
indicator. Proceed to Test Step 3.
A. Fabricate a jumper wire that is 100 mm (4.0 inch)

in length with a Deutsch connector socket on both
ends.
B. Remove the control wire for the suspect indicator

from the ECM connector P1. Refer to the
Troubleshooting Guide.
KENR6224
119
C. Attempt to start the engine and check the status

indicators.
Expected Result:
All other indicator lamps operate correctly. The
suspect indicator lamp remains off.
Results:
OK The short is in the harness.

Repair: Repair the harness or replace the harness.
STOP.
Perform this procedure under conditions that are

identical to the conditions that exist when the fault
occurs. Typically, faults with an injector solenoid
occur when the engine is warm and/or when the
engine is under vibration (heavy loads).
These engines have Electronic Unit Injectors (EUI)
that are mechanically actuated and electronically
controlled. The Engine Control Module (ECM) sends
a 105 volt pulse to each injector solenoid. The pulse
is sent at the proper time and for the correct duration
for a given engine load and speed. The solenoid
is mounted on top of the fuel injector body. The
105 volt pulse can be individually cut out to aid in
troubleshooting faults that involve misfires.
Repair: Disconnect the ECM connector J1/P1

and check for damage or corrosion. Refer to the
If an open circuit is detected in the solenoid circuit,

a diagnostic code is generated. The ECM continues
to try to fire the injector. If a short is detected, a
diagnostic code is generated. The ECM will disable
the solenoid circuit. The ECM will periodically try
to fire the injector. If the short circuit remains this
sequence of events will be repeated until the fault
is corrected.
If the fault is not eliminated, replace the ECM.

Refer to the Troubleshooting Guide, Replacing
the ECM.
An injector trim file must be programmed into the

ECM for each cylinder. Refer to the Troubleshooting
STOP.
Cylinder Cutout Test
Not OK The short circuit is present when the

circuit is disconnected from the ECM.
i02570748
Injector Solenoid Circuit - Test

with the injector solenoids.
Use this procedure for the following diagnostic codes:
0001-11 Cylinder #1 Injector other failure mode

You have been directed to this procedure from the
Troubleshooting Guide, Troubleshooting without a

Diagnostic Code.
The Cylinder Cutout Test is used in order to

determine the individual cylinder performance while
the engine is running. As one or more cylinders are
cut out during the test, the Fuel Position of each
injector is used in order to evaluate the performance
of the remaining cylinders that are firing. As the
different cylinders are cut out, a comparison of
the change in Fuel Position is used to identify
cylinders that are weak or misfiring. One reason for a
cylinder that is weak or misfiring is an injector that is
malfunctioning mechanically.
During the test, when a good injector is cut out, the
Fuel Position of the remaining injectors will increase.
This increase in the Fuel Position is caused by the
remaining injectors that are compensating for the cut
out injector. If a malfunctioning injector is cut out, the
Fuel Position for the remaining injectors will not
change. This is the result of the smaller quantity of
fuel that is needed to compensate for the power loss
from the malfunctioning injector. The Cylinder Cutout
Test is used to isolate a malfunctioning injector in
order to avoid replacement of injectors that are in
good repair.
Note: Prior to running the Cylinder Cutout Test, all
active diagnostic codes must be corrected.
Injector Solenoid Test
120
KENR6224
Use the Injector Solenoid Test to aid in diagnosing

an open circuit or a short circuit while the engine
is not running. The Injector Solenoid Test briefly
activates each solenoid. A good solenoid will create
an audible click when the solenoid is activated. The
electronic service tool will indicate the status of the
solenoid as OK, Open, or Short.
Illustration 48
g01287839

(1) Solenoid
(2) Injector
Illustration 49
g01287844
Schematic diagram for the injector solenoids
KENR6224
121
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 the J2/P2 ECM connector.
Thoroughly inspect the valve cover connector.
wires that are associated with injector solenoids.
E. Check the harness and wiring for abrasion and
for pinch points from the valve cover connector
to the ECM.
Expected Result:
are free of corrosion, of abrasion, and of pinch points.
Results:
OK The harness and wiring are OK. Proceed

to Test Step 2.

wiring.

Illustration 50
g01099568
P2 ECM connector

STOP.
(P2-99) Injector 5 & 6 supply

(P2-105) Injector 6 return
Test Step 2. Check for Logged Diagnostic

Codes for the Injector Solenoids

C. Check for logged diagnostic codes that are related

to the injector solenoids.

Expected Result:
Electrical shock hazard. The electronic unit injector system uses 90-120 volts.
One or more diagnostic codes that are related to the

injector solenoids have been logged.
122
Results:
OK One or more diagnostic codes are logged.

Not OK No diagnostic codes are logged.

Test Step 3. Check the Variation of the

Injectors Between Cylinders
A. Start the engine.
B. Allow the engine to warm up to the normal
operating temperature.
C. When possible, operate the engine at
approximately 50 percent load.
D. After the engine is warmed up to the operating
temperature, access the Cylinder Cutout Test by
accessing the following display screens in order:
Diagnostics
Diagnostic Tests
Cylinder Cutout Test
KENR6224
Repair: If the engine was misfiring or if the engine

has low power, refer to the Troubleshooting Guide,
Engine Misfires, Runs Rough or Is Unstable and
the Troubleshooting Guide, Low Power/Poor or
No Response to Throttle.
If a diagnostic code results from running the
Cylinder Cutout test, proceed to Test Step 4.
Not OK The Fuel Position for one or more
cylinders increased during the test. At least one of

the injectors is not firing properly. Proceed to Test
Step 4.
Test Step 4. Use the Injector Solenoid

Test to Test the Injector Solenoids
A. Start the engine.
B. Allow the engine to warm up to normal operating
temperature.
C. Stop the engine.
E. Access the Injector Solenoid Test by accessing
the following display screens in order:
E. Select the start button at the bottom of the screen

for the cylinder cutout test on the electronic
service tool.
Diagnostics
F. Select the 4 Cylinder Cutout Test which is the

default test.
Injector Solenoid Test
G. Follow the instructions that are provided in the

cylinder cutout test. The cylinder cutout tests
are interactive so you will be guided through the
procedure.
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 4 Cylinder Cutout Test is the
recommended starting procedure. The automated
tests run twice collecting data.
H. As the test is running, check the Fuel Position for
the cylinders.
Expected Result:
The Fuel Position for the cylinders does not change
during the test.
Diagnostic Tests
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 specific cylinder
while the engine is running. The Injector Solenoid
Test is used to actuate the injector solenoids. This
allows the click of the injector solenoids to be heard
when the engine is not running in order to determine
that the circuit is functioning properly.
G. As each solenoid is energized by the ECM, an
audible click can be heard at the valve cover.
H. Perform the Injector Solenoid Test at least two
times.
Expected Result:
All cylinders indicate OK.
Results:
Results:
OK The Fuel Position for the cylinders does
OK There is not an electronic fault with the
not change during the test. The cylinders seem to

be OK.
injectors at this time.
KENR6224
123
Repair: If the Cylinder Cutout Test returned a Not

OK for any injector, refer to the Troubleshooting
Guide, Engine Misfires, Runs Rough or Is
Unstable.
Test Step 6. Check the Injector Harness

under the Valve Cover
STOP.
Open circuit Note the cylinders that indicate

Open. Proceed to Test Step 5.
Short circuit Note the cylinders that indicate

Short. Proceed to Test Step 8.
Test Step 5. Check the Harness Between

the ECM and the Valve Cover Base for an
Open Circuit

is not turned off.
B. Remove the valve cover.
C. Disconnect the harness from the suspect injector.
Disconnect the harness from the injector that
shares the same supply wire.
Note: If both injectors that share a wire indicate

Open, inspect the common wire under the valve
cover for faults. The open circuit is probably caused
by an open in the shared wire.

is not turned off.
D. Thoroughly clean the terminals on both injectors

and the harness connectors.
B. Disconnect the connector from the valve cover

base.
E. Exchange the harness between the two injectors

that share the supply wire.
F. Turn the keyswitch to the ON position.
D. Fabricate a jumper wire 100 mm (4 inch) long with

Deutsch pins on both ends of the wire.
G. Perform the Injector Solenoid Test at least two

times.
E. Insert one end of the jumper wire into the common

socket for the suspect injector on the harness
connector. Insert the other end of the jumper wire
into the socket for the suspect injector on the
harness connector.
Expected Result:
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:
Exchanging the harness between the two injectors

caused the fault to move to the other injector.
Results:
Yes Exchanging the harness between the two

injectors caused the fault to move to the other
injector. The fault is in the harness that was
exchanged.
Repair: Repair the harness or replace the harness.

Perform the Injector Solenoid Test.
The electronic service tool displays Short for the

cylinder with the jumper wire.
Results:
STOP.
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.
No Exchanging the harness between the two
injectors does not cause the fault to move to the

other injector. There is a fault in the injector.
Repair: Replace the malfunctioning injector.
124
KENR6224
3. Perform the Injector Solenoid Test.
STOP.
If the test ECM fixes the fault, reconnect the

suspect ECM. If the fault returns with the suspect
ECM, replace the ECM. Verify that the repair
Test Step 7. Check the ECM for an Open

Circuit
STOP.
is not turned off.
B. Disconnect the P2 connector. Remove the two
terminals for the suspect injector from the P2
connector.
C. Use a jumper wire to create a short circuit between
the socket of the suspect injector and the socket
of the injector that shares the supply wire with
the suspect injector. This will replace the engine
wiring with a short circuit.
E. Perform the Injector Solenoid Test at least two
times.
Expected Result:
The electronic service tool displays Short for the
cylinder with the jumper wire.
Results:
OK The electronic service tool displays Short

for the cylinder with the jumper wire. The ECM is
OK.
Repair: Repair the engine harness or replace the

engine harness, as required.
Test Step 8. Check the Harness between

the ECM and the Valve Cover Base for a
Short Circuit
is not turned off.
B. Disconnect the connector from the valve cover
base.
D. Perform the Injector Solenoid Test at least two
times.
Expected Result:
All cylinders indicate Open.
Results:
OK All cylinders indicate Open. Proceed to

Test Step 10.
Not OK One or more cylinders indicate Short.

Note the cylinders that indicate Short. Proceed
to Test Step 9.
Test Step 9. Check the ECM for a Short

Circuit
STOP.
Not OK The electronic service tool does not

display Short for the cylinder with the jumper
wire. The ECM is not OK.
1. Remove the jumper wire and return the P2
wiring to the original configuration.
2. Temporarily connect a test ECM.
is not turned off.
B. Disconnect the P2 connector. Check the P2 and
J2 connectors for evidence of moisture entry.
KENR6224
D. Perform the Injector Solenoid Test at least two

times.
Expected Result:
All cylinders indicate Open when the P2 connector
is disconnected.
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
these diagnostic codes after completing this test step.
Results:
OK All cylinders indicate Open when the P2
connector is disconnected. The short circuit is in

the engine harness.
Repair: The fault is most likely in the shared
supply wire to the injector. Inspect the connectors
for moisture and for corrosion. Also, check the
common wire for exposed wires.
Repair the engine harness or replace the engine
harness, as required. Clear all diagnostic codes
after completing this test step.
STOP.
Not OK All cylinders do not indicate Open
when the P2 connector is disconnected. There

may be a fault in the ECM.
1. Reconnect the P2 ECM connector.
2. Temporarily connect a test ECM.
125
B. Remove the valve cover.

C. Disconnect each of the injectors that indicate
a Short from the wiring harness. Ensure that
the disconnected connectors do not touch other
components and create a short circuit.
E. Perform the Injector Solenoid Test at least two
times.
Expected Result:
All of the injectors that were disconnected indicate
Open.
Results:
OK All of the injectors that were disconnected

indicate Open. The shared wire is not shorted.
Repair: Leave the injector wires disconnected.
Not OK One or more of the injectors that were

disconnected indicate Short.
Repair: The fault is most likely in the shared wire

to the injector. Inspect the connectors for moisture
and for corrosion. Also, check the shared wire for
missing insulation.
Repair the injector harness or replace the injector
harness under the valve cover.
STOP.
3. Perform the Injector Solenoid Test.
Test Step 11. Check for a Short Circuit in

the Return Wire
If the test ECM eliminates the fault, reconnect the

suspect ECM. If the fault returns with the suspect
ECM, replace the ECM. Verify that the repair
STOP.
Test Step 10. Check the Engine Harness

under the Valve Cover for a Short Circuit

is not turned off.
B. Disconnect the P2 connector.
is not turned off.
C. Measure the resistance in the P2 connector

between the terminal for the return wire of the
suspect injector and engine ground.
Expected Result:
The resistance is greater than 10 Ohms.
126
KENR6224
Results:
OK The resistance is greater than 10 Ohms.
The wiring seems to be OK. The fault is most likely

in the injector.
Repair: Reconnect the J2/P2 connectors.
The analog speed control may be a simple

potentiometer or a signal from another device.
This device may be a load sharing/synchronising
controller. The actual analog speed control device is
not supplied by Perkins. The device is an optional
control unit that is supplied by the OEM.
Replace the faulty injector.

STOP.
Not OK There is a short in the return line.

Repair: Disconnect the connector from the valve
cover base.
Measure the resistance of the return wire between
the P2 connector and engine ground.
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.
STOP.
i02571664
Speed Control (Analog) - Test

with the analog speed control.
Use this procedure for the following diagnostic code:
1690-08 Throttle #2 Position Sensor abnormal

frequency, pulse width or period
KENR6224
127
Illustration 51
g01288675
Schematic diagram for the analog speed input
Illustration 53
g01288635

(19)
(20)
(23)
(24)
Illustration 52
(2) +5 volts
(3) Analog ground
(17) Analog speed control input
(67) Cable screen connection
g01288603
+5 volts
Analog ground
Cable screen connection
Analog speed control input
Test Step 1. Check for Active +5 Volt

Sensor Supply Diagnostic Codes
B. Connect the electronic service tool to the
128
Note: Wait at least 10 seconds in order to allow any

D. Check if either of the following diagnostic codes
are active:
KENR6224
Repair: There may be an intermittent fault in the

electrical harness. Refer to the Troubleshooting
STOP.

the Throttle Control
Measure the supply voltage at the speed control

potentiometer or the speed control device. The supply
voltage should be between 4.5 volts and 5.5 volts.
above normal
below normal
Expected Result:
Diagnostic codes 262-03 and 262-04 are not active.
Results:
OK Diagnostic codes 262-03 and 262-04 are not

Not OK Diagnostic codes 262-03 or 262-04 are

active.
Repair: Refer to the Troubleshooting Guide, 5

Volt Engine Pressure Sensor Supply Circuit - Test.
STOP.

Codes for the Analog Throttle
Check if diagnostic code 1690-08 is active.
Note: Diagnostic codes 262-03 and 262-04 should
not be active.
Expected Result:
Diagnostic code 1690-08 is active. Diagnostic codes
262-03 and 262-04 are not active.
Expected Result:
The supply voltage is between 4.5 volts and 5.5 volts.
Results:
OK The supply voltage is between 4.5 volts and

5.5 volts. Proceed to Test Step 5.
Not OK The supply voltage is not between 4.5

volts and 5.5 volts. Proceed to Test Step 4.

the Engine
Measure the supply voltage at either of the following
connectors:
J61 Pin 19+5 volts and J61 Pin 20 Return

J1 Pin 2+5 volts and J1 Pin 3 Return
The supply voltage should be between 4.5 volts and
5.5 volts.
Expected Result:
The supply voltage is between 4.5 volts and 5.5 volts.
Results:
Results:
OK Diagnostic code 1690-08 is active. Proceed
OK The supply voltage is between 4.5 volts and
Not OK Diagnostic code 1690-08 is not active
to Test Step 3.
but the diagnostic code may be logged. The engine

is not operating correctly.
Repair: Refer to the Troubleshooting Guide,
Troubleshooting without a Diagnostic Code.
STOP.
Not OK Diagnostic code 1690-08 is not active
but the diagnostic code may be logged. The engine

is operating correctly.
5.5 volts. Proceed to Test Step 5.

volts and 5.5 volts.
Repair: There is an open circuit in either the

common wire or supply wire between the engine
harness and the OEM control. Refer to the
STOP.
KENR6224
Test Step 5. Check the Control Voltage at

the Engine
Measure the voltage at either of the following
connectors:
J61 Pin 24 Analog speed control input and J61 Pin
129
Repair: There is a fault in the speed control

potentiometer or the speed control device. Repair
the speed control device or replace the speed
control device.
STOP.
20 Analog ground
i02571833
J1 Pin 15 Analog speed control input and J1 Pin 3
Speed Control (PWM) - Test
The control voltage should be between 0.5 volts and

4.5 volts.
Analog ground
Expected Result:
The control voltage is between 0.5 volts and 4.5 volts.
Use this procedure to troubleshoot any suspect

faults with the Pulse Width Modulated (PWM) speed
control.
Results:
Use this procedure for the following diagnostic code:
OK The electrical circuit is correct.
0091-08 Throttle Position Sensor abnormal
Repair: Use the electronic service tool to check

that the analog speed control is selected in the
configuration parameters. Check that the correct
speed range is set.
STOP.
The PWM speed control circuit is an optional input.

The circuit will accept a PWM signal of 8 volts at
500 Hz with a duty cycle of 5% minimum to 95%
maximum. The range of the speed control is minus
24% to plus 8% of the rated speed.
Not OK The voltage is not within the expected

range. Proceed to Test Step 6.
Test Step 6. Check the Control Voltage at

the External Speed Control
Measure the signal voltage at the slider of the
potentiometer or the output of the speed control
device.
Expected Result:
The control voltage is between 0.5 volts and 4.5 volts.
Results:
OK The control voltage is between 0.5 volts and

4.5 volts.
Repair: There is a fault in the wiring between the

speed control and the engine. Repair the wiring or
replace the wiring.
STOP.
Not OK The control voltage is outside the

expected range of 0.5 volts and 4.5 volts.
130
KENR6224
g01288984
Illustration 54
Schematic diagram for the PWM speed input
Illustration 56
g01288994

(21)
(22)
(27)
(36)
Illustration 55
(4) +8 volts
(5) Ground
(66) PWM input
(67) Cable screen connection
g01288993
+8 volts
Ground
Cable screen connection
PWM input

A. Thoroughly inspect the J1/P1 connector , the
J61/P61 connector and the external wiring.
KENR6224
B. Perform a 45 N (10 lb) pull test on each of the

wires in the P1 connector that are associated
with the PWM speed control (terminals 4, 5, 66
and 67). Refer to the Troubleshooting Guide,
C. Check that the Allen head screw that secures
the ECM connector is correctly tightened to a
maximum torque of 3 Nm (26.5 lb in).
D. Check the harness and wiring for abrasion and
pinch points from the PWM speed control to the
ECM.
Expected Result:
mated or inserted and the harness and wiring is free
of corrosion, abrasion or pinch points.
Results:
OK All connectors, pins and sockets are
completely mated or inserted and the harness and

wiring is free of corrosion, abrasion or pinch points.
Not OK There is a fault in the wiring or the

connectors.
131
Note: When the ECM is first powered, the ECM

automatically calibrates new duty cycle values for
the low speed position and the high speed position.
The system assumes a value of 10 percent at low
speed and a value of 95 percent at high speed for the
duty cycle. When the speed input has been cycled
between the low position and the high position, the
ECM will adjust the calibration automatically. The
calibration will only occur when the high idle stop
position is between 90 percent and 95 percent of the
range of the duty cycle and the low speed value is
between 2.6 percent and 9.9 percent of the range of
the duty cycle.
D. Check if any of the following diagnostic codes
are active:
41-038 Volt DC Supply voltage above normal

41-048 Volt DC Supply voltage below normal
91-08Throttle Position Sensor abnormal
Expected Result:
Diagnostic codes 41-03, 41-04 and 91-08 are not
active but the PWM speed control is not operating
correctly.
Repair: Repair the wiring or the connectors or

replace the wiring or the connectors. Ensure
that the seals are correctly installed and that the
connectors are completely mated.
Results:
Check that the repair eliminates the fault.
Not OK Diagnostic code 91-08 is active. Proceed
STOP.

Codes
C. Monitor the Active Diagnostic Code screen on
the electronic service tool and check for active
diagnostic codes.
OK Diagnostic codes 41-03, 41-04 and 91-08

are not active. Proceed to Test Step 3.
to Test Step 3.
Not OK Diagnostic code 41-03 or 41-04 is active.

Test Step 3. Check the Duty Cycle of the

PWM Speed Control
C. Use the electronic service tool to monitor the
range of the speed control.
Expected Result:
The PWM speed control is operating correctly.
Results:
OK The PWM speed control is operating

correctly. STOP.
Not OK The PWM speed control is not operating

correctly. Proceed to Test Step 4.
132

the PWM Control Unit
Measure the supply voltage at either of the following
connectors:
J61 Pin 21 +8 volts and J61 Pin 22 Ground

J1 Pin 4 +8 volts and J1 Pin 5 Ground
8.5 VDC.
Expected Result:
KENR6224
Use the electronic service tool to check if the +8

Volt diagnostic code is still active. If the fault only
appears with the old PWM speed control, replace
the PWM speed control.
STOP.
Test Step 6. Disconnect the 8 Volt Supply

at the ECM
B. Disconnect the P1 connector from the ECM.
C. Remove pin 4 and pin 5 from the P1 connector.

8.5 VDC.
D. Reconnect the P1 connector to the ECM.
Results:
OK The supply voltage should be between 7.5
F. Use the electronic service tool to check if

diagnostic code 41-03 or 41-04 is still active.
Expected Result:
volts and 8.5 VDC. Proceed to Test Step 7.
volts and 8.5 VDC. Proceed to Test Step 5.
Test Step 5. Remove the PWM Control

Unit and Check for Diagnostic Codes
A. Use the Active Diagnostic Code screen on
the electronic service tool to check that either a
41-03 or 41-04 diagnostic code is active before
continuing with this test.
B. While disconnecting and reconnecting the PWM
speed control, monitor the Active Diagnostic
Code screen on the electronic service tool.
Expected Result:
Diagnostic code 41-03 or 41-04 becomes active when
the PWM speed control is connected. Diagnostic
code 41-03 or 41-04 becomes inactive when the
PWM speed control is disconnected.
Results:
OK Diagnostic code 41-03 or 41-04 becomes
active when the PWM speed control is connected.

Diagnostic code 41-03 or 41-04 becomes inactive
when the PWM speed control is disconnected.
Not OK When the PWM is connected or
disconnected, diagnostic code 41-03 or 41-04 is

active .
Repair: Temporarily install another PWM speed
control.
Diagnostic code 41-03 or 41-04 is still active.

Results:
OK Diagnostic code 41-03 or 41-04 is still active.

Repair: Check the battery voltage from P1-61 and
P1-63 to P1-48 and P1-52. The battery voltage
should be between 22.0 and 27.0 Volts DC for a
24 volt system.
If the battery voltage is correct, temporarily connect
a test ECM.
Use the electronic service tool to check if the
diagnostic code is still active.
If the fault is corrected with the test ECM, reconnect
the old ECM and check that the fault returns.
If the fault returns with the old ECM, replace the
ECM.
STOP.
Not OK There is a fault in the wiring between the

ECM and the PWM speed control.
Repair: Use the electronic service tool to check for

diagnostic codes when each of the removed wires
is reconnected. In order to determine the wire that
is faulty, reconnect pin P1-5 and then reconnect
pin P1-4 .
Repair the damaged wire or replace the damaged
wire.
KENR6224
Check that the repair has eliminated the fault.

STOP.

PWM Speed Control at the PWM Control
Unit
Refer to OEM instructions for the correct procedure.
Expected Result:
133
Use the electronic service tool to check if the

response from the speed control is normal.
If the fault is corrected with the test ECM, reconnect
the old ECM and check that the fault returns.
If the fault returns with the old ECM, replace the
ECM.
Turn the keyswitch to the OFF position.
The PWM speed control is operating correctly.
Disconnect the P1 connector from the ECM and

then insert pin P1-66.
Results:
Reconnect the P1 connector to the ECM.
OK The PWM speed control is operating
STOP.
correctly. Proceed to Test Step 8.
Not OK The PWM speed control is not operating

correctly.
Not OK There is a fault in the signal wire for the

speed control in the machine harness. Proceed
to Test Step 9.
Repair: Repair the PWM speed control or replace

Test Step 9. Install Bypass Wiring to the

PWM Speed Control
STOP.

PWM Speed Control at the ECM
B. Disconnect the P1 connector from the ECM and
then remove pin P1-66.
C. Use a multimeter that is capable of measuring a
PWM duty cycle and connect the probes between
the removed pin P1-66 and pin P1-5.
D. Reconnect the P1 connector to the ECM.
F. Operate the sensor assembly from the low idle
position to the high idle position and use the
multimeter to display the output duty cycle of the
PWM speed control. Record the results.
Expected Result:
The duty cycle is 10 percent at the low idle position
and the duty cycle increases smoothly to 90 percent
at the high idle position.
Results:
OK The duty cycle is 10 percent at the low idle

position and the duty cycle increases smoothly to
90 percent at the high idle position.
B. Remove pin P1-66 from the ECM connector.

C. Install a test lead from pin P1-66 on the ECM to
E. Use the electronic service tool to check the duty
cycle of the speed control while the speed setting
is moved over the full range.
Expected Result:
The duty cycle is 10 percent at the low idle position
and the duty cycle increases smoothly to 90 percent
at the high idle position.
Results:
OK The duty cycle is 10 percent at the low idle
position and the duty cycle increases smoothly to

90 percent at the high idle position.
Repair: There is a fault in the signal wire between
the ECM and the PWM speed control.
Repair the faulty wire or replace the faulty wire.
STOP.
Not OK The duty cycle is outside the expected

limits.
Repair: If the battery voltage is correct, temporarily

connect a test ECM.
134
KENR6224
Repair: Restart this test procedure from the

beginning.
STOP.
i02571379
Switch Circuits - Test

Switch circuits may have faults such as faulty wiring,
faulty switches or faulty connectors. Use the following
diagnostic procedures to diagnose faults with the
switch circuits.
Note: The switches are not mounted on the engine
but the switches are mounted in the OEM control
panel. These diagnostic procedures can only check
the wiring on the engine. Refer to the documentation
for the OEM control panel for troubleshooting external
wiring. The majority of the switches are optional.
The following switches may be used:
Digital speed control enable switch

Injection disable switch
Lower speed push button
Raise speed push button
Shutdown emergency override switch
1500/1800 rpm select switch
Droop/Isochronous switch
Fault reset switch
KENR6224
135
Illustration 57
g01288338
136
KENR6224
Illustration 59
g01288567
Illustration 58
(7) Raise speed push button
(18) Digital ground
(41) Fault reset
(46) Droop/isochronous
(49) Digital speed control enable
(56) 1500/1800 RPM select
(58) Shutdown emergency override
(59) Lower speed push button
(62) Injection disable
g01288565
(2) Digital speed control enable

(12) Digital ground
(18) Fault reset
(25) 1500/1800 RPM select
(26) Droop/isochronous
(28) Raise speed push button
(29) Lower speed push button
(34) Injection disable
(35) Shutdown emergency override
Test Step 1. Check the Electrical

A. Place the keyswitch in the OFF position.
B. Thoroughly inspect the J1/P1 connector and the
OEM connector. Inspect the connections for the
suspect switch. Refer to the Troubleshooting
wires in the circuit for the suspect switch.
D. Check the Allen head screw on each ECM
E. Check the Allen head screw on the OEM
KENR6224
137
F. Check the harness and wiring for abrasions and

for pinch points.
Repair: Operate the engine and check the switch

for proper operation.
Expected Result:
If the switch does not operate correctly, use the

Configuration screen on the electronic service
to check that the switch is correctly enabled. If
the switch is correctly enabled, there may be a
short circuit between the circuit for the suspect
switch and another circuit. Carefully reinspect the
components. Refer to the Troubleshooting Guide,
Electrical Inspectors - Inspect. Locate the short
circuit and make repairs.

are free of corrosion, of abrasion or of pinch points.
Results:
OK The wiring and connectors are OK. Proceed

to Test Step 2.
Not OK There is a fault in the wiring and/or a

connector.

seals are properly connected. Verify that the repair
STOP.
Test Step 2. Test the Switch for Proper

Operation
A. Disconnect the P1 connector.
B. Determine the P1 terminal for the suspect switch.
C. Connect a meter lead to the P1 terminal for the
suspect switch. If the return path for the suspect
switch is to engine ground, connect the other
meter lead to engine ground. If the return path
for the suspect switch is to battery+, connect the
other meter lead to battery+.
STOP.
Not OK Both resistance measurements indicate

an open circuit or both resistance measurements
are less than 10 Ohms. There is a fault in the
circuit for the switch.
Repair: The fault could be in the switch, in the
wiring, or in a connector.
Carefully reinspect the components. Refer to the
Troubleshooting Guide, Electrical Inspectors Inspect.
If the inspection does not identify the faulty
component, replace the switch and test the switch
again.
If the fault is not resolved, repair the wiring or the
connector. Replace parts, if necessary. Verify that
the fault is eliminated.
STOP.
Note: Wiggle the harnesses during the following

measurements in order to reveal any intermittent
short condition.
D. Measure the resistance between the P1 terminal
for the suspect switch and engine ground or
battery+.
E. Activate the switch and measure the resistance
again.
Expected Result:
When the switch is open, the resistance measurement
indicates an open circuit. When the switch is closed,
the resistance measurement is less than 10 Ohms.
Results:
OK One resistance measurement indicates an
open circuit. The other resistance measurement

is less than 10 Ohms. The switch is operating
correctly. The wiring does not have a short circuit
or an open circuit.
138
KENR6224
Calibration Procedures
Test Step 2. Install the Transducer

i02573903
Engine Speed/Timing Sensor Calibrate
NOTICE
If the crankshaft is not in the correct position when the
transducer is installed, the transducer will be damaged
when the engine is started.
A. Apply clean engine oil to a suitable O-Ring Seal.
Install the O-ring seal on the end of Tooling (B).

The Electronic Control Module (ECM) has the ability
to calibrate the mechanical differences between the
Top Center (TC) of the flywheel and the TC of the
timing gear on the camshaft. A magnetic transducer
signals the TC of the flywheel to the ECM when a
notch on a counterweight passes by the transducer.
The crankshaft position sensor signals the TC of the
timing gear to the ECM. Any offset between the TC of
the flywheel and the TC of the timing gear is stored
into the memory of the ECM.
B. Push Tooling (B) through Tooling (A) until Tooling

(B) contacts the crankshaft counterweight.
C. Withdraw Tooling (B) 1.0 mm (0.04 inch) from
Tooling (A) and then hand tighten the nut on
Tooling (A) in order to secure Tooling (B). Move
the O-ring seal against Tooling (A).
Continue to the next test step.
Test Step 3. Connect Tooling C
Note: A timing calibration will not increase the

available engine power.
Connect Tooling (C) to the connector for timing

calibration and to Tooling (B).
Table 14 lists the special tools that are required in

order to perform this procedure.
Table 14
Required Special Tools

Tool
Part
Number
GE50039
Transducer Adapter
GE50038
Transducer
GE50040
Cable As
CH11148
Engine Turning Tool
Description
Qty
Test Step 1. Install the Transducer

Adapter
B. Use Tooling (D) to put either the No. 1 piston or the
No. 6 piston at top center. Refer to the Systems
Operation, Testing and Adjusting Manual, Finding
the Top Center Position for the No. 1 Piston.
C. After the top center position has been located,
rotate the crankshaft in the opposite direction to
normal rotation for 60 degrees.
D. Remove the plug from the timing calibration port.
Test Step 4. Start the Engine and Check

for Diagnostic Codes
B. In order to carry out a timing calibration, the engine
must be running at 1100 rpm. When Timing
Calibration is selected on the electronic service
tool, the engine speed will be automatically set
to 1100 rpm and the timing calibration can be
performed.
C. Start the engine and run the engine until the
engine is at the normal operating temperature.
D. Check for active diagnostic codes. Wait at least 30
seconds in order for the codes to become active.
The engine must not have any active diagnostic
codes during the timing calibration except for a
261-13 Engine Timing Calibration required.
Expected Result:
There are no active diagnostic codes or there is only
an active 261-13 diagnostic code.
E. Install Tooling (A) into the port.

KENR6224
139
Results:
5. Remove the electrical power from the ECM.
OK There are no active diagnostic codes or
6. Remove Tooling (B) and Tooling (A).
there is only an active 261-13 diagnostic code.

Not OK There is at least one active code that

is not 261-13.
Repair: Troubleshoot and repair any active

diagnostic codes before you continue with this
procedure.
STOP.
7. Install the plug into the timing calibration port.

8. Return the engine to service.
STOP.
Not OK The timing calibration was unsuccessful.

Repair: The following conditions can cause the
timing calibration to fail:
Test Step 5. Calibrate the Crankshaft

Position Sensor
If the crankshaft and camshaft gears have been
A. Set the engine speed to 1100 50 rpm. The

engine speed must be steady within this rpm
range in order for the calibration to be successful.
Verify that the timing calibration probe is installed
B. After the engine has warmed up, access the

Timing Calibration screen on the electronic
service tool. Access the following display screens
in order:
Service
Calibrations
Timing Calibration
reassembled incorrectly, the timing will not

calibrate.
correctly.
Verify that the engine speed is correct and that
the engine speed is stable. If the engine speed

is unstable, refer to the Troubleshooting Guide,
Engine Misfires, Runs Rough or Is Unstable.
There may be a fault in Tooling (B) or in Tooling

(C). Obtain a new Tooling (B) and/or a new
Tooling (C) and repeat the timing calibration.
STOP.
C. To calibrate the timing, select Continue on the

electronic service tool. Wait until the electronic
service tool indicates that the timing is calibrated.
Expected Result:
The electronic service tool indicates that the timing
is calibrated.
Results:
OK The electronic service tool indicates that the

timing is calibrated.

1. Set the engine speed to low idle.
Note: Disconnect Tooling (C) before you exit the
Timing Calibration screen. Otherwise, diagnostic
codes may be activated.
2. Disconnect Tooling (C).
3. Exit the Timing Calibration screen on the
4. After completion of the timing calibration, ensure
that all parameters are returned to the original
values.
140
Index Section
KENR6224
Index
Numerics
5 Volt Engine Pressure Sensor Supply Circuit Test ...................................................................... 75
A
Alternator Noise.....................................................
Probable Causes ...............................................
Recommended Actions......................................
Alternator Will Not Charge.....................................
Probable Causes ...............................................
31
31
31
31
31
31
B
Battery ................................................................... 31
Probable Causes ............................................... 31
Recommended Actions...................................... 32
C
Calibration Procedures ........................................ 138
CAN Data Link Circuit - Test.................................. 81
Can Not Reach Top Engine RPM .......................... 32
Probable Causes ............................................... 32
CID 0001 FMI 11 ................................................... 54
CID 0002 FMI 11 ................................................... 55
CID 0003 FMI 11 ................................................... 55
CID 0004 FMI 11 ................................................... 55
CID 0005 FMI 11 ................................................... 56
CID 0006 FMI 11 ................................................... 56
CID 0041 FMI 03 ................................................... 56
CID 0041 FMI 04 ................................................... 57
CID 0091 FMI 08 ................................................... 57
CID 0100 FMI 03 ................................................... 57
CID 0100 FMI 04 ................................................... 57
CID 0110 FMI 03 ................................................... 58
CID 0110 FMI 04 ................................................... 58
CID 0168 FMI 02 ................................................... 58
CID 0172 FMI 03 ................................................... 59
CID 0172 FMI 04 ................................................... 59
CID 0174 FMI 03 ................................................... 59
CID 0174 FMI 04 ................................................... 59
CID 0190 FMI 02 ................................................... 60
CID 0190 FMI 09 ................................................... 60
CID 0190 FMI 11 ................................................... 60
CID 0190 FMI 12 ................................................... 61
CID 0247 FMI 09 ................................................... 61
CID 0248 FMI 09 ................................................... 61
CID 0253 FMI 02 ................................................... 61
CID 0254 FMI 12 ................................................... 62
CID 0261 FMI 13 ................................................... 62
CID 0262 FMI 03 ................................................... 62
CID 0262 FMI 04 ...................................................

CID 0268 FMI 02 ...................................................
CID 0273 FMI 03 ...................................................
CID 0273 FMI 04 ...................................................
CID 0274 FMI 03 ...................................................
CID 0274 FMI 04 ...................................................
CID 0342 FMI 02 ...................................................
CID 0342 FMI 11 ...................................................
CID 0342 FMI 12 ...................................................
CID 0799 FMI 12 ...................................................
CID 1690 FMI 08 ...................................................
Coolant in Engine Oil.............................................
Probable Causes ...............................................
Coolant Temperature Is Too High ..........................
63
63
63
63
64
64
64
65
65
65
66
33
33
33
34
D
Data Link Circuit - Test ..........................................
Diagnostic Code Cross Reference ........................
Diagnostic Codes ..................................................
Active Diagnostic Codes ....................................
Diagnostic Codes...............................................
Logged Diagnostic Codes..................................
Diagnostic Functional Tests...................................
85
52
51
52
51
52
75
E
E162 High Boost Pressure .................................... 69
E360 Low Engine Oil Pressure.............................. 70
E361 High Engine Coolant Temperature ............... 71
E362 Engine Overspeed ....................................... 72
E363 High Fuel Supply Temperature..................... 72
E368 High Intake Manifold Air Temperature.......... 73
ECM Memory - Test............................................... 88
ECM Will Not Accept Factory Passwords.............. 34
Probable Causes ............................................... 34
ECM Will Not Communicate with Other Systems or
Display Modules .................................................. 34
Probable Causes ............................................... 34
Electrical Connectors - Inspect.............................. 90
Electrical Power Supply Circuit - Test.................... 94
ECM..................................................................... 35
Probable Causes ............................................... 35
Electronic Service Tools ........................................ 10
Perkins Electronic Service Tool (EST) ............... 10
Required Service Tools ...................................... 10
Electronic Troubleshooting ...................................... 5
Engine Cranks but Will Not Start ........................... 36
Probable Causes ............................................... 36
KENR6224
141
Index Section
Engine Has Early Wear ......................................... 37

Probable Causes ............................................... 37
Engine Misfires, Runs Rough or Is Unstable......... 38
Probable Causes ............................................... 38
Engine Oil in Cooling System ................................ 39
Probable Causes ............................................... 39
Engine Pressure Sensor Open or Short Circuit Test ...................................................................... 97
Engine Speed/Timing Sensor - Calibrate ............ 138
Engine Speed/Timing Sensor Circuit - Test ......... 103
Engine Temperature Sensor Open or Short Circuit Test ..................................................................... 110
Engine Vibration .................................................... 39
Probable Causes ............................................... 39
Engine Will Not Crank ........................................... 40
Probable Causes ............................................... 40
Engine Wiring Information ..................................... 18
Harness Wire Identification ................................ 18
Event Codes .......................................................... 67
Active Event Codes............................................ 67
Clearing Event Codes ........................................ 68
Logged Event Codes ......................................... 68
Trip Points for the Monitoring System ................ 68
Troubleshooting ................................................. 68
Excessive Black Smoke ........................................ 40
Probable Causes ............................................... 40
Excessive Engine Oil Consumption....................... 41
Probable Causes ............................................... 41
Excessive Fuel Consumption ................................ 42
Probable Causes ............................................... 42
Excessive Valve Lash............................................ 43
Probable Causes ............................................... 43
Excessive White Smoke ........................................ 43
Probable Causes ............................................... 43
I
Important Safety Information ................................... 2
Indicator Lamp Circuit - Test................................. 115
Injector Solenoid Circuit - Test.............................. 119
Injector Trim File.................................................... 23
Intermittent Engine Shutdown ............................... 45
Probable Causes ............................................... 45
L
Low Engine Oil Pressure .......................................
Probable Causes ...............................................
Low Power.............................................................
Probable Causes ...............................................
46
46
46
46
46
47
M
Mechanical Noise (Knock) in Engine..................... 47
Probable Causes ............................................... 47
Recommended Repairs ..................................... 48
N
Noise Coming from Cylinder.................................. 48
Probable Causes ............................................... 48
P
Poor Acceleration or Response.............................
Probable Causes ...............................................
Programming Parameters .....................................
49
49
49
21
R
Replacing the ECM................................................ 12
F
Factory Passwords ................................................
Factory Passwords Worksheet..............................
Flash Codes ..........................................................
Flash Programming ...............................................
Flash Programming a Flash File ........................
Fuel Dilution of Engine Oil .....................................
Probable Causes ...............................................
21
21
51
22
22
44
44
44
S
Self-Diagnostics..................................................... 13
Sensors and Electrical Connectors ....................... 14
Speed Control (Analog) - Test ............................. 126
Speed Control (PWM) - Test................................ 129
Switch Circuits - Test ........................................... 134
G
Glossary .................................................................. 7
142
Index Section
KENR6224
System Configuration Parameters......................... 24

Configuration Parameters .................................. 25
Critical Override Switch...................................... 24
Customer Specified Parameters ........................ 26
ECM Serial Number ........................................... 24
ECM Software Release Date ............................. 24
Effect of Diagnostic Codes on Engine
Performance..................................................... 29
Engine monitoring .............................................. 28
Engine Serial Number........................................ 24
Full Load Setting (FLS) ...................................... 24
Full Torque Setting (FTS)................................... 24
Gain Explanations.............................................. 28
Monitoring the Fuel Temperature ....................... 29
Self-Diagnostics ................................................. 29
Settings for the Monitoring System .................... 30
Software Part number ........................................ 24
Total Tattletale .................................................... 24
System Overview..................................................... 5
Passwords ........................................................... 6
Programmable Parameters.................................. 6
System Operation ................................................ 5
T
Table of Contents..................................................... 3
Troubleshooting Section.......................................... 5
Troubleshooting with a Diagnostic Code ............... 51
Troubleshooting with an Event Code..................... 67
Troubleshooting without a Diagnostic Code .......... 31
V
Valve Rotator or Spring Lock Is Free..................... 50
Probable Causes ............................................... 50
KENR6224
143
Index Section
Copyright 2006 Perkins Engines Company Limited

All Rights Reserved
Printed in U.K.

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KENR6224

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

System Configuration Parameters

CID 0003 FMI 11 ...................................................

Troubleshooting with an Event Code

Diagnostic Functional Tests

Speed Control (PWM) - Test ............................... 129

(7) 36 + 1 Tooth Gear

Inlet Manifold Pressure Sensor

This engine is electronically controlled. Each cylinder

Cold mode is activated whenever the engine

The electronic system consists of the following

Increased cold weather starting capability

The flash file inside the ECM sets certain limits on

Crankshaft Position Sensor This sensor

Active Diagnostic Code An active diagnostic

Data Link The Data Link is a serial communication

Adaptive Trim This is a software process that is

Derate Certain engine conditions will generate

Electronic Control Module (ECM) The ECM

7 The mechanical system is not responding

Hertz (Hz) Hertz is the measure of electrical

Password A password is a group of numeric

Intake Manifold Pressure Sensor The Intake

J1939 CAN Data Link This data link is a SAE

Rated Fuel Limit This is a limit that is based on

Short Circuit A short circuit is a condition that has

Signal The signal is a voltage or a waveform that

Supply Voltage The supply voltage is a continuous

The tools that are listed in Table 1 are required in

System Configuration Parameters System

Required Service Tools

Required Service Tools

Digital Multimeter Gp (RS232)

Throttle Position The throttle position is the

Adapter Cable As (70-PIN BREAKOUT)

Adapter Cable As (3-PIN BREAKOUT)

Harness (SERVICE TOOL ADAPTER)

Timing Calibration The timing calibration is the

Crimp Tool (12 AWG TO 18 AWG)

Top Center Position The top center position refers

Electronic Service Tools

Connector Repair Kit (DEUTSCH DT)

Two short jumper wires are needed to check the

Perkins Electronic Service Tool

Perkins Electronic Service Tools are designed to help

The Perkins EST can be used by the technician to

Connecting Perkins EST and the

Service Tools for the Use of Perkins EST

Personal Computer (PC)

Single user license for Perkins EST

Data Subscription for All Engines

Refer to the Perkins Engine Company Limited.

Note: For more information regarding the use of

Personal computer (PC)

4. Place the keyswitch in the ON position. If the

Replacing the ECM

1. Record the configuration data:

Perform the following procedure in order to replace

b. Use the electronic service tool to match the

Every generated code is stored in the permanent