EMCP II Testing and Adjustment

7/18/2019 EMCP II FOR MUI
SENR5809-05
October 2001
Systems Operation
Testing and Adjusting
Electronic Modular Control Panel II
(EMCP II) For MUI Engines
30A1-Up (Engine) 38S1-Up (Engine)
02B1-Up (Engine) 67U1-Up (Engine)
04B1-Up (Engine) 90U1-Up (Engine)
2WB1-Up (Engine) 23Z1-Up (Engine)
35B1-Up (Engine) 24Z1-Up (Engine)
66D1-Up (Engine) 35Z1-Up (Engine)
1ZF1-Up (Engine) 36Z1-Up (Engine)
3YF1-Up (Engine) 67Z1-Up (Engine)
4XF1-Up (Engine) 70Z1-Up (Engine)
5YF1-Up (Engine) 73Z1-Up (Engine)
4RG1-Up (Engine) 75Z1-Up (Engine)
1NJ1-Up (Engine) 78Z1-Up (Engine)
2AJ1-Up (Engine) 81Z1-Up (Engine)
5SJ1-Up (Engine) 83Z1-Up (Engine)
8JJ1-Up (Engine) 85Z1-Up (Engine)
4JK1-Up (Engine)
9HK1-Up (Engine)
62M1-Up (Engine)
70R1-Up (Engine)
9NR1-Up (Engine)
1LS1-Up (Engine)
http://slidepdf.com/reader/full/emcp-ii-for-mui 1/208
i01097883
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
pictorially that appears under the warning explains the hazard and can be either written or
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or 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. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.
When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
3
Table of Contents
Table of Contents CID 111 FMI 3 Fluid Level Sensor (Engine Coolant)
Voltage Above Normal - Test ............................... 69
CID 168 FMI 3 Electrical System Voltage Above
Normal - Test ....................................................... 71
Systems Operation Section CID 168 FMI 4 Electrical System Voltage Below
Normal - Test ....................................................... 73
General Information ................................................ 5
CID 190 FMI 2 Speed Sensor (Engine) Incorrect
Component Location ............................................... 6
EMCP Electronic Control (Generator Set) .............. 8 Signal - Test ........................................................ 76
CID 190 FMI 3 Speed Sensor (Engine) Voltage
Instrument Panel .................................................. 13
Above Normal - Test ........................................... 78
Relay (Overvoltage) .............................................. 14
CID 248 FMI 9 CAT Data Link Abnormal Update -
Relay (Overcurrent) .............................................. 14
Test ..................................................................... 81
Data Link .............................................................. 15
CID 268 FMI 2 EMCP Electronic Control (Generator
Sensors ................................................................. 15
Set) Incorrect Signal - Test .................................. 81
Modes Of Operation ............................................. 18
CID 269 FMI 3 Sensor Power Supply Voltage Above
Normal Mode ........................................................ 19
Normal - Test ....................................................... 82
Alarm Mode ......................................................... 21
CID 269 FMI 4 Sensor Power Supply Voltage Below
Shutdown Mode .................................................... 21
Normal - Test ....................................................... 84
Service Mode ........................................................ 23
CID 330 FMI 7 Unexpected Shutdown Improper
Fault Log Viewing OP1 ......................................... 24
Mechanical Response - Test ............................... 86
Engine/Generator Setpoint Viewing OP2 .............. 25
CID 331 FMI 2 Switch (Engine Control) Incorrect
Password Entry OP3 ............................................. 25
Fault Log Clearing OP4 ........................................ 26 Signal - Test ........................................................ 93
CID 333 FMI 3 Alarm Module Control Voltage Above
Engine/Generator Programming OP5 ................... 27
Normal - Test ....................................................... 95
Spare Input/Output Programming OP6 ................. 31
CID 333 FMI 4 Alarm Module Control Voltage Below
Hourmeter Programming OP7 .............................. 34
Normal - Test ....................................................... 97
Voltmeter/Ammeter Programming OP8 ................ 35
CID 334 FMI 3 Spare Output Voltage Above Normal -
Engine Setpoint Verification OP9 .......................... 36
Test ..................................................................... 99
AC Offset Adjustment OP10 ................................. 38
CID 334 FMI 4 Spare Output Voltage Below Normal -
Fault Description ................................................... 39
Test ................................................................... 101
AL Fault Codes ..................................................... 39
CID 336 FMI 2 Switch (Engine Control) Incorrect
SP Fault Codes ..................................................... 40
Signal - Test ...................................................... 103
Diagnostic Codes ................................................. 40
CID 441 FMI 12 Electronic Governor Relay Failed -
Alarm Modules ...................................................... 42
Test ................................................................... 105
Alarm Module Control (NFPA 110) ....................... 47
CID 442 FMI 12 Generator Fault Relay Failed -
Alarm Module Control (Custom) ........................... 48
Relay Driver Module ............................................. 49 Test ................................................................... 107
CID 443 FMI 12 Crank Termination Relay Failed -
Synchronizing Lights Module ................................ 50
Test ................................................................... 108
Synchronizing Lights Module With Reverse Power
CID 444 FMI 12 Starting Motor Relay Failed -
Relay ................................................................... 51
Test ................................................................... 110
Customer Interface Module ................................... 52
CID 445 FMI 12 Run Relay Failed - Test ............ 112
System Communication Module (Customer) ........ 53
CID 446 FMI 12 Air Shutoff Relay Failed - Test .. 113
CID 447 FMI 12 Fuel Control Relay Failed -
Testing and Adjusting Section Test ................................................................... 115
CID 500 FMI 12 EMCP Electronic Control (Generator
Testing and Adjusting Set) Failed - Test ............................................... 117
General Information .............................................. 55 CID 560 FMI 11 CAT Data Link Failure Mode Not
Service Tools ........................................................ 55 Identified - Test .................................................. 118
Fault Identification ................................................. 56 CID 566 FMI 7 Unexpected Shutdown Improper
Troubleshooting Diagnostic
CID 100 FMI 2 Pressure Codes(Engine
Sensor .......................
Oil) 57 Mechanical Response - Test ............................. 119
CID 590 FMI 9 Engine Electronic Control Module
Incorrect Signal - Test ......................................... 59 Abnormal Update - Test .................................... 126
CID 100 FMI 3 Pressure Sensor (Engine Oil) Voltage SP Fault Code - Troubleshoot ............................. 126
Above Normal - Test ........................................... 60 AL Fault Code - Troubleshoot ............................. 127
CID 100 FMI 4 Pressure Sensor (Engine Oil) Voltage Troubleshooting Dedicated Shutdown
Below Normal - Test ............................................ 62 Indicators .......................................................... 129
CID 110 FMI 2 Temperature Sensor (Engine Coolant) Indicator for Low Oil Pressure - Troubleshoot ..... 129
Incorrect Signal - Test ......................................... 64 Indicator for Emergency Stop - Troubleshoot ...... 131
CID 110 FMI 3 Temperature Sensor (Engine Coolant) Indicator for High Water Temperature -
Voltage Above Normal - Test ............................... 65 Troubleshoot ..................................................... 132
CID 110 FMI 4 Temperature Sensor (Engine Coolant) Indicator for Engine Overspeed - Troubleshoot ... 133
Voltage Below Normal - Test ............................... 67 Indicator for Low Coolant Level - Troubleshoot ... 134
Indicator for Overcrank - Troubleshoot ................ 136
4
Table of Contents
Troubleshooting Undiagnosed Problems ............ 140

Engaged Starting Motor - Troubleshoot .............. 141
No Engine Shutdown - Troubleshoot .................. 143
Alarm Module or Remote Annunciator -
Troubleshoot ..................................................... 148
Erratic GSC Operation - Troubleshoot ................ 149
Zero Display of Voltage or Current -
Troubleshoot ..................................................... 151
Inaccurate Display of Voltage or Current -
Troubleshoot ..................................................... 154
Electrical Connector - Inspect ............................. 155
AC Voltage Range - Adjust ................................. 156
Alarm Module Control - Adjust ............................ 159
Speed Sensor (Engine) - Adjust ......................... 159
Charging System - Test ...................................... 160
Starting Motor Magnetic Switch - Test ................ 168
Pulse Width Modulated (PWM) Sensor - Test .... 169
EMCP Electronic Control (AC Transformer Box) -
Replace ............................................................. 172
EMCP Electronic Control (Generator Set) -
Replace ............................................................. 173
Relay Module - Replace ...................................... 174
Typical Generator Abbreviations ......................... 175
Symbols .............................................................. 177
Reading DC Schematics ..................................... 179
Block Diagram of Generator Set Control ............ 180
Connector Contact Identification of Generator Set
Control .............................................................. 182
Schematics and Wiring Diagrams ....................... 184
Service Record ................................................... 203
Index Section
Index ................................................................... 205
5
Systems Operation Section

i01623053
General Information
SMCS Code: 4490
g00492487
Illustration 1
Block Diagram Of The Generator Set With EMCP II
6
i00707129
Component Location
SMCS Code: 4490
g00310064
Illustration 2
Instrument Panel of 129-4053 EMCP II
(1) Generator Set Control (GSC) (4) Engine Control Switch (ECS) (7) Panel Light Switch (PLS) (optional)
(2) Governor Switch (GS) or Speed (5) Alarm Module (ALM) (optional) (8) Emergency Stop Push Button (ESPB)
Potentiometer (SP) (6) Custom Alarm Module (CAM) (optional) (9) Voltage Adjust Rheostat (VAR)
(3) Starting Aid Switch (SAS) (optional) or Synchronizing Lights Module (SLM)
Each EMCP II is directly related to a Chart Print. Most components of the EMCP II are located
The Chart Print contains the possible options and on the instrument panel or the subpanel. Other
the model number description of the EMCP II. The components of the EMCP II exist near the engine:
model number is located on a nameplate which is engine oil pressure sensor (EOPS), engine coolant
attached to the inside floor of the control panel. The temperature sensor (ECTS), fuel solenoid (FS),
Chart Print also contains the setpoint values that magnetic speed pickup (MPU), and engine coolant
are necessary in order to program the setpoints. loss sensor (ECLS) (optional).
The applicable Chart Print is packaged within the
enclosure of each EMCP II.
There are two Chart Prints for EMCP II that are used
on MUI engines.
• The 103-1582 Control Panel Chart is the earlier

version of EMCP II. The enclosure does not have
provisions for a second alarm module (6).
• The 129-4053 Control Panel Chart is the later

version of EMCP II. The enclosure is extended
and the enclosure has provisions for a second
alarm module (6).
7
g00310123
Illustration 3
Panel Interior Of The 129-4053 EMCP II Instrument Panel
(1) Generator Set Control (GSC) (14) Fuel Control Timer Module (FCTM) (22) Slave Relay (SR) (ETR only).
(2) Speed Potentiometer (SP) (ETS only). (23) Gound Post High Voltage (GPHI)
(3) Starting Aid Switch (SAS) (optional) (15) Circuit Breaker 2 (CB2) (24) Emergency Fuel Control Relay (EFCR)
(4) Engine Control Switch (ECS) (16) Reverse Power Relay (RPR) (optional), (ETS only) or Auxiliary Fuel Control
(5) Alarm Module (ALM) (optional) or Overcurrent Relay (OCR) (optional), Relay (AFCR)
(6) Custom Alarm Module (CAM) (optional) or Overvoltage Relay (OVR) (optional) (25) Fuse 16 (F16)
(7) Panel Light Switch (PLS) (optional) (17) Engine Failure Relay (ENFR) (optional) (26) Fuse 12 (F12)
(8) Emergency Stop Push Button (ESPB) (18) Auxiliary Relay (AUXREL) (optional).
(9) Voltage Adjust Rheostat (VAR) (19) Starting Motor Magnetic Switch 1
(10) Relay Module (RM) (part of GSC) (SMMS1)
(11) Auxiliary Terminal Strip (AUX) (20) Starting Motor Magnetic Switch 2
(12) Electronic Governor (EG) (optional) (SMMS2) (optional)
(13) AC Transformer Box (ATB) (21) Fuse 11 (F11)
8
i00707320 Fault Indicators

EMCP Electronic Control The eight fault indicators are used to show that a
(Generator Set) fault is present. The fault indicators describe the
fault. The fault indicators are divided into three
SMCS Code: 4490 groups: fault alarm indicator (3), fault shutdown
indicator (2) and dedicated shutdown indicators (1).
The yellow fault alarm indicator (3) FLASHES when

the GSC detects an alarm fault. The alarm fault
does not cause the engine status to change. The
engine will continue to run if the the alarm fault had
occurred when the engine was running. The engine
will be able to start. Fault alarm indicator (3) is
accompanied by a diagnostic code that is shown
on upper display (4) when the alarm codes key is
pressed.
The red fault shutdown indicator (2) FLASHES when

the GSC detects a fault that is a shutdown fault.
The engine is shut down if the engine is running.
The engine is not allowed to start. Fault shutdown
indicator (2) is accompanied by a diagnostic code
that is immediately shown on upper display (4).
The red dedicated shutdown indicators (1)

represent the following shutdown faults: low oil
g00593349 pressure, emergency stop, high water temperature,
Illustration 4
engine overspeed, low coolant level and engine
Display Area Of Generator Set Control (GSC) overcrank. When the GSC detects a fault in one of
(1) Dedicated shutdown indicators. (2) Fault shutdown indicator. these areas, the dedicated fault shutdown indicator
(3) Fault alarm indicator. (4) Upper display. (5) Lower display. (6) that corresponds to the fault FLASHES. If the engine
Keypad.
is running, the engine is shut down. The engine
is not allowed to start. There are no diagnostic
The main component of the EMCP II is the generator codes that are associated with the dedicated fault
set control
when (GSC).
the GSC The GSCby
is powered is a
designed
24 DCV to operate
battery shutdown indicators because each indicator has
a descriptive label.
system or a 32 DCV battery system. The GSC
monitors many of the functions of the generator set. Many of the dedicated shutdown faults depend
The GSC has the following functions and features. on certain setpoints in the GSC. See Systems
Operation, “Engine/Generator Programming OP5”.
• The GSC controls the starting of the engine and To restart the engine after a shutdown, see Systems
the GSC also controls the stopping of the engine. Operation, “Shutdown Mode”.
• The GSC shows engine conditions and generator The conditions that are required for each dedicated
output information on two displays. The fault are in the following list. The results of each
displays also show diagnostic codes and GSC dedicated fault are in the following list.
programming information.
Low Oil Pressure – The engine oil pressure drops
• The
fault GSC monitors
occurs, theperforms
the GSC system for faults. If afault
a controlled below the setpoints for low oil pressure shutdown
that are programmed into the GSC. There are two
shutdown, or the GSC provides a fault alarm low oil pressure setpoints. One setpoint is used
annunciation. The GSC uses indicators and when the engine is at idle speed. One setpoint is
displays to describe the fault to the operator. used when the engine is at rated speed. When
this fault occurs, the low oil pressure indicator
• The GSC contains programmable features FLASHES. The engine is shut down. The engine is
for certain applications or requirements from not allowed to start until the fault is corrected.
customers.
9
Emergency Stop – The operator presses the Display

emergency stop push button (ESPB) on the
instrument panel. When this condition occurs, the
indicator for emergency stop FLASHES. The engine
is shut down. The engine is not allowed to start until
the condition is corrected.
High Water Temperature – The engine coolant

temperature rises above the setpoint for high water
temperature shutdown that is programmed into
the GSC. When this fault occurs, the high water
temperature indicator FLASHES. The engine is shut
down. The engine is not allowed to start until the
fault is corrected.
Engine Overspeed – The engine speed exceeds the

setpoint for engine overspeed that is programmed
into the GSC. When this fault occurs, the engine
overspeed indicator FLASHES. The engine is shut
down. The engine is not allowed to start until the
fault is corrected.
Low Coolant Level – The engine coolant level drops g00593349

Illustration 5
below the probe of the optional coolant loss sensor.
When this fault occurs, the indicator for the engine Display Area Of Generator Set Control (GSC)
coolant level FLASHES. The engine is shut down. (1) Dedicated shutdown indicators. (2) Fault shutdown indicator.
The engine is not allowed to start until the fault is (3) Fault alarm indicator. (4) Upper display. (5) Lower display. (6)
Keypad.
corrected.
Overcrank – The engine does not start within The upper display (4) and lower display (5) of the
the setpoint for total cycle crank time that is GSC provide information about the generator set.
programmed into the GSC. When this fault occurs,
the overcrank indicator FLASHES. The engine is not Upper display (4) shows AC voltage, current and
frequency of one phase of the generator output.
allowed to start until the fault is corrected.
Each phase can be viewed one at a time by pushing
Note: The GSC can be programmed to override theshow

to phase select
the key.diagnostic
various Upper display (4)for
codes is system
also used
the shutdown for the following conditions: low oil
pressure, high water temperature, and low coolant faults. See Systems Operation, “Fault Description”
level. When the shutdown faults are overridden for more information on diagnostic codes.
then the faults are treated as alarm faults. The
corresponding dedicated fault shutdown indicator Lower display (5) shows system battery voltage,
is ON CONTINUOUSLY instead of flashing. The engine hours, engine speed, engine oil pressure
and engine coolant temperature. The value for one
engine continues to run instead of shutting down.
The dedicated fault shutdown indicator that is of these conditions is shown for two seconds. The
ON CONTINUOUSLY means that the setpoint for display scrolls to the value for the next condition.
A small pointer identifies the engine condition that
shutdown has been exceeded. However, the GSC
is programmed to override the shutdown fault and corresponds to the value that is showing. When the
the GSC treats the fault as an alarm fault. The engine meter key is pressed, lower display (5) stops
factory programs the GSC to treat low oil pressure, scrolling. The lower display continuously shows
high water temperature and low coolant level as one particular

condition with value. Thethat
the value pointer flashes above the
is showing.
shutdowns. The operator must make a decision in
order to override these shutdown faults.
The relay status indicator is on the lower display.
When a GSC relay is activated, the corresponding
indicator (K1, K2, etc) is shown on lower display (5).
When a relay is not activated, the corresponding
indicator (K1, K2, etc) is not shown.
Both displays are used for programming functions

when you are in service mode. See Systems
Operation, “Service Mode” for more information.
10
Keypad Relays
Keypad (6) is used to control the information that is
shown on upper display (4) and lower display (5).
The seven keys have two sets of functions, normal
functions and service functions. For a description
of the service functions of the keys, see Systems
Operation, “Service Mode”. The normal functions of
the keys are in the following list.
Leftmost Key – This key only functions when the

GSC is in service mode. See Systems Operation,
“Service Mode”.
Phase Select Key – This key selects the phase of

the generator output that is shown on the GSC.
Pressing this key allows the operator to check the
voltage, current and frequency of each phase one
at a time.
Engine Meter Key – This key stops the scrolling of

engine conditions on lower display (5). The display
continuously shows the value for one particular g00310263
Illustration 6
engine condition. The pointer flashes in order to
indicate that scrolling is stopped. Pressing the key Relay Module On Rear Of GSC
again resumes the scrolling of engine conditions.
Lamp Test Key – This key performs a lamp test on

the GSC and the optional alarm module. The eight
fault indicators are ON CONTINUOUSLY. Every
segment of upper display (4) and lower display (5)
are ON. On the optional alarm module, all of the
indicators are ON and the horn will sound.
Alarm Codes Key – If fault alarm indicator (3) is

FLASHING, pressing this key causes upper display
(4) to show the corresponding diagnostic code.
Pressing this key again resumes the showing of
generator output information on upper display
(4). If fault alarm indicator (3) is OFF, this key
has no function. See Systems Operation, “Fault
Description”for more information on diagnostic
codes.
Exit Key – This key only functions when the GSC is

in service mode. See Systems Operation, “Service
Mode” for more information.
Service Mode Key – Pressing this key causes the

GSC to enter service mode. See Systems Operation,
“Service Mode” for more information.
11
Table 1
Load Specifications For GSC Relay Module
Relay Module Terminal Rating For Rating For
No. Resistive Inductive
Loads Loads
RM13, 14 - K1-OSR N/O 0.45A at 24 none(1)
DCV
RM15 - K7-FCR N/O 10A at 24 10A at 24
RM16 - K3-CTR N/O DCV DCV
RM17 - K3-CTR N/C
RM18 - K4-SMR N/O
RM19 - K6-ASR N/O
RM20 - K6-ASR N/C
RM22 - K2-GFR N/O
RM24 - K5-RR N/O
RM23, 36 - K5-RR N/C 10A at 24 5A at 24
DCV DCV
10A at 110 7.5A at 110
ACV ACV
(1)
Do NOT connect inductive loads to these terminals
K1 Electronic Governor Relay (EGR) – When the
relay is active the normally open contacts close.
This signals the optional 2301A Governor to
accellerate the engine to rated speed. The relay
has no normally closed contacts.
K2 Generator Fault Relay (GFR) – When the relay is

active the normally open contacts close. This trips
the optional circuit breaker when a shutdown fault
occurs. The relay has no normally closed contacts.
g00311253
K3 Crank Termination Relay (CTR) – When the relay
Illustration 7
Relays In Relay Module is active the
activates thenormally
optional open contacts
AUX relay close. use),
(customer This
(1) Jumper block. and enables an optional goveror switch and the
governor synchronizing motor. When the relay is
The relays are located in the relay module on inactive the normally closed contacts close. This
the rear of the GSC. The relays are permanently enables an optional start aid switch for all engine
attached within the relay module and the relays models except 3500 engines.
are not removable. The entire relay module is
replaced if a relay is faulty. See Testing and K4 Starting Motor Relay (SMR) – When the relay
Adjusting, “Schematics and Wiring Diagrams (DC is active the normally open contacts close. This
Schematics)”for more information. activates the starting motor magnetic switch. This
also enables the AUTOMATIC position of the
Some of the contacts of the relays are internally optional starting aid switch for 3500 engines. When
connected to the terminals of the relay module. The the relay is inactive the normally closed contacts
contacts arecurrent
voltage and available for the customer
specifications to use.
for each The
terminal close.
(relay) are listed in the following table. K5 Run Relay (RR) – When the relay is active the
normally open contacts close. This powers an
Note: Jumper block (1) is used to select the voltage optional 2301A governor. Also, this activates the
range of the GSC voltmeter. Jumper block (1) MANUAL position of the optional starting aid switch
is installed for systems with 700 volts full scale for 3500 engines. When the relay is inactive the
AC inputs. Jumper block (1) is NOT installed for normally closed contacts close. These contacts are
systems with 150 volts full scale AC inputs or for for customer use.
any unit with external potential transformers. The
relay module comes from the factory with jumper
block (1). See Testing and Adjusting, “AC Voltage
Range Selection”.
12
K6 Air Shutoff Relay (ASR) – When the relay is Table 2

active the normally open contacts close. This
GSC History
activates an optional air shutoff solenoid during fault
shutdowns. When the relay is inactive, the normally GSC Part Description Of Change
closed contacts close. This allows the engine to run. No.
103-6177 First production of the GSC.
K7 Fuel Control Relay (FCR) – When the relay is 113-4500
active the normally open contacts close. On ETR 117-6200 CCM capability was added.
systems, this activates the fuel solenoid during
starting and running. On ETS systems, this activates Setpoint P22 was added
the fuel solenoid during shutdown. The relay has no
normally closed contacts. Spare Output enabled to activate during
a coolant loss (alarm or shutdown).
GSC Part Number 120-6880 Setpoint P08 is changed.

Setpoints P23 and P24 are added.
Diagnostic codes are changed (560-11 to
248-9, 330-7 to 566-7, 331-2 to 336-2).
123-6004 Fly back diodes are removed from RR1
outputs to enable the use of AC loads on
this output terminal.
136-3870 Enhanced communication.
133-6350 Relay Driver Module capability added to
the spare data output
Service Mode (OP4 through OP8) can
only be entered while the ECS is in
OFF/RESET or STOP positions.
g00310244
Illustration 8 30.0kV added to setpoint P20.
Location Of GSC Part Number
Rear View Of GSC Every GSC has a part number that is stamped
on the rear housing that is above the harness
connector. There have been numerous internal
changes
number can in the
be operation of thethe
used to identify GSC. The part
effectivity of the
different changes.
13
i01623116 If the red emergency stop push button (ESPB) (6)

is pressed, the fuel is shut off. In order to restart
Instrument Panel the engine, follow these steps: Turn the ESPB (6)
clockwise until the push button releases. Turn
SMCS Code: 4490; 7451 the ECS to OFF/RESET and then turn the ECS to
MANUAL START.
Instrument Panel Switches
The voltage adjust rheostat (VAR) (5) is used to
adjust the generator voltage to the desired level.
The optional governor switch (GS) (2) is used to

change the engine speed when the governor has
a speed adjust motor. If an electronic governor is
used, a speed adjust potentiometer (SP) is mounted
in this location.
The optional panel light switch (PLS) (3) turns the

panel lamps ON and OFF.
The optional starting aid switch (SAS) (1) is present

only on required gensets. Two types of starting aid
systems exist.
Manual – This type is used for metered shot starting
aid systems.
Automatic – This type is used for continuous flow

starting aid systems (3500 engines only).
On manual starting aid types, when SAS (1) is

placed and held in the ON position, the metered
shot starting aid system is activated. A specific
amount of ether is metered into a holding chamber.
When SAS (1) is released, a solenoid allows ether
to flow to the engine. The metered shot starting
Illustration 9 g00310265 aid system deactivates when any of the following
Instrument Panel Switches events occur:
(1) Starting Aid Switch (SAS) (optional). (2) Governor Switch (GS)
(optional) or Speed Potentiometer (SP) (optional). (3) Panel Light • The contacts of the crank termination relay (CTR)
Switch (PLS) (optional). (4) Engine Control Switch (ECS). (5) open at an engine speed of approximately 400
Voltage Adjust Rheostat (VAR). (6) Emergency Stop Push Button rpm.
(ESPB).
• The engine coolant temperature is sufficient to
The engine control switch (ECS) (4) determines the open the start aid temperature switch (SATS).
status of the control panel. In the AUTO position (3
o’clock), the GSC allows the operator to remotely • The SAS (1) is released to the OFF position.
control and monitor the generator set with a
Customer Communication Module. See Systems
Operation, “Customer Communication Module”. NOTICE
Crank the engine before activating (keep SAS in OFF
Also, the GSC
the remote allowscontact
initiating the engine
(IC) to
is start whenever
closed. The position) the metered shot start aid system. Damage
engine also shuts down after the initiate contacts to the engine is possible by activating the system when
open. A cooldown period is programmable (setpoint the engine is not turning.
P19) in order to give a 0 to 30 minute cooldown
period before the engine shuts down. The cooldown
period is factory set at five minutes. In the MANUAL
START position (6 o’clock), the engine starts and
runs as long as the ECS is in this position. In the
COOLDOWN/STOP position (9 o’clock), the fuel
solenoid shuts down the engine after the cooldown
period. In the OFF/RESET position (12 o’clock),
the engine shuts down immediately and any fault
indicators are reset except the emergency stop.
14
On automatic starting aid systems, the continuous After the SP1 fault is corrected, the generator
flow starting aid system operates in the automatic set control (GSC) is reset by turning the engine
mode or the manual mode. When SAS (1) is control switch (ECS) to the OFF/RESET position. The
placed in the AUTO position, the automatic mode generator output circuit breaker must also be reset
is activated. The system automatically injects ether if the generator is equipped with a shunt trip. The
only during the crank cycle. When SAS (1) is placed setpoints are adjustable in the field. The setpoint
and held in the MAN position (momentary contact), for the pickup is set at the factory to the maximum
the manual mode is activated. This system allows value. The setpoint is 125% of nominal rating for
the operator to control the amount of time that is the relay.
allowed for the ether to be injected during the crank
cycle. The manual mode also allows the operator
i01125625
to inject additional ether after crank termination.
This is usually used on cold running engines which
continue to detonate. The automatic mode of the
Relay (Overcurrent)
continuous flow starting aid system deactivates SMCS Code: 4490
when any of the following events occur:
The overcurrent relay (OCR) is an option and
• The contacts of the crank termination relay (CTR) mounts to the subpanel that is within the control
open at an engine speed of approximately 400 panel. The OCR provides system protection for
rpm. This is only for automatic mode. excessive line current. The OCR is a three-phase
relay. The OCR uses a solid state sensor in
• The engine coolant temperature is sufficient to
open the start aid temperature switch (SATS).
order to detect excessive line currents. The relay
receives a signal of 0 amperes to 5 amperes from
the secondary windings of the generator current
• The SAS (1) is returned to the OFF position. transformers. Each generator is equipped with three
current transformers. The transformers are sized
i01125514 according to the voltage rating and the kilowatt
rating of the generator. The current transformer
Relay (Overvoltage) provides a 5 amp AC signal when the generator is
operating at approximately 115% of the generator
SMCS Code: 4490 rating. The OCR has a setpoint for an adjustable
pickup from 1 ampere to 5 amperes. The setpoint
The overvoltage relay (OVR) is an option. The OVR also has an adjustable time delay which allows the
is mounted to the subpanel within the control panel standard inverse time delay to be increased from
and the OVR provides system protection for line to 0.5 to 20 seconds. The OCR requires DC power
line overvoltage. The OVR is a three-phase relay. to operate. See “DC Schematics” in Testing and
The OVR has a setpoint for an adjustable pickup. Adjusting, “Schematics and Wiring Diagrams”.
This setpoint can be set at 100 to 125% of the
nominal rating. The setpoint also has an adjustable If one of the three-phase currents exceeds the
time delay from 0.5 seconds to 20 seconds. setpoint for more than the time delay setting then
contacts 11 and 12 of the OCR will close. The
If the system voltage exceeds the setpoint for more generator set control (GSC) will record an SP1 fault
than the time delay setting then contacts 7 and 8 and the engine is shutdown. If the generator set
of the OVR will close. The generator set control is equipped with an optional circuit breaker with
(GSC) will record an SP1 fault and the engine is shunt trip, the generator is taken off the line. See
shutdown. If the generator set is equipped with an the Testing and Adjusting, “Schematics and Wiring
optional circuit breaker shunt trip solenoid then Diagrams” for more information.
the generator is taken off the line. See Systems
Operation, “Schematics And Wiring Diagrams”. After the SP1 fault is corrected, the generator
set control (GSC) is reset by turning the engine
control switch (ECS) to the OFF/RESET position.
If the generator is equipped with shunt trip, the
generator output circuit breaker must also be reset.
To avoid personal injury from electrical shock, do The setpoint for the pickup can be adjusted in
NOT touch the high voltage terminals while adjust- the field. The time delay can also be adjusted in
ing the over voltage relay. the field. The setpoint for the pickup is set to the
maximum value at the factory. The value is 115%
of the generator rating.
15
i01191582 i01623128
Data Link Sensors

SMCS Code: 4490 SMCS Code: 4490
The GSC monitors the following engine sensors that
are listed below.

• Pressure Sensor (Engine Oil)
• Temperature Sensor (Engine Coolant)
• Optional Fluid Level Sensor (Engine Coolant)
• Speed Sensor (Engine)
Pressure Sensor (Engine Oil)

g00637726
Illustration 10
Connection Points For The Data Link

There are three serial data links. The preceding
illustration shows the connection points at the GSC.
The data links provide the means for the GSC in
order to communicate with other devices. The data
links are defined in the following list:
ALM Data Out – This serial data link is a single

directional link. The GSC uses this data link
for one-way communication with optional Alarm
Modules (ALM) or the optional Customer Interface
Module (CIM). The data link for the ALM consists g00593652
Illustration 11
of a single wire that connects the GSC (connector
Pressure Sensor (Engine Oil)
contact
between35)thetoGSC
an ALM or CIM.
and the A return
module connection
is also required.
For more information, see Systems Operation, The engine oil pressure sensor is an input of the
“Alarm Modules” or Systems Operation, “Customer GSC. The sensor tells the GSC the current engine
Interface Module”. oil pressure. The GSC shows the engine oil pressure
on the lower display and the GSC also uses the
RDM Data Out – This serial data link is a single sensor information to determine when a low engine
directional link. The GSC uses this data link for oil pressure fault exists. The engine oil pressure
one-way communication with the optional Relay sensor is mounted on the outside of one of the
Driver Module (RDM). The RDM data link consists engine oil galleries. The engine model determines
of a single wire that connects the GSC (connector the exact location of the engine oil pressure sensor.
contact 36) to the RDM. A return connection
between the GSC and the module is also required. The engine oil pressure sensor is a pulse width
An RDM is used in conjunction with the optional modulated sensor. This sensor continuously
generates a PWM signal. The duty cycle of the PWM
Customer Communication
information, Module (CCM).
see Systems Operation, For
“Relay more
Driver signal varies from 10 to 90%. The duty cycle varies
Module”. proportionally to the oil pressure of the engine. The
GSC receives the PWM signal. The GSC measures
CAT Data Link – This serial data link is bidirectional. the duty cycle in order to determine the oil pressure
The GSC uses this data link for two-way of the engine. The base frequency of the signal is
communication with the optional CCM. The CAT constant at 500 ± 150 Hz. The signal wire of the oil
data link consists of a cable that connects the GSC pressure sensor connects to connector contact 8 of
(connector contacts 19 and 20) to the CCM. For the GSC. The signal wire of the oil pressure sensor
more information, see Systems Operation, “System is found on connector contact “C”. The sensor is
Communication Module (Customer)”. supplied operating power (8 DCV) at connector
contact “A” from the GSC (connector contact 9).
16
There are five setpoints that are related to engine Fluid Level Sensor (Engine
oil pressure. The setpoints that are programmed
into the GSC are P03, P04, P12, P13 and P14.
Coolant)
See Systems Operation, “Engine/Generator
Programming OP5”.
Temperature Sensor (Engine

Coolant)
g00474732
Illustration 13
Fluid Level Sensor (Engine Coolant)
The fluidof
an input level
the sensor is optional
GSC. The and the
sensor tells the GSC
sensor is
when
the engine has lost coolant. The GSC uses the
Illustration 12
g00310269 information from the sensor in order to determine
Temperature Sensor (Engine Coolant)
when a fault for a low coolant level exists. The
sensor is usually mounted near the top of the
The engine coolant temperature sensor is an input engine radiator. The exact location depends on the
of the GSC. The engine coolant temperature sensor engine model.
tells the GSC the engine coolant temperature. The
GSC shows the engine coolant temperature on the The fluid level sensor sends a ground signal to
lower display. Also, the GSC uses the information the GSC in order to indicate a normal level. The
from the sensor in order to determine when a sensor sends a signal of 5 DCV in order to indicate
high coolant temperature fault exists or a low a low level. The signal wire of the sensor connects
coolant temperature fault exists. The engine coolant to connector contact 13 of the GSC. The sensor is
temperature sensor is mounted in the water jacket. supplied with the

from the GSC power atcontact
(connector connector
9). contact “A”
The sensor is usually mounted toward the front of
the engine. The exact location depends on the
engine model. There are three setpoints that are related to the
loss of engine coolant. The setpoints P04, P05 and
The engine coolant temperature sensor is a pulse P06 are programmed into the GSC. See Systems
width modulated sensor (PWM). This sensor Operation, “Setpoint Programming OP5”.
continuously generates a PWM signal. The duty
cycle of the signal varies from 10 to 95% in Speed Sensor (Engine)
proportion to the coolant temperature of the engine.
The GSC receives the PWM signal and the GSC
measures the duty cycle in order to determine
the coolant temperature of the engine. The base
frequency of the signal is constant at 455 Hz (370 to
550 Hz). The signal wire of the coolant temperature
sensor connects to connector contact 7 of the GSC.
The signal wire is found at connector contact “C” of
the sensor. The sensor is supplied operating power
(8 DCV) at connector contact “A” from the GSC
connector contact 9.
There are four setpoints that are related to the

engine coolant temperature. These setpoints are
programmed into the GSC. The related setpoints
are P03, P04, P15 and P16. See Systems Operation, g00311291
Illustration 14
“Engine/Generator Programming OP5”. Speed Sensor (Engine)
17
The engine speed sensor is an input of the GSC.

The sensor tells the GSC the engine speed. The
GSC shows the engine speed on the lower display.
Also, the GSC uses the information from the sensor
for tasks. The tasks are included in the following list.
• activation of an engine overspeed shutdown

• terminating engine cranking
• determining the oil step speed
The engine speed sensor is mounted on the
flywheel housing of the engine.
The sensor creates a sine wave signal from passing

ring gear teeth at the rate of one pulse per tooth.
The sensor sends a sine wave signal to the GSC.
The frequency of the signal is in proportion to the
speed of the engine. The GSC receives the sine
wave signal and the GSC measures the frequency
in order to determine the speed of the engine. The
wires of the sensor connect to connector contacts 1
and 2 of the GSC within a shielded cable. One wire
is grounded near the GSC.
There are four setpoints that are related to engine

speed. The setpoints P09, P10, P11, and P12 are
programmed into the GSC. See Systems Operation,
“Setpoint Programming OP5”.
18
i01354110
Modes Of Operation
SMCS Code: 4490
Table 3
Display Area Functions When In Normal Mode, Alarm Mode Or Shutdown Mode (1)
Item Of Display Area Normal Mode Alarm Mode Shutdown Mode
Upper Display AC Data Shown AC Data Shown(2) Fault Code Shown
Engine Data And Relay Engine Data And Relay Engine Data And Relay
Lower Display
Status Shown Status Shown Status Shown
Shutdown Indicator/s All Off All Off Flashing
Fault Alarm Indicators Off Flashing(2) Off
Key Function Normal Mode Alarm Mode Shutdown Mode

Left Most Key(3) No Function No Function No Function
Selects The ACPhase That Is Selects The AC Phase That Is No Function
Phase Select Key
Shown On The Upper Display Shown On The Upper Display
Stops And Starts The Stops And Starts The Scrolling Stops And Starts The Scrolling
Engine Meter Key Scrolling Of Engine Of Engine Conditions On Of Engine Conditions On
Conditions On Lower Display Lower Display Lower Display
Lamp Test Key Performs A Lamp Test Performs A Lamp Test Performs A Lamp Test
No Function Shows The Fault Code On No Function
Alarms Code Key
The Upper Display
Exit Key(3) No Function No Function No Function
Enters The GSC Into Enters The GSC Into No Function
Service Mode Key
Service Mode Service Mode
(1) For a description of the display area functions when in service mode, see Systems Operation, “Service Mode”.
(2) When an alarm fault is present, the fault code is shown on the upper display when the alarm codes key is pressed.
(3) This key only functions when in service mode, see Systems Operation, “Service Mode”.
19
Service Mode – The GSC goes into service mode

when the operator presses the service mode key on
the keypad. The operator can use service mode for
the following purposes.
• Assist with troubleshooting diagnostic codes.
• Verify the generator set functions.

• Calibrate the generator set functions.
• Adjust the generator set functions.
• Satisfy special applications.
• Satisfy the needs of the customer.
The operator can identify service mode by
observing the display area. When the generator set
is in service mode, “SERV” is SHOWN on the upper
display.
Illustration 15 g00714615
(1) Dedicated Shutdown Indicators
Note: Service mode can not be entered when the
(2) Fault Shutdown Indicator ECS is in the AUTO position.
(3) Fault Alarm Indicator
(4) Upper Display
(5) Lower Display i00692553
(6) Keypad
(7) Scroll Right Key Normal Mode
(8) Phase Select Key And Scroll Up Key
(9) Engine Meter Key And Scroll Down Key
(10) Lamp Test Key And Select Key
SMCS Code: 4490
(11) Alarm Codes Key And Enter Key
(12) Exit Key The normal mode monitors the generator set and
(13) Service Mode Key the normal mode controls the generator set. The
GSC controls the engine through information that is
The GSC has four modes of operation. A brief received from panel switches, controls, and engine
description of each mode follows this paragraph. sensors. The GSC performs the following functions
See the individual topic for more detailed in normal mode.
information.
• Starting the engine
Normal Mode – The GSC uses normal mode for the
normal operation of the generator set. The operator • Monitoring of important generator set conditions
can identify the normal mode by observing the
display area. When the GSC is in the normal mode, • Showing important generator set conditions to
all dedicated shutdown indicators are OFF. The the operator
fault shutdown indicator is OFF . The fault alarm
indicator is OFF and “SERV ”is NOT SHOWING on • Fault Detection
the upper display.
• Engine Stopping
Alarm Mode – If there is an alarm fault, the GSC will
automatically go into alarm mode in order to alert The operator can identify the normal mode by
the operator. The operator can identify the alarm observing the display area . When the GSC is in
mode by observing the display area. When the the normal mode all shutdown indicators are OFF.
GSC is in alarm mode, the fault alarm indicator is The fault alarm indicator is OFF and “SERV” is NOT
FLASHING. When the alarm codes key is pressed, SHOWING on the upper display. When the GSC is
the diagnostic code will be shown. in normal mode, the engine is able to start or run.
Shutdown Mode – If there is a shutdown fault, the Note: The optional Customer Communication
GSC will automatically go into shutdown mode in Module (CCM) can remotely control certain
order to alert the operator. The operator can identify generator set functions. This remote control can
the shutdown mode by observing the display area. only occur when the ECS is in the AUTO position.
When the GSC is in shutdown mode, a dedicated See Systems Operation, “Customer Communication
shutdown indicator is FLASHING, or the fault Module (CCM)” for more information.
shutdown indicator is FLASHING.
20
Engine Starting Sequence Note: The optional Customer Communication

Module (CCM) can remotely activate the EGR when
1. The GSC will receive an engine start signal. The the low oil pressure setpoint is exceeded. The
signal will be one of three. optional Customer Communication Module (CCM)
can remotely deactivate the EGR when the low oil
• The operator turns the ECS to the MANUAL pressure setpoint is exceeded.
START position.
9. The GSC shows AC voltage, current, and
• The ECS is in the AUTO position and the frequency for one phase at a time on the upper
remote initiate contacts (IC) close. display. The GSC shows system battery voltage,
engine hours, engine rpm, oil pressure, and
• The ECS is in the AUTO position and a start coolant temperature on the lower display. The
command is sent by the optional Customer GSC shows the relay status on the relay status
Communication Module (CCM). indicators of the lower display. K1, K3, K5, K7 is
shown for ETR fuel systems. K1, K3, K5 is shown
2. The GSC checks the system before the cranking for ETS fuel systems.
sequence is begun. The GSC checks that no
system faults are present. The GSC checks that Engine Stopping Sequence
all previous shutdown faults have been reset.
Note that shutdown faults are removed by turning
1. The GSC will receive an engine stop signal. The
the ECS to OFF/RESET. The GSC also checks signal will be one of three.
that the engine is not already running.
3. The GSC activates the starting motor relay (SMR)
• The operator turns the ECS to the STOP
position.
and the run relay (RR).
4. The GSC activates the fuel control relay (FCR)

• The ECS is in the AUTO position and the
remote initiate contacts (IC) open.
for ETR fuel systems or the GSC leaves the
fuel control relay (FCR) deactivated for ETS fuel
systems.
• The ECS is in the AUTO position and a stop
command is sent by the optional Customer
Communication Module (CCM).
5. The GSC cycle cranks the engine until the cycle
crank time reaches the setpoint (P17) for total
2. After the engine stop signal is received, the GSC
cycle crank time or until the engine starts. The checks that no system faults are present.
factory default of setpoint P17 is 10 seconds
crank time and 10 seconds rest. 3. The GSC begins the adjustable cooldown time
(setpoint P19). The factory default of setpoint
6. While the starting motor is cranking, the GSC P19 is five minutes.
shows the status of the relays on the relay status
indicators of the lower display.
4. The GSC may now activate the spare output. This
only occurs if the spare output SP07 has been
• ETR fuel systems:K4 (SMR), K5 (RR), K7 (FCR) programmed. The spare output can activate
a slave relay during the cooldown cycle. The
• ETS fuel systems: K4 (SMR), K5 (RR) optional circuit breaker is then activated and this
takes the generator off load.
7. The GSC deactivates the starting motor relay
(SMR) and the GSC activates the crank
5. After the cooldown cycle (setpoint P19), the GSC
termination relay (CTR) when the engine speed deactivates the run relay (RR). The electronic
reaches the setpoint P11 crank terminate speed. governor relay (EGR) is deactivated after the
The factory default of setpoint P11 is 400 rpm. engine oil pressure decreases to less than the
setpoint for low oil pressure shutdown at idle
8. The GSC activates the electronic governor relay speed (P14).
(EGR) when the oil pressure reaches the setpoint
P14 for low oil pressure at idle speed. The The GSC shuts off the fuel by deactivating the
factory default of setpoint P14 is 70 kPa (10 psi). fuel control relay (FCR) for ETR systems.
The EGR signals the electronic governor (EG) to
accelerate the engine to rated speed.
21
The GSC shuts off the fuel by activating the fuel Note: A shutdown fault can be overridden by the
control relay (FCR) for ETS systems. On ETS operator by programming the shutdown fault to be
systems, after engine speed drops below 40 rpm an alarm fault. The corresponding indicator of the
and oil pressure drops below 80 kPa (12 psi), dedicated fault will be ON CONTINUOUSLY if the
the GSC holds the fuel control relay (FCR) for an fault occurs after overriding the shutdown fault.
additional 70 seconds. The “ON CONTINUOUSLY” state means that the
normal shutdown response has been overridden
6. When engine speed reaches zero rpm, the GSC by the operator. The shutdown fault is treated as
deactivates the crank terminate relay (CTR) and an alarm fault. A fault code is not shown on the
a restart is now allowed. upper display for the overridden shutdown faults.
The dedicated shutdown indicator remains ON
If the GSC receives a start signal before the CONTINUOUSLY until the fault is corrected and the
engine speed reaches zero rpm. Then the GSC engine control switch is turned to the OFF/RESET
turns on the fuel, and the GSC allows the engine position. The dedicated shutdown faults that can be
to run. If the engine does not run, the starting overridden are low oil pressure and high coolant
motor relay (SMR) does not activate until the temperature. See Systems Operation, “Setpoint
crank termination relay (CTR) is deactivated at 0 Programming OP5 (P03)”. Also, see Systems
rpm. Operation, “Shutdown Mode”.
7. The GSC shows the status of the relays on the Alarm faults do not have an immediate adverse
relay status indicators of the lower display. All effect on the generator set. However, the operator
relay indicators should be OFF, except on ETS should investigate the cause of the alarm fault
systems. On ETS systems, the K7 (FCR) indicator condition at the earliest opportunity. If the operation
remains ON for 70 seconds after engine speed of the generator set is mandatory, then the
and oil pressure are at zero, . procedure to start and stop is identical to normal
mode. The GSC will respond to the operator input
Note: The engine may be shutdown by turning from the panel switches and the input from the
the ECS to OFF/RESET. The cooldown timer is engine sensors.
bypassed and the spare data output is deactivated.
Alarm Mode Sequence
i00932023
1. An alarm fault occurs.
Alarm Mode 2. The GSC will detect the alarm fault. The GSC
SMCS Code: 4490 will FLASH the fault alarm indicator. The GSC
does not change the status or the operation of
The alarm mode alerts the operator when an alarm the generator set.
fault is occurring. An alarm fault is not critical but
an alarm fault is potentially serious. An alarm fault 3. Pressing the alarm codes key causes the upper
precedes certain dedicated shutdown faults. display to show a corresponding fault code.
When an alarm fault exists the GSC automatically 4. Correct the alarm fault. See Testing and
activates alarm mode. The operator is alerted by the Adjusting, “Fault Identification”.
FLASHING fault alarm indicator. Press the “alarm
codes” key in order to identify the alarm fault. A 5. After the alarm fault has been corrected, the
corresponding fault code is then shown on the GSC turns OFF the fault alarm indicator and the
upper display. This fault code can be an AL fault GSC removes the fault code from the upper
code, a SP fault code or a diagnostic fault code. display. The GSC now returns to normal mode.
For more information on fault codes, see Systems
Operation, “Fault Description”. When the GSC is in i00932081
alarm mode the engine is able to start or the engine
is able to run. Shutdown Mode
The AL fault codes that are shown on the GSC SMCS Code: 4490
indicate the current status of the generator set. The
GSC does not show the AL fault codes after the The shutdown mode prevents damage to the
fault has been corrected. However, diagnostic fault generator set when a shutdown fault is occurring.
codes are logged in the GSC fault log for viewing A shutdown fault is critical. When a shutdown fault
later by service personnel. occurs, the GSC automatically activates shutdown
mode until the shutdown fault is corrected. The
GSC shuts down the engine when the GSC is in
shutdown mode. The GSC prevents starting of the
engine and the GSC alerts the operator.
22
The GSC alerts the operator and the GSC identifies 6. When engine speed reached 0 rpm, the
the shutdown fault by FLASHING the corresponding GSC deactivates the crank termination relay
shutdown indicator. The name of the shutdown (CTR). The electronic governor relay (EGR)
indicator identifies the shutdown fault. is deactivated when the engine oil pressure
reaches the setpoint (P14) for low oil pressure
Shutdown Indicators shutdown at the idle speed 70 kPa (10 psi).
• Low oil pressure 7. For ETS fuel systems, a timer within the GSC is
set to keep the fuel control relay (FCR) active
• Emergency stop for 70 seconds after engine speed decreases to
40 rpm and oil pressure decreases to 80 kPa
• High water temperature (12 psi).
• Engine overspeed 8. If engine speed does not decrease at least 100

rpm within five seconds, the GSC activates the
• Low coolant level air shutoff relay (ASR) for 15 seconds.
• Engine overcrank Note: The ASR would already be activated for an

emergency stop fault, engine overspeed fault, or
• Fault shutdown speed sensor fault.
If the fault shutdown indicator is the only indicator 9. The GSC FLASHES the corresponding shutdown
FLASHING, additional information is available. A indicator. If the fault shutdown indicator is
fault code is shown on the upper display which FLASHING, a fault code is shown on the
more precisely identifies the cause of the shutdown upper display. See Systems Operation, “Fault
fault. See Systems Operation, “Fault Description” Description”.
for more information.
10. If the fault shutdown indicator is the only
Shutdown Mode Sequence indicator FLASHING, additional information is
available. A fault code is shown on the upper
1. A shutdown fault occurs and the GSC detects display that more precisely identifies the cause of
the shutdown fault. the shutdown fault. See the Systems Operation,
“Fault Description”.
2. To shut off the fuel, the GSC deactivates the fuel
control relay (FCR) for ETR systems or the GSC 11. The lower display continues to show the engine
activates the FCR for ETS systems data.
3. In order to prevent the engine from starting, the 12. The relay status indicators show.
GSC deactivates the run relay (RR), and the GSC
deactivates the starting motor relay (SMR). • K2 (GFR)
4. In order to remove the generator load, the GSC • K6 (ASR) will show for 15 seconds for an
activates the genset fault relay (GFR). This emergency stop fault, engine overspeed fault,
activates the optional circuit breaker shunt trip overspeed sensor fault. K6 (ASR) will also
coil. show if engine speed does not decrease at
least 100 rpm.
Note: The spare output may also be programmed to
activate when a shutdown occurs. This output can • K7 (FCR) - (ETS fuel systems) for 70 seconds
drive a relay in order to open the circuit breaker, or after engine speed decreases to 40 rpm and
the output can open a transfer switch. See Systems oil pressure decreases to 80 kPa (12 psi). (K7
Operation, “Spare Input/Output Programming OP6”. is not shown for ETR fuel systems.)
5. The GSC activates the air shutoff relay (ASR) Engine Start Sequence (After Shutdown)
for 15 seconds during an emergency stop fault,
engine overspeed fault, or speed sensor fault 1. Correct the shutdown fault. See the Testing And
(CID 190). Adjusting, “Fault Identification”.
2. Reset the GSC by turning the ECS to

“OFF/RESET”. If no shutdown fault is active, the
GSC returns to normal mode and the engine is
able to start.
23
i01170435 Table 4
Service Mode OP1 Fault log viewing

OP2 Setpoint viewing
SMCS Code: 4490
OP3 Password entry
OP4 Fault log clearing
OP5 Setpoint programming
OP6 Spare Input/Output programming
OP7 Hourmeter programming
OP8 Voltmeter/Ammeter programming
OP9 Engine setpoint verification
OP10 AC offset adjustment
The keypad and the display of the GSC are used for
activating service mode and selecting the desired
option. In service mode, the keys on the keypad
have different functions, and the keys on the keypad
have different names. The preceding illustration
shows the name of each key in service mode. Also,
there is a film (label) on the vandal door of the
control panel that identifies each key. The service
g00474240 functions of the keys are listed below.
Illustration 16
GSC Display Area With Service Mode Descriptions Of Keypad. Scroll Right Key – This key is used to view
(1) Dedicated Shutdown Indicators. (2) Fault Shutdown Indicators. information by scrolling. When you are entering the
(3) Fault Alarm Indicator. (4) Upper Display. (5) Lower Display. password this key represents the number 1.
(6) Keypad.
Scroll Up Key – This key is used to scroll up through

Service Mode is used for the following purposes.
information or this key is used to increase the value
of information. When you are entering the password
• Assist with troubleshooting of diagnostic faults this key represents the number 2.
• Satisfy special applications Scroll Down Key – This key is used to scroll down
through information or this key is used to decrease
• Satisfy customer needs the value of information. When you are entering the
password this key represents the number 3.
• Verify generator set functions
Note: In order to rapidly scroll through a large range
• Calibrate or adjust generator set functions of information, hold down the appropriate scroll key.
Service mode has ten options that can be
Select Key – To view an option, use the Select Key.
selected. Service personnel use the option to
To change an option, use the Select Key. To start
obtain information about the generator set, and the
the scrolling of information, use the Select Key.
operator can program functions of the generator set.
Enter Key
that has – This
been key is into
changed used to memory
the enter information
of the GSC.
Exit Key – This key is used to exit service mode,

returning the display to normal mode. The “SERV”
indicator on the upper display is NOT SHOWING
when the GSC is NOT in service mode.
Service Mode Key – This key is used to enter

service mode. The “SERV” indicator on the upper
display FLASHES when the GSC is in service mode.
The “SERV” indicator on the upper display FLASHES
when the keypad performs service mode functions.
24
Procedure To Enter Service Mode i01105678
Note: Any active shutdown fault must be made Fault Log Viewing OP1
inactive in order to access service mode. A
FLASHING shutdown indicator means that a SMCS Code: 4490
shutdown fault exists. To temporarily change a
shutdown fault from an active shutdown fault to OP1 is the option for viewing of diagnostic codes
an inactive shutdown fault, turn the ECS to the that

fault are
log recorded
contains ainhistory
the fault log of the GSC.
of diagnostic codesThe
that
OFF/RESET position. To permanently change a
shutdown fault from an active shutdown fault to have occurred in the genset system since the last
an inactive shutdown fault, the fault must not be service call. Also, the total number of occurrences
occurring. Also, the ECS must be turned to the are shown on the upper display. The fault log
OFF/RESET position. If the jumper from terminal 6 to assists when service personnel are troubleshooting
terminal 9 is not installed on the ECS, then the GSC the generator set system.
will not power up in OFF/RESET and any active
shutdown fault must be corrected before entering Each diagnostic code consists of the following
service mode. descriptions: a component identifier (CID), a failure
mode identifier (FMI), and an active/inactive status
Note: Service mode cannot be entered when the indicator (DIAG). These indicators are shown on
ECS is in the AUTO position. the upper display. The CID informs the operator of
faulty components. The FMI describes the type of
Note: For exceptions, see “GSC History” in Systems failure that“DIAG” FLASHES.

is active, has occurred. When the diagnostic code
Operation, “EMCP Electronic Control (Generator
Set)”.
Only inactive diagnostic codes are stored in the
1. Press the “SERVICE MODE” key on the keypad fault log. An active diagnostic alarm fault becomes
of the GSC. The “SERV” indicator on the upper inactive when the fault is no longer occurring. An
display FLASHES whenever the GSC is in service active diagnostic shutdown fault becomes inactive
mode. when the fault is no longer occurring and the ECS is
turned to OFF/RESET. Active diagnostic alarm faults
2. The desired option (OP1 through OP10) can now and diagnostic shutdown faults are indicated when
be selected. Each option is described in the “DIAG” is FLASHING. When the faults become
topics that follow. inactive “DIAG” is ON CONTINUOUSLY. The GSC
stores a maximum of 12 inactive diagnostic codes
3. To return to normal mode, press the “EXIT” key in the fault log. If an additional diagnostic code
a few times until the “SERV” indicator is not becomes inactive,
earliest inactive the GSC code.
diagnostic automatically clears
Then, the GSCthe
showing.
puts the new inactive diagnostic code in the fault
Note: To enter service mode options OP4 through log.
OP8, the engine must be shut down. Turn the ECS
to the STOP position. The GSC automatically clears any inactive
diagnostic codes that have been stored in the fault
Service mode options OP4 through OP10 are log for more than 750 hours. For example, if a CID
password protected to reduce the possibility of 190 FMI 3 is logged at 10 hours, then the GSC
information being altered by mistake. OP3 is the clears the diagnostic code when the hour meter is
password entry option and the password must at 760 hours. If a CID 100 FMI 4 is logged at 20
be correctly entered before access is gained hours, then the diagnostic code remains logged
to OP4 through OP10. See Systems Operation, until the hour meter is at 770 hours. This feature
“Password Entry OP3”. Options OP1 and OP2 are keeps old diagnostic codes from clogging the fault
for the viewing of information and are not password log, if service
log after personnel
correcting have forgotten to clear the
faults.
protected.
When an active diagnostic code changes to an

inactive diagnostic code, the GSC will function in
the following manner.
1. The diagnostic code is recorded in the fault log

of the GSC.
25
2. If no other active diagnostic codes are present, i00932296

then the “DIAG” indicator changes from
FLASHING (active diagnostic code) to being Engine/Generator Setpoint
ON CONTINUOUSLY. This signifies an inactive Viewing OP2
diagnostic code.
SMCS Code: 4490
3. The fault alarm indicator or fault shutdown
indicator changes from FLASHING to “OFF”. OP2 is the option for viewing the setpoints of
the generator set. The engine setpoints and
Procedure To View The Fault Log the generator setpoints affect the operation and
serviceability of the engine. The setpoints affect
Note: For a list of all diagnostic codes, see Testing the accuracy of the information that is shown on
and Adjusting, “Troubleshooting Diagnostic Codes”. the display. The setpoints that are viewed on the
GSC should match the specified setpoints of the
Note: Service mode cannot be entered when the control panel. The programmable setpoints that
ECS is in the AUTO position. are covered under OP2 are P01 through P24. See
Systems Operation, “Setpoint Programming OP5”
Note: Any active shutdown fault must be made for a description of each of these setpoints.
FLASHING shutdown indicator means that a Procedure To View The Setpoints
shutdown fault from an active shutdown fault to 1. Press the “SERVICE MODE” key in order to
an inactive shutdown fault, turn the ECS to the enter service mode. “OP 1” is showing on the
OFF/RESET position. To permanently change a lower display. See Systems Operation, “Service
shutdown fault from an active shutdown fault to Mode”for more information.
an inactive shutdown fault, the fault must not be
occurring. Also, the ECS must be turned to the 2. Press “SCROLL UP” key. “OP 2” is showing.
OFF/RESET position. If the jumper from terminal 6 to
terminal 9 is not installed on the ECS, then the GSC 3. Press “SELECT” key. “P01” is followed by the
will not power up in OFF/RESET and any active value of the setpoint that is showing.
shutdown fault must be corrected before entering
service mode. 4. Press “SCROLL UP” or “SCROLL DOWN”
key. The next setpoint is showing with the
1. Press “SERVICE MODE” key in order to enter corresponding value. Repeat this step until all
service mode. “OP 1” is showing on the lower
display. See Systems Operation, “Service Mode” the
are desired
viewed. setpoints and corresponding values
for more information.
5. Press “EXIT” key. “OP 1” is showing on lower
2. Press “SELECT” key. The diagnostic codes scroll display.
on the upper display if more than one diagnostic
code is in the log. Each diagnostic code has the 6. Press “EXIT” key. The display returns to the
number of occurrences that are showing above normal mode.
the “COUNT” indicator. The lower display shows
the hourmeter values of the last occurrence of
each fault. i00932362
3. Press “SELECT” key. The diagnostic codes stop Password Entry OP3

scrolling.
SMCS Code: 4490
4. Press “SCROLL RIGHT” key. If the diagnostic
code is logged more than one time, then the OP3 is the option for entering the password that is
first occurrence with a corresponding hourmeter required for accessing OP4 through OP10. Service
value is showing on the lower display. mode options OP4 through OP10 are password
protected. This reduces the possibility of information
5. Press “SELECT” key. Diagnostic codes continue being altered by mistake. Options OP1 and OP2
scrolling. are for the viewing of information. Options OP1 and
OP2 are not password protected.
6. Press “EXIT” key. OP 1 is showing on lower
display.
7. Press “EXIT” key. The display will return to the

normal mode.
26
Password entry consists of actuating the scroll keys 11. Press “EXIT” key. “OP 1” is showing.
in the correct sequence. The password is identical
for every GSC. The password cannot be changed. Note: After the password is entered, any option can
After the password is entered, the OP4 through be accessed. Options can be accessed repeatedly.
OP10 options can be accessed. If a mistake is The password remains in effect until service mode
made during password entry, “FAIL” is briefly shown is exited. If the operator attempts to enter the
on the upper display. Pressing the “SELECT” key password twice, “PE PASS” reappears on the lower
starts the password entry process again. display.
Procedure To Enter The Password i01105721
Note: Service mode cannot be entered when the Fault Log Clearing OP4
ECS is in the AUTO position.
SMCS Code: 4490
Note: Any active shutdown fault must be made
inactive in order to access service mode. A OP4 is the option for clearing a diagnostic code
FLASHING shutdown indicator means that a from the fault log of the GSC. Diagnostic codes
shutdown fault exists. To temporarily change a should be cleared from the fault log after being
shutdown fault from an active shutdown fault to investigated. This will help to avoid confusion that
an inactive shutdown fault, turn the ECS to the might otherwise occur during the maintenance in
OFF/RESET position. To permanently change a the future. After all diagnostic codes are cleared
shutdown fault from an active shutdown fault to and the GSC is in normal mode, the “DIAG”
an inactive shutdown fault, the fault must not be indicator is not shown on the upper display. See
occurring. Also, the ECS must be turned to the Systems Operation, “Fault Log Viewing OP1”.
terminal 9 is not installed on the ECS, then the GSC Procedure For Clearing Diagnostic
shutdown fault must be corrected before entering Codes
service mode.
1. Turn the ECS to the STOP position in order to
1. Press “SERVICE MODE” key in order to enter shut down the engine. Enter service mode and
service mode. “OP 1” is showing on the lower enter the password. “OP 1” is showing on lower
display. See Systems Operation, “Service Mode” display. See Systems Operation, “Service Mode”
for more information. for more information. See Systems Operation,
“Password Entry OP3” for more information.
2. Press “SCROLL UP” key twice. “OP 3” is
showing. 2. Press “SCROLL UP” key three times. “OP 4” is
showing on the lower display.
3. Press “SELECT” key. “PE _ _ _ _ _” is showing.
3. Press “SELECT” key. A diagnostic code and the
4. Press “SELECT” key. “PE _ _ _ _ _” is showing number of occurrences are showing. The lower
and the first dash is flashing. display shows the value of the hourmeter of the
last occurrence.
5. Press “SCROLL RIGHT” key. “PE 1 _ _ _ _ ” is
showing and the next dash is flashing. 4. Press “SELECT” key. The diagnostic code will
flash. The count and the value for the hourmeter
6. Press “SCROLL DOWN” key. “PE 1 3 _ _ _ ” is will also flash.
showing and the next dash is flashing.
5. Press and hold “ENTER” key for two seconds.
7. Press “SCROLL UP” key. “PE 1 3 2 _ _” is If there is only one diagnostic code, the CID
showing and the next dash is flashing. FMI that was flashing disappears and the upper
display is blank except for the flashing “SERV”
8. Press “SCROLL DOWN” key. “PE 1 3 2 3 _ ” is indicator. “OP 1” is showing on the lower display.
showing and the last dash is flashing. Go to the next step.
9. Press “SCROLL RIGHT” key. “PE 1 3 2 3 1 ” is

showing.
10. Press “ENTER” key. “PE PASS” is showing.
27
If there is more than one diagnostic code, the Table 5

CID FMI that was flashing disappears. The P01 Fuel Solenoid Type
upper display shows the next CID FMI with
the corresponding count and the value for P02 Units Shows
the hourmeter. Repeat steps 4 and 5 until all
P03 Shutdown Override For Engine Fault
diagnostic codes are erased. The lower display
then shows “OP 1”. Go to the next step. P04 Shutdown Enable For Sensor Fault
P05 Coolant Loss Sensor
6. Press “EXIT” key. “OP 1” is showing on lower
display. P06 Shutdown Override For Coolant Loss Fault
P07 System Voltage
normal mode. P08 Upper Display Enable/Disable
P09 Ring Gear Teeth
i01170414
P10 Engine Overspeed
Engine/Generator P11 Crank Terminate Speed
Programming OP5 P12 Oil Step Speed
SMCS Code: 4490 P13 Low Oil Pressure Shutdown At Rated Speed
P14 Low Oil Pressure Shutdown At Idle Speed

Introduction To Setpoints P15 High Water Temperature Shutdown
OP5 is the option for programming the setpoints P16 Low Water Temperature Shutdown
of the engine/generator. The engine/generator P17 Total Cycle Crank Time
setpoints affect the proper operation and
serviceability of the engine, and the accuracy of the P18 Cycle Crank Time
information shown on the display. The setpoints are P19 Cooldown Time
programmed in the GSC at the factory.
P20 AC Voltage Full Scale
When the GSC is moved from one engine and P21 AC Current Full Scale
installed in a different engine, the setpoints
may need to be changed. Also, to satisfy the P22 GSC Engine Number
requirements of the customer, the setpoints may
need to be changed. The setpoints stored in the P23 Engine Type
GSC must match the specified setpoints of the P24 Crank Time Delay
129-4053 Control Panel Chart or the 103-1582
Control Panel Chart that is packaged within the Note: The definition of some setpoints has changed,
control panel. These setpoints are from P01 through and the quantity of setpoints has changed.
P24 and the setpoints are programmable.
• P08 is the engine type (0 = diesel, 1 = gas) on
the former 103-6177, 117-6200 and 113-4500
EMCP Electronic Controls (Generator Set Control).
• P22, P23 and P24 are not present on the former

103-6177, 117-6200 and 113-4500 EMCP
Electronic Controls (Generator Set Control).
Procedure For Setpoint Programming

Note: Service mode cannot be entered when the
28
Note: Any active shutdown fault must be made Setpoint Description

FLASHING shutdown indicator means that a Programming of some setpoints requires the
shutdown fault exists. To temporarily change a operator to know the model number of the EMCP
shutdown fault from an active shutdown fault to II. The model number is located on the name
an inactive shutdown fault, turn the ECS to the plate on the inside bottom of the control panel.
OFF/RESET position. To permanently change a The model number is based on panel options and
shutdown fault from an active shutdown fault to generator ratings. The model number is explained
an inactive shutdown fault, the fault must not be on the 129-4053 Control Panel Chart or 103-1582
occurring. Also, the ECS must be turned to the Control Panel Chart which is included within the
OFF/RESET position. If the jumper from terminal 6 to EMCP II. The information on the chart is necessary
terminal 9 is not installed on the ECS, then the GSC for programming the setpoints of the GSC. The
will not power up in OFF/RESET and any active model number has numerous characters and is
shutdown fault must be corrected before entering similar to “EB3CAS3A1BDSP1CE0”.
service mode.
Note: For the correct setpoints, always check
1. Turn the ECS to the STOP position in order to the 129-4053 Control Panel Chart or 103-1582
shutdown the engine. Enter service mode and Control Panel Chart. The chart is included within
enter the password. “OP 1” is showing on lower the EMCP II.
display. See Systems Operation, “Service Mode”
for more information. See Systems Operation, P01 Fuel Solenoid Type – This setpoint tells the
“Password Entry OP3” for more information. GSC which type of fuel system solenoid is used on
the generator set. The sixth character of the model
2. Press “SCROLL UP” key four times. “OP 5” is number specifies this setpoint. The default setting
showing on the lower display. from the factory is 0.
3. Press the “SELECT” key once. “P01” is showing. 0 – energize to run (ETR) fuel solenoid
“P01” is followed by the value of the setpoint.
1 – energize to shutoff (ETS) fuel solenoid
4. Press “SCROLL UP” or “SCROLL DOWN”
key. The next setpoint is showing with a P02 Units Shown – This setpoint controls the type of
corresponding value. Repeat this step until the units of measurement that are shown on the display.
desired setpoint is showing. A character of the model number specifies this
setpoint. The default setting from the factory is 0.
5. Press “SELECT” key. The value of the setpoint
is flashing. 0 – English units
6. Press “SCROLL UP” or “SCROLL DOWN” key in 1 – metric units
order to adjust the value of the setpoint.
P03 Shutdown Override For Engine Fault – This
Note: To rapidly scroll through a large range of setpoint tells the GSC the manner in which to
values, hold the appropriate scroll key. respond to a low engine oil pressure or high coolant
temperature fault. The customer specifies this
7. Press “ENTER” key. The value of the setpoint setpoint, or the application specifies this setpoint.
stops flashing. Repeat steps 4, 5, 6 and 7 until The default setting from the factory is 0.
all the desired setpoints are adjusted.
0 – engine shutdown
8. Press “EXIT” key. “OP 1” is showing on the lower
display. 1 – alarm only (shutdown override, no engine
shutdown)
normal mode. Note: Shutdown override for a fault with low oil
pressure or high coolant temperature is intended to
be only temporary. When the GSC is programmed
to override these faults (P03 = 1), the operator
should closely monitor the oil pressure and coolant
temperature on the lower display. Do not override
shutdown on a permanent basis unless regulations
or codes specific to the application require it.
29
P08 Upper Display Enable/Disable – This setpoint

NOTICE tells the GSC to enable or disable the showing of
If the genset is unattended for any length of time and AC values on the upper display. All other information
shutdown is overridden (P03 = 1), a low oil pressure such as diagnostic codes will still be shown. The
fault or high coolant temperature fault could cause per- application specifies this setpoint. The default
manent damage to the engine. setting from the factory is 0.
P04 Shutdown Enable For Sensor Fault – This 0 – upper display enabled
setpoint tells the GSC the manner in which to 1 – upper display disabled
respond to a diagnostic fault with the engine oil
pressure sensor, coolant temperature sensor, sensor Note: P08 is engine type (0 = diesel, 1 = gas)
power supply, or coolant loss sensor. The customer on former 103-6177, 113-4500 and 117-6200
specifies this setpoint, or the application specifies EMCP Electronic Controls (Generator Set Control).
this setpoint. The default setting from the factory
is 0. P09 Ring Gear Teeth – This setoint tells the GSC the
number of teeth on the ring gear of the engine. The
0 – alarm only (shutdown override, no engine seventh character of the model number specifies
shutdown) this setpoint. The application specifies this setpoint.
The default setting from the factory is 136 teeth.
1 – engine shutdown The value is selectable from 95 to 350 teeth in one
P05 Coolant Loss Sensor – This setpoint tells the tooth increments.
GSC if the optional engine coolant loss sensor is P10 Engine Overspeed – This setpoint tells the
installed on the generator set. A character of the GSC the engine speed to declare that an engine
model number specifies this setpoint. The default overspeed fault exists. The fifth character of the
setting from the factory is 0. model number specifies this setpoint. The engine
overspeed setpoint for all 60 Hz applications is 1.18
0 – generator sets without coolant loss sensor times the rated speed. The default setting from the
factory is 2120 rpm. The value is selectable from
1 – generator sets with coolant loss sensor 500 to 4330 rpm in increments of 10 rpm.
P06 Shutdown Override For Coolant Loss Fault – P11 Crank Terminate Speed – This setpoint tells
This setpoint tells the GSC the manner in which the GSC the engine speed at which to disengage
to respond to an engine coolant loss fault. The the starting motor during engine cranking. The
customer specifies
specifies this thisThe
setpoint. setpoint, orsetting
default the application
from the fifth character of the model number specifies this
setpoint. The default setting from the factory is 400
factory is 0. rpm. The value is selectable from 100 to 1000 rpm
in increments of 10 rpm.
P12 Oil Step Speed – This setpoint tells the GSC
1 – alarm only (shutdown override, no engine the engine speed to use for distinguishing between
shutdown) rated speed and idle speed when a low oil pressure
fault exists. The fifth character of the model number
Note: Shutdown override for a coolant loss fault specifies this setpoint. The default setting from the
is intended to be only temporary. Do not override factory is 1350 rpm. The value is selectable from
shutdown on a permanent basis unless regulations 400 to 1800 rpm in increments of 10 rpm.
or codes specific to the application require it.
NOTICE
If the genset is unattended for any length of time and
shutdown is overridden (P06 = 1), a coolant loss fault
could cause permanent damage to the engine.
P07 System Voltage – This setpoint tells the GSC

the system voltage or battery voltage that is used
on the generator set. The application specifies this
setpoint. The default setting from the factory is 0.
0 – 24 volts
1 – 32 volts
30
Table 6 Note: When oil pressure drops to within 34 kPa

(5 psi) of the P14 setpoint, an oil pressure alarm is
Oil Step Speed
issued by the GSC. When oil pressure is greater
Engine Family Rated Speed Setpoint (rpm) than the P14 setpoint, the GSC activates the EGR
(rpm) K1 relay. The GSC then tells the electronic governor
3600 1000 760 to go to rated speed. When oil pressure is less than
the P14 setpoint, the GSC deactivates the EGR K1
900 660 relay. The GSC then tells the electronic governor
to go to idle speed.
750 560
720 540 P15 High Water Temperature Shutdown – This
setpoint tells the GSC when to declare that a high
3500 1000-1300 810 coolant temperature shutdown fault exists. This is
1500-1900 1210 done after a 10 second delay. The fifth character
of the model number specifies this setpoint. The
3400 with 113 1000-1600 760 default setting from the factory is 107 C (225 F).
 
flywheel teeth(1) The value is selectable from 94 C to 123 C

 
1750-1800 1140
(201 F to 253 F) in increments of one degree.
 
3400 with 136 1000-1200 760

flywheel teeth Note: A high coolant temperature alarm is issued by
1500 1130
the GSC when coolant temperature rises to within
 
1800-2100 1360 6 C (11 F) of the P15 setpoint,

3300 1400-1800 1130
P16 Low Water Temperature Alarm – This setpoint
3208 1500-2800 1330 tells the GSC when to declare that a low coolant
3116 1500-2800 1330 temperature alarm fault exists. This is done after
a two second delay. The customer specifies this
3114 1500-2800 1330 setpoint or the application specifies this setpoint.
(1) Exception: For 3412 engines with 113 flywheel teeth and a The default setting from the factory is 21 C 
rated speed of 1500 or 1600 rpm, the oil step speed in 1360 (70 F). The value is selectable from 0 C to 36 C
  
rpm. (32 F to 97 F) in increments of one degree.

 
P13 Low Oil Pressure Shutdown At Rated Speed – P17 Total Cycle Crank Time – This setpoint tells
This setpoint tells the GSC when to declare that the GSC when to declare that an overcrank fault
a low oil pressure shutdown fault exists with the exists. The customer specifies this setpoint or the
engine at rated speed.
have exceeded Thespeed
the oil step enginefor
speed must
nine seconds. application specifies this setpoint. The default
setting from the factory is 90 seconds. The value
The fifth character of the model number specifies is selectable from 5 to 120 seconds in increments
this setpoint. The default setting from the factory of one second.
is 205 kPa (30 psi). The value is selectable from
34 to 420 kPa (5 to 60 psi) in increments of one. P18 Cycle Crank Time – During a single crank
cycle, this setpoint tells the GSC the amount of
Note: When oil pressure drops to within 34 kPa time to crank and then the setpoint tells the GSC
(5 psi) of the P13 setpoint, an oil pressure alarm is the amount of time to rest the starting motor. The
issued by the GSC and the optional alarm module. customer specifies this setpoint or the application
specifies this setpoint. The default setting from the
P14 Low Oil Pressure Shutdown At Idle Speed – factory is 10 seconds. The value is selectable. The
This setpoint tells the GSC when to declare that value can be 5 to 60 seconds in increments of one
a low oil pressure shutdown fault exists with the second.
engine
runningatforidle speed.
at least The
nine engine must
seconds, have
and the been
engine P19 Cooldown Time – This setpoint tells the GSC
speed must be less than the oil step speed. The the amount of time to allow the engine to run
fifth character of the model number specifies this after a normal shutdown is initiated. The customer
setpoint. The default setting from the factory is specifies this setpoint or the application specifies
70 kPa (10 psi). The value is selectable from this setpoint. The default setting from the factory is
20 to 336 kPa (3 to 50 psi) in increments of one. 5 minutes. The value is selectable. The value can
be 0 to 30 minutes in increments of one minute.
31
P20 AC Voltage Full Scale – This setpoint tells the Note: P24 is not present on former 103-6177,
GSC the full scale (maximum) AC voltage of the 113-4500 and 117-6200 EMCP Electronic
generator set. The GSC measures the AC voltage, Controls.
and the GSC shows the AC voltage on the display.
The application specifies this setpoint. The values
i01623198
are 700V, 150V, 300V, 500V, 600V, 750V, 3.0kV,
4.5kV, 5.25kV, 9.0kV, 15.0kV, 18.0kV and 30.0kV. Spare Input/Output
The setpoint is factory set at 700V for all standard Programming OP6
EMCP II equipped generator sets. The other values
are for switch gear applications which require the
use of external potential transformers as well as the SMCS Code: 4490
removal of the AC voltage range jumper located in
the relay module. See Testing And Adjusting, “AC OP6 is the option for programming of the spare
Voltage Range Selection”. inputs. OP6 is the option for programming the
spare output. These spare inputs and spare outputs
P21 AC Current Full Scale – This setpoint is the are provided in order to satisfy the needs of the
ratio of the current transformers (CT) based on a 5A customer.
secondary. It does not represent the maximum AC
current of the generator set. The GSC measures the Spare Inputs
AC current and the GSC shows the AC current on
the display. The values are 75A, 100A, 150A, 200A, The spare inputs are referred to as SP1, SP2, and
300A, 400A, 600A, 800A, 1000A, 1200A, 1500A, SP3. The spare inputs are accessed on the auxiliary
2000A, 2500A, 3000A and 4000A. The default terminal strip (AUX) within the control panel on the
setting from the factory is 600A. left wall. The terminations at the auxiliary terminal
strip for the spare inputs are marked.
P22 GSC Engine Number – This setpoint informs
other devices on the CAT Data Link of the engine SP1 is marked as “SW1”.
number for the GSC. The customer specifies this
setpoint or the application specifies this setpoint. SP2 is marked as “SW2”.
The values are from 01 through 08. The default
setting from the factory is 01. SP3 is marked as “SW3”.
Note: P22 is not present on former 103-6177, The following tasks for each spare input are
113-4500 and 117-6200 EMCP Electronic
programmable: active input state, response taken,
Controls. and time delay. The GSC responds to the active
state of an input, although the response can be
P23 Engine Type – This setpoint tells the GSC delayed. Setpoints SP01 through SP06 and SP08
whether the generator set engine is a mechanical through SP10 are used for programming the spare
unit injector (MUI) diesel engine, a gas engine, inputs. Each of the setpoints is described in the
or an electronic unit injector (EUI) diesel engine. following topics.
The application specifies this setpoint. The default
setting from the factory is 0.
0 – MUI diesel
1 – GAS
2 – EUI diesel
g00308511
Note: P23 is not present on former 103-6177, Illustration 17
113-4500 and 117-6200 EMCP Electronic Typical Active High Input Configuration For Spare Input 1 (SP1)
Controls.
P24 Crank Time Delay – This setpoint tells the

GSC the length of time to delay activation of the
FCR during a crank cycle. This setpoint is only
for gas engines. The P24 setpoint only functions
when the P23 setpoint is set to 1 (gas engine).
The application specifies this setpoint. The default
setting from the factory is 5 seconds. The value is Illustration 18
g00307940
selectable. The value can be 0 to 20 seconds in Typical Active Low Input Configuration For Spare Input 1 (SP1)
increments of one second.
32
The active input state must be programmed into the SP08 Spare Input 1 Delay Time – The value is
GSC. A high state is 5 DCV to B+. A low state is B-. selectable from 0 to 250 seconds in increments of
When an input is programmed for an active high 1 second. The default setting from the factory is
state a high state at the input is a spare fault. A low 0 seconds.
state at the input is a normal condition.
SP09 Spare Input 2 Delay Time – The value is
When an input is programmed for an active low selectable from 0 to 250 seconds in increments of
state, a low state at the input is a spare fault. A high 1 second. The default setting from the factory is
state at the input is a normal condition. Setpoints 0 seconds.
SP01, SP03 and SP05 are used for the programming
of the active input state of the spare inputs. SP10 Spare Input 3 Delay Time – The value is
selectable from 0 to 250 seconds in increments of
Note: If an input is left floating, then the internal one second. The default setting from the factory
circuitry of the GSC pulls the input high. The GSC is 0 seconds.
will respond accordingly.
Alarm Mode Sequence Of Operation – When a fault
The GSC response to an active spare fault must occurs in a spare input and the fault is programmed
be programmed. One response option treats the as an alarm fault, the GSC will respond in the
condition as a shutdown fault. The other response following manner:
option treats the condition as an alarm fault.
Setpoints SP02, SP04, and SP06 are used for 1. The GSC waits for the programmed time delay.
programming the response.
2. The fault alarm indicator FLASHES.
Note: Spare faults that are programmed to shutdown
are ignored by the GSC when engine speed is less 3. When the alarm codes key is pressed, the
than crank termination speed. corresponding SP fault code is shown on the
upper display of the GSC.
The GSC must be programmed for the amount of
time to delay the response to a spare fault (active 4. The engine continues to run or the engine is
input). After a spare fault occurs, the GSC does not able to start.
respond until the time delay has elapsed. Indicators
are not activated. Codes are not shown. The Shutdown Mode Sequence Of Operation – When
operation of the engine has not changed. Setpoints a fault occurs in a spare input and the fault is
SP08, SP09, and SP10 are used for programming programmed as a shutdown fault, the GSC will
the time delay. The time delay is selectable from respond in the following manner:
0 to 250 seconds.
1. The GSC waits for the programmed time delay.
SP01 Spare Input 1 Active State – The value is 0 for
an active low or the value is 1 for an active high. 2. The fault shutdown indicator FLASHES.
The default setting from the factory is 0.
3. The corresponding SP fault code of SP1, SP2, or
SP02 Spare Input 1 Response – The value is 0 for a SP3 is immediately shown on the upper display
shutdown fault or the value is 1 for an alarm fault. of the GSC.
The default setting from the factory is 0.
4. The engine is shut down or the engine is
SP03 Spare Input 2 Active State – The value is 0 for disabled from starting.
an active low or the value is 1 for an active high.
The default setting from the factory is 0. The fault shutdown indicator remains FLASHING
and the SP fault code remains shown until the ECS
SP04 Spare Input 2 Response – The value is 0 for a is turned to OFF/RESET. After you turn the ECS
shutdown fault or the value is 1 for an alarm fault. to OFF/RESET and after you correct the cause of
The default setting from the factory is 0. the spare fault, the engine is able to start and the
engine is able to run.
SP05 Spare Input 3 Active State. – The value is 0
for an active low or the value is 1 for an active high. Note: SP fault codes are not logged into the GSC
The default setting from the factory is 0. fault log.
SP06 Spare Input 3 Response. – The value is 0 for Note: If the operator does not desire the use of the
a shutdown fault or the value is 1 for an alarm fault. spare inputs, then program the spare inputs for a
The default setting from the factory is 0. LOW active state and connect nothing to the spare
input wiring.
33
Spare Output SP07 – Spare Output Active State. The default

setting from the factory is 0.
Note: The spare output is usually used to give a high
logic signal to a device for a customer or the spare 0 – active low state
output is used to give a low logic signal to a device
for a customer. However, the spare output can be 1 – active high state
programmed to be a spare data output on the latest
generator set controls. As a spare data output, The condition that activates the spare output must
the necessary serial data is available for operating be programmed in the GSC. A large selection of
the optional relay driver module (RDM). Earlier trigger conditions are available to activate the spare
generator set controls such as the 103-6177, output. Setpoint SP11 is used for programming the
113-4500 , 117-6200, 120-6880, 123-6004 and trigger condition.
136-3870 EMCP Electronic Controls do not have
the serial data capability which is necessary for the SP11 – . The default setting from the factory is 7
RDM. (cooldown).
The spare output responds to a selected trigger Table 7

condition. The response and the trigger condition SP11 Spare Output Trigger Conditions
are programmable. The spare output is accessed
on the auxiliary terminal strip (AUX) within the 1 For an active SP1 fault code that is an alarm fault.
control panel on the left wall. The spare output is 2 For an active SP2 fault code that is an alarm fault.
marked as “SPARE” on the auxiliary terminal strip. 3 For an active SP3 fault code that is an alarm fault.
4 Any active SP1, SP2 or SP3 fault code that is an
alarm fault.
5 Any active AL fault code (AL1, AL2 or AL3) or
diagnostic fault code (CID FMI) that is an alarm
fault.
6 Any active alarm fault (SP1, SP2, SP3, AL1, AL2,
g00307942 AL3 or CID FMI)
Illustration 19
Typical Active Low Configuration For Spare Output 7 Activate during cooldown period
8 Activate during a coolant loss alarm or shutdown
condition
9 Provide serial data for relay driver module (RDM).
Only available on the latest GSC’s. Earlier
133-6350, 123-6004 and 136-3870 EMCP
Electronic Controls do not have the serial data
capability which is necessary for the RDM.
g00308023
Illustration 20
Note: The spare output activates the shunt trip
Typical Active High Configuration For Spare Output
coil of the AC circuit breaker during the engine
cooldown.
The GSC must be programmed to make the active
state of the spare output high or low. An active
Note: The GSC diagnoses a fault in the spare output
low state means that the output is pulled to the
circuit. See Testing and Adjusting, “Diagnostic Fault
battery negative terminal when the output is active.
Codes”.
The output draws approximately 100 mA when the
output is in the low state. The output is floating
at a high state when the GSC is programmed for Procedure For Spare Input/Output
an active high state. The voltage will measure Programming
approximately 5.0 DCV when no devices are
connected to the spare output. When the spare Note: Service mode cannot be entered when the
output is in the high state, the spare output is ECS is in the AUTO position.
floating. The spare output is also capable of driving
the high impedance logic circuits only. When the
spare output is in the high state, the spare output
will not drive the low impedance loads such as
relays. Setpoint SP07 is used for programming the
active state of the spare output.
34
Note: Any active shutdown fault must be made i01203682

FLASHING shutdown indicator means that a Hourmeter Programming OP7
shutdown fault from an active shutdown fault to SMCS Code: 4490
an inactive shutdown fault, turn the ECS to the
OFF/RESET position. To permanently change a Note: The hours of the GSC can only be increased
shutdown fault from an active shutdown fault to with the procedures

programming that are the
is completed, listed below.
hours After
of the GSC
occurring. Also, the ECS must be turned to the CANNOT BE DECREASED TO THE ORIGINAL
OFF/RESET position. If the jumper from terminal 6 to VALUE. Ensure that the hours that are programmed
terminal 9 is not installed on the ECS, then the GSC into the GSC are the correct value before continuing
will not power up in OFF/RESET and any active with this procedure.
service mode. OP7 is the option for programming the hours that
are shown on the hourmeter. The hours can be
1. Turn the ECS to the STOP position. This shuts increased but not decreased. This allows the hours
down the engine. Enter service mode and enter on a new GSC to exactly match the hours of a GSC
the password. “OP 1” is showing on lower that is being replaced. This improves the tracking
display. For more information, see the Procedure of engine maintenance such as oil changes when
To Enter The Password in the System Operation, the GSC is replaced. Also, if the GSC is moved
“Password Entry OP3”. from one engine
be changed to another
in order engine,
to match theengine.
the new hours can
2. Press “SCROLL UP” key five times. “OP 6” is
showing on the lower display. If the hourmeter shows all dashes, the hours can
not be reprogrammed. If the hourmeter shows all
3. Press “SELECT” key. “SP01” is showing and dashes instead of a reasonable numeric value
“SP01” is followed with the value of the setpoint. then see Testing and Adjusting, “Troubleshooting
Diagnostic Codes”.
4. Press “SCROLL UP” or “SCROLL DOWN” key.
The next setpoint with a corresponding value Procedure For Programming The
is showing. Repeat this step until the desired
setpoint is showing. Hourmeter
5. Press “SELECT” key. The value of the setpoint This procedure uses a new GSC with 0 hours as an
is flashing. example.
to a value The hourmeter
of 1,234 hours.inThe
thevalue
new GSC
mustwill
be be set
higher
6. Press the “SCROLL UP” or “SCROLL DOWN” than the original value.
key in order to adjust the value of the setpoint.
7. Press “ENTER” key. The value of the setpoint ECS is in the AUTO position.
stops flashing. Repeat steps 4, 5, 6 and 7 until
all the desired setpoints are adjusted. Note: Any active shutdown fault must be made
8. Press “EXIT” key. “OP 1” is showing on the lower FLASHING shutdown indicator means that a
display. shutdown fault exists. To temporarily change a
shutdown fault from an active shutdown fault to
9. Press “EXIT ”key. The display returns to the an inactive shutdown fault, turn the ECS to the
normal mode. OFF/RESET position. To permanently change a
shutdown
an inactivefault from anfault,
shutdown active
theshutdown
fault mustfault to
not be
occurring. Also, the ECS must be turned to the
terminal 9 is not installed on the ECS, then the GSC
service mode.
35
1. Turn the ECS to the STOP position in order to 14. Press “EXIT” key. “OP 1” is showing on lower
shut down the engine. Enter service mode and display.
enter the password. “OP 1” is showing on lower
display. See Systems Operation, “Service Mode” 15. Press “EXIT” key. The display returns to the
for more information. See Systems Operation, normal mode. The programmed value for the
“Password Entry OP3” for more information. hourmeter should show on the lower display as
the engine data scrolls.
2. Press “SCROLL UP” key six times. “OP 7” is
i00933037
3. Press “SELECT” key. The present value for the

hourmeter is showing.
Voltmeter/Ammeter
Programming OP8
4. . Press “SELECT” key. “000000” is showing and
the first digit is flashing. SMCS Code: 4490
5. Press “SCROLL RIGHT” key two times. “000000” OP8 is the option for programming the calibration
is showing and the third digit is flashing. value of the voltmeter and ammeter. When the GSC
or the AC transformer box (ATB) is replaced, the
6. Press “SCROLL UP” key. “001000” is showing calibration values, written on the ATB bar code
and the third digit is flashing. sticker, must be programmed into the GSC in order
to ensure accurate voltage values and accurate
7. Press “SCROLL RIGHT” key. “001000” is current values.
showing and the fourth digit is flashing.
There are five transformers in the ATB that the GSC
8. . Press “SCROLL UP” key two times. “001200” is monitors for information on voltage and current.
showing and the fourth digit is flashing. Each transformer has individual characteristics
that affect the voltage and current measurements
9. Press “SCROLL RIGHT” key. “001200” is by the GSC. At the factory, these characteristics
showing and the fifth digit is flashing. are measured, assigned a calibration value and
recorded on the bar code sticker which is located
10. Press “SCROLL UP” key three times. “001230” on the lower left side of the ATB. When the generator
is showing and the fifth digit is flashing. set is assembled at the factory, the calibration
values on the bar code sticker are programmed into
11. Press “SCROLL RIGHT” key. “001230” is the GSC. The calibration value of a transformer is
showing and the sixth digit is flashing. from 0 to 255 in increments of 1.
12. Press “SCROLL UP” key four times. “001234” is The setpoints for the calibration value of the
showing and the sixth digit is flashing. voltmeter and ammeter are in the following list.
13. Press “ENTER” key. “001234” flashes on the AC01 – “A-B” Voltage Calibration. The value is
lower display and “ArE YOU SUrE” is showing selectable from 0 to 255.
on the upper display.
AC02 – “B-C” Voltage Calibration. The value is
• For “yes”, press “ENTER” key. “001234” stops selectable from 0 to 255.
flashing.
AC03 – “C-A” Voltage Calibration. The value is
• For “no”, press “SELECT” key. “000000” is selectable from 0 to 255.
showing and the first digit is flashing. Repeat
this procedure to program the hourmeter AC04 – “A” Current Calibration. The value is
again. selectable from 0 to 255.
Note: In order to exit this procedure without saving AC05 – “B” Current Calibration. The value is
any changes, press the exit key twice when the selectable from 0 to 255.
display shows “ArE YOU SUrE”. The GSC returns
to the normal display. The original value for the AC06 – “C” Current Calibration. The value is
hourmeter is kept in the memory of the GSC. selectable from 0 to 255.
Note: Lower hours cannot be entered into the GSC

if the GSC has a value that is stored. the upper
display briefly shows “Error”. The display then
shows the original hours that are stored in the GSC
and the first digit is flashing.
36
Procedure For Voltmeter/Ammeter i01623250
Programming Engine Setpoint Verification

Note: Service mode cannot be entered when the OP9
SMCS Code: 4490
Note: Any active shutdown fault must be made
inactive in order to access service mode. A OP9 is the option for verifying that EMCP II operates
FLASHING shutdown indicator means that a correctly when a fault occurs for any of the following
shutdown fault exists. To temporarily change a conditions:
shutdown fault from an active shutdown fault to
an inactive shutdown fault, turn the ECS to the • low oil pressure
OFF/RESET position. To permanently change a
shutdown fault from an active shutdown fault to • high coolant temperature
occurring. Also, the ECS must be turned to the • engine overspeed
terminal 9 is not installed on the ECS, then the GSC The GSC will shut down the engine during an
will not power up in OFF/RESET and any active engine overspeed fault. The GSC will shut down
shutdown fault must be corrected before entering the engine or the GSC will sound the alarm during
service mode. a low oil pressure fault. The programmed setpoint
P03 determines the GSC response.
1. Turn the ECS to the STOP position in order to
shut down the engine. Enter service mode and The GSC will shut down the engine or the GSC will
enter the password. “OP 1” is showing on lower sound the alarm during a high water temperature
display. See Systems Operation, “Service Mode” fault. Setpoint P03 determines the GSC response.
for more information. See the Systems Operation,
“Password Entry OP3” for more information. OP9 is only for verification of certain engine
setpoints. OP5 is used for the actual programming
2. Press “SCROLL UP” key seven times. “OP 8” is of these setpoints. The setpoints that are verified by
showing on the lower display. this procedure are listed below.
3. Press “SELECT” key. “AC01” is showing. The P03 Shutdown Override For Engine Fault – This is
value of the setpoint is also showing. The value the GSC response to a low engine oil pressure
will range from 0 to 255. fault or this is the GSC response to a high coolant
temperature fault. The default setting from the
4. Press “SELECT” key. The value of the setpoint factory is 0.
is flashing.
5. Press “SCROLL UP” or “SCROLL DOWN” key to
adjust the value of the AC01 setpoint to match 1 – alarm only (shutdown override)
the value shown on the ATB for “A-B” voltage.
P10 Engine Overspeed – P10 is the engine speed
6. Press “ENTER” key. The value of the setpoint that is used by the GSC in order to declare that
stops flashing. an engine overspeed fault exists. The engine
overspeed setpoint for all 60 Hz applications is 1.18
7. Press “SCROLL UP” key. Repeat steps 3, 4, 5 times the rated speed. The range of values is from
and 6 for setpoints AC02 through AC06. 50 to 4330 rpm. The value is set in increments of
10. The default setting from the factory is 2120 rpm.
8. Press “EXIT” key. “OP 1” is showing on the lower
display. P13 Low Oil Pressure Shutdown At Rated Speed –
P13 is the selected oil pressure that is used by the
9. Press “EXIT” key. The display will return to the GSC in order to declare that a low oil pressure
normal mode. shutdown fault exists. This setpoint is active when
the engine is at rated speed. Also, the engine speed
must have exceeded the oil step speed for nine
seconds. The range of values is from 34 to 420 kPa
(5 to 61 psi). The value can be raised in increments
of 1. The default setting from the factory is 205 kPa
(30 psi).
37
Note: When oil pressure drops to 34 kPa (5 psi) 5. Decrease the value of the setpoint by pressing
of the P13 setpoint, a “low oil pressure alarm” is the “SCROLL DOWN” key. The value is flashing
issued by the GSC. If the generator is equipped, on the upper display. The default setting from the
the optional alarm module issues an alarm also. The factory is 2120. The setpoint value decreases by
NFPA 99 remote annunciator will not issue an alarm. 10 rpm with each press of the scroll down key.
Continue pressing the key until the value of the
P15 High Water Temperature Shutdown – P15 is the setpoint is lower than the current engine speed.
coolant temperature that is used by the GSC in The current engine speed value is shown on the
order to declare that a high coolant temperature lower display. When the setpoint value is less
shutdown fault exists. The fault is declared after than the current engine speed, the engine shuts
a 10 second delay. The range of values is from down. The indicator for engine overspeed will be
94 to 123 C (201 to 253 F). The value can be
   
flashing. The GSC is not in service mode.

changed in increments of 1. The default setting
from the factory is 107 C (225 F).
Procedure For Low Oil Pressure
 
Note: When coolant temperature rises to within 6 C 
Verification
(11 F) of the P15 setpoint, a high water temperature

alarm is issued by the GSC. If the generator is so Note: Service mode cannot be entered when the
equipped, the optional alarm module issues an ECS is in the AUTO position.
alarm as well. The NFPA 99 remote annunciator will
not issue an alarm. 1. Start the engine and run the engine at rated
speed. Enter service mode and enter the
The engine setpoints cannot be verified until the password. “OP 1” is showing on lower display.
following conditions are met: Refer to Systems Operation, “Service Mode” for
more information. Refer to Systems Operation,
• The setpoints must be correct for the engine “Password Entry OP3” for more information.
application. Check the 129-4053 and 103-1582
Control Panel Chart to obtain the correct setpoints. 2. Press “SCROLL UP” key eight times. “OP 9” is
The charts are packaged within the control panel. showing on the lower display.
Refer to Systems Operation, “Service Mode”
in order to view the setpoints. To program the 3. Press “SELECT” key. The value of overspeed
setpoints, refer to Systems Operation, “Setpoint setpoint P10 is showing on the upper display.
Programming OP5”. The default setting from the factory is 2120.
“SC1” is showing on the lower display. SC1 is
• The engine is checked at idle and rated speed. followed with the current engine speed.
When the operator is starting the engine,
there should not be any faults. If necessary, 4. Press the “SCROLL UP” key once. The value of
troubleshoot and correct any fault. the P13 setpoint for low oil pressure shutdown at
rated speed is showing on the upper display.
The default setting from the factory is 205 kPa
Procedure For Overspeed (30 psi). “SC2” is showing on the lower display.
Verification SC2 is followed by the present oil pressure value.
1. Start the engine and run the engine at rated 5. Press “SELECT” key. The setpoint value is
speed. Enter service mode. Enter the password. flashing on the upper display. The default setting
“OP 1” is showing on lower display. Refer from the factory is 205 kPa (30 psi).
to Systems Operation, “Service Mode” for
more information. Refer to Systems Operation, 6. Press the “SCROLL UP” key in order to increase
“Password Entry OP3” for more information. the value of the setpoint. The setpoint value
is flashing on the upper display. The setpoint
2. Press “SCROLL UP” key eight times. “OP 9” is value increases by five with each press of
showing on the lower display. the “SCROLL UP” key. Continue pressing the
key until the setpoint value increases past the
3. Press “SELECT” key. The value of overspeed present oil pressure. The present oil pressure
setpoint P10 is showing on the upper display. value is showing on the lower display.
“SC1” is showing on the lower display. “SC1” is
followed by the present engine speed value. When the setpoint value is greater than the present
oil pressure value, the engine shuts down. The
4. Press “SELECT” key. The setpoint value is indicator for low oil pressure will be flashing. The
flashing on the upper display. GSC is no longer in service mode.
38
Procedure For High Water i00714066
Temperature Verification AC Offset Adjustment OP10

Note: Service mode cannot be entered when the SMCS Code: 4490
OP10 is the option for adjusting the voltmeter
1. Start the engine and run the engine at rated
speed. Enter service mode and enter the readings
necessaryofwhen
the GSC. This adjustment
generator may bein
sets are operated
password. “OP 1” is showing on lower display. parallel. The GSC AC voltage measurements are
Refer to Systems Operation, “Service Mode” calibrated at the factory. An accurate standard
for more information. Refer to Service Manual, is used. However, when two generator sets
“Password Entry OP3” for more information. are paralleled, the application may require the
paralleled generator sets to have exactly the same
2. Press “SCROLL UP” key eight times. “OP 9” is voltage value. The AC offset of one GSC is changed
showing on the lower display. to match the voltage value of another generator set.
3. Press “SELECT” key. The value of overspeed Note: It is NOT recommended that the AC offset be
setpoint P10 is showing on the upper display. altered under any other circumstances. Performing
The default setting from the factory is 2120. this procedure takes the GSC out of factory
“SC1” is showing on the lower display. “SC1” is calibration.
followed by the current engine speed.
4. Press “SCROLL UP” key two times. The value Procedure For Voltmeter Offset
of the P15 setpoint for high water temperature Adjustment
shutdown is showing on the upper display. The
default setting from the factory is 107 C (225 F).
 
The paralleled generator sets must be running at

SC3 is showing on the lower display. SC3 is rated speed. The generator sets can then have the
followed by the present coolant temperature voltage adjustment made.
value.
5. Press “SELECT” key. The setpoint value is ECS is in the AUTO position.
flashing on the upper display. The default setting
from the factory is 107 C (225 F).
 
1. Enter service mode on the GSC that is being

adjusted. Enter the password. “OP 1” is showing
6. Decrease the setpoint by pressing the “SCROLL
DOWN” key. The value is flashing on the upper on
the lower display.
Service For
Manual, more information,
“Service Mode”. Forsee
more
display. The setpoint value decreases by five information, see the Service Manual, “Password
degrees with each press of the “SCROLL Entry OP3”.
DOWN” key. Continue pressing the key until
the setpoint value decreases past the present 2. Press “SCROLL UP” key nine times. “OP 10” is
coolant temperature value. The present coolant showing on the lower display.
temperature value is showing on the lower
display. 3. Press “SELECT” key. “AC CAL” is showing on
lower display. The present A-B voltage value is
When the setpoint value is less than the present showing on the upper display.
coolant temperature value, the engine shuts down.
The indicator for high water temperature will be 4. Press “SELECT” key. The voltage value is
flashing. The GSC is no longer in service mode. flashing.
5. Press the “SCROLL UP” key or press the

“SCROLL DOWN” key in order to adjust the
voltage. Adjust the value to exactly match the
other generator set(s) that are running in parallel.
Voltage value continues to flash.
6. Press “ENTER” key. The value of the setpoint

stops flashing.
7. Press “SCROLL UP” key. Repeat steps 3, 4, 5

and 6 for the B-C voltage and the C-A voltage.
39
8. Press “EXIT” key. “OP 1” is showing on the lower • Diagnostic Codes are numeric values that are
display. identified by the illumination of “CID” and “FMI”
9. Press “EXIT” key. The display returns to the
normal state. Note: There are no fault codes for the shutdown
faults that correspond to the dedicated shutdown
indicators. Each of these shutdown faults are
i01192575
identified to the operator by the nomenclature that
Fault Description is nearest to the dedicated shutdown indicator. An
example would be low oil pressure shutdown.
SMCS Code: 4490
i01623332
A fault is any condition that does not conform to
the GSC operating rules. A fault is an abnormal AL Fault Codes
condition. An active fault is a fault that is occurring
now. An inactive fault is a fault that previously SMCS Code: 4490
occurred. Some examples of a fault are listed below.
AL fault codes are shown as AL1 through AL4 on
• Coolant temperature is 123 C (254 F). This is a
 
the upper display. The fault codes include specific

high water temperature fault. engine fault conditions (for example, low engine
oil pressure alarm). The fault codes also include
• Engine speed is 4500 rpm. This is a fault for the protective relaying functions. The underfrequency
engine overspeed. fault is an example of a protective relaying function.
• There is a broken wire in the engine harness. This AL fault codes rely upon certain setpoints. See
is a diagnostic code. Systems Operation, “Service Mode” for more
information on setpoints. AL fault codes are not
• There is a failed oil pressure sensor. This is a stored in the fault log of the GSC. Many of the AL
diagnostic code. fault codes are programmable as a fault alarm or
as a fault shutdown. To show the severity of the
There is a level of severity that is attached to every fault, the AL fault codes are accompanied by the
fault. This level also describes the GSC response to fault alarm indicator, or the fault shutdown indicator
the fault. Faults are either a noncritical alarm fault or on the GSC. The AL fault codes and the related
a critical shutdown fault. setpoints are described in the paragraphs that
follow.
An alarm fault provides an early warning of a
possible future shutdown fault to the operator. AL1 High Water Temperature Alarm – The GSC
During an alarm fault, the GSC will automatically issues a high water temperature shutdown when
activate the alarm mode. The fault alarm indicator the engine coolant temperature increases to within
FLASHES. See Systems Operation, “Alarm Mode” 6 C (11 F) of setpoint P15. The fault alarm indicator
 
for more information. will FLASH. The AL1 fault code is shown on the
upper display after the “Alarm Fault Codes” key is
A shutdown fault tells the GSC to shutdown the pressed.
engine. This shutdown prevents damage to the
generator set. For a shutdown fault, the GSC P15 is the setpoint for high water temperature
automatically activates shutdown mode. Shutdown shutdown. This setpoint sets the coolant level
mode shuts down the engine. The corresponding temperature. The GSC uses the temperature in order
shutdown indicator flashes automatically. See to declare that a high water temperature shutdown
Systems Operation, “Shutdown Mode” for more fault is present. When the setpoint is reached,
information. the dedicated shutdown indicator for high water
temperature FLASHES and the engine is shutdown.
Most faults have a code. There are three types
of fault codes. The type of fault code is derived AL2 Low Water Temperature Alarm – When the
from the related GSC input. The three types of fault engine coolant temperature decreases to setpoint
codes are listed below. P16 (low water temperature alarm), the GSC issues
a low water temperature alarm. The fault alarm
• AL Fault Codes are shown as “AL1” through indicator will FLASH and the AL2 fault code is
“AL3” on the upper display. AL fault codes shown on the upper display after the alarm codes
include specific fault conditions such as an alarm key is pressed.
for the low engine oil pressure.
P16 is the setpoint for low water temperature alarm.
• SP fault codes are shown as “SP1” through “SP3” This setpoint tells the GSC when to declare that a
on the upper display. low water temperature alarm fault “(AL2)” exists.
40
AL3 Low Engine Oil Pressure Alarm – The GSC • When the alarm codes key is pressed, the
issues a low oil pressure alarm when the engine corresponding fault code SP1, SP2 or SP3 is
oil pressure drops to within 34 kPa (5 psi) of the shown on the upper display.
P13 setpoint or the P14 setpoint. The fault alarm
indicator will FLASH and the “AL3” fault code is • The engine continues to run or the engine is able
shown on the upper display after the alarm codes to start.
key is pressed.
Shutdown Mode Sequence Of Operation – When
P13 is the setpoint for low oil pressure shutdown a fault occurs in a spare input the spare input
at rated speed. This setpoint tells the GSC when is active. If the spare input is programmed as a
to declare that a low oil pressure shutdown fault shutdown fault, then the GSC will operate in the
exists while the engine is at rated speed. When following manner.
the setpoint is reached, the dedicated shutdown
indicator for low oil pressure flashes and the engine • The GSC waits for the end of the time delay.
is shut down.
• The fault shutdown indicator FLASHES.
P14 is the setpoint for low oil pressure shutdown
at idle speed. This setpoint tells the GSC+ when • The corresponding fault code SP1, SP2 or SP3 is
to declare a low oil pressure shutdown fault while immediately shown on the upper display of the
the engine is at idle speed. When the setpoint is GSC.
reached, the dedicated shutdown indicator for low
oil pressure FLASHES and the engine is shutdown. • The engine is shut down or the engine is disabled
from starting.
i01623353
The fault shutdown indicator remains FLASHING.
SP Fault Codes The SP fault code remains shown until the ECS is
turned to “OFF/RESET”. After turning the ECS to
SMCS Code: 4490 “OFF/RESET” and correcting the cause of the spare
fault, the engine is able to run.
SP fault codes are associated with the spare inputs.
SP fault codes are either alarm faults or shutdown Note: Spare faults are not logged into the GSC fault
faults. The four spare inputs and a spare output are log.
for meeting the needs of the customer.
Note: Spare faults that are programmed to shut
down the engine are ignored by the GSC when
• The active state can be programmed to be high
or low. the engine speed is less than the crank terminate
speed.
• The SP fault code can be designated as an alarm
fault. i01124911
• The SP fault code can be designated as a Diagnostic Codes

shutdown fault.
SMCS Code: 4490
• Delay time can be programmed.
Diagnostic codes are associated with failed
See Systems Operation, “Spare Input/Output electrical components or circuits. These
Programming OP6”. The spare inputs consist of components or circuits provide information to
SP1 through SP3. Also, the corresponding SP fault the GSC or the components or circuits receive
codes consist of SP1through SP3. information from the GSC. The diagnostic codes
are designated as alarm faults or shutdown faults.
Alarm Mode Sequence Of Operation – The following See Systems Operation, “Shutdown Mode”for
procedure happens when a fault occurs in a spare more information. See Systems operation, “Alarm
input with the fault that is programmed as an alarm Mode”for more information.
fault.
Alarm Mode Sequence Of Operation – When an
• The GSC waits for the end of the time delay. alarm fault occurs the GSC performs the following
steps.
• The fault alarm indicator FLASHES.
• The GSC activates the alarm mode.
41
• The fault alarm indicator FLASHES.

• When the alarm codes key is pressed, the
corresponding diagnostic code (CID FMI) is
shown on the upper display.
• The engine continues to run or the engine is able

to start. g00318043
Illustration 21
Shutdown Mode Sequence Of Operation – When Upper Display That Is Showing A “CID 190 FMI 3” Diagnostic Code
a shutdown fault occurs the GSC performs the
following steps. The above example shows a diagnosed fault. Also,
that fault is sending the information to the GSC for
• The GSC activates shutdown mode. display. The GSC is receiving a signal from the
engine speed sensor (CID 190). The signal is too
• The fault shutdown indicator FLASHES. high so the FMI is 3. The signal is being received at
this time so “DIAG” is FLASHING.
• The corresponding diagnostic code (CID FMI) is
immediately shown on the upper display. Note: The GSC response (alarm or shutdown)
to four diagnostic faults is programmable by
• The engine is shut down or the engine cannot service personnel. The response that is usually
be started. programmed into the GSC is for an alarm. P04
would then be “0”. When a shutdown response
The diagnostic code (CID FMI) closely identifies the is programmed P04 would be “1”. See Setpoint
cause of the fault. Each diagnostic code consists P04 within Systems Operation, “Engine/Generator
of two identifiers and an indicator. The identifiers Programming OP5”. The following diagnostic codes
are shown on the upper display. Service personnel are diagnostic faults: pressure sensor (engine oil)
interpret the identifiers in order to assist with (CID 100), temperature sensor (engine coolant)
troubleshooting. (CID 110), fluid level sensor (engine coolant) (CID
111), and sensor power supply (CID 269).
The indicators are listed below.
The GSC has a fault log to help with troubleshooting
Component Identifier (CID) – The CID is a three of diagnostic faults. Inactive diagnostic codes (CID
digit code. The code that is indicated corresponds FMI) are recorded in the fault log for viewing at
to a faulty component. The CID is shown on the a later time. Also, the number of occurrences are
upper display. For example, a “190” is the code for totalled. The number of occurrences are shown on
the circuit for the engine magnetic pickup (MPU). the upper display. The diagnostic codes are also
See the Testing And Adjusting, “Troubleshooting shown on the upper display. An active diagnostic
Diagnostic Codes” for a list of CID codes. alarm fault is signified by “DIAG” FLASHING on
the upper display. When a diagnostic alarm fault
Failure Mode Identifier (FMI) – The FMI is a two becomes inactive “DIAG” is ON CONTINUOUSLY.
digit code. The FMI tells the type of failure that has When the fault is no longer occurring the ECS must
occurred. The FMI is shown on the upper display be turned to “OFF/RESET”. When a diagnostic
at the same time as the CID. For example, FMI shutdown fault becomes inactive “DIAG” is ON
“3” means that the signal voltage is too high. See CONTINUOUSLY. When the fault is no longer
Testing And Adjusting, “Troubleshooting Diagnostic occurring the ECS must be turned to “OFF/RESET”.
Codes” for a list of failure mode identifiers. The GSC stores a maximum of 12 diagnostic codes
in the fault log.
DIAG indicator – When “DIAG” is FLASHING,
the diagnostic code (CID FMI) that is shown on If an additional diagnostic fault becomes inactive,
the upper display is active. When “DIAG” is ON the GSC automatically clears the earliest diagnostic
CONTINUOUSLY there is an inactive diagnostic code. The GSC puts the additional diagnostic code
fault. The diagnostic codes are recorded in the in the fault log. Inactive diagnostic codes that
fault log. Also, see Systems Operation, “Fault Log are more than 750 engine hours old are cleared
Viewing OP1”. When “DIAG” is not showing, there automatically by the GSC. Only diagnostic codes
are NO diagnostic codes that have been detected. are recorded in the fault log. AL fault codes and SP
fault codes are not recorded in the fault log. See
Systems Operation, “Fault Log Viewing OP1”.
42
Clear diagnostic codes from the fault log after • A NFPA 99 remote annunciator which is used with
correcting the fault. Clearing old codes will help a standby NFPA 99 alarm module.
avoid confusion. When all diagnostic faults are
cleared from the fault log and no active diagnostic • NFPA 110 Standby alarm module which is used
faults exist the DIAG indicator is OFF. See Systems with NFPA 110 remote annunciator panel. See
Operation, “Fault Log Clearing OP4” . Systems Operation, “Alarm Module Control (NFPA
110)”.
i01623367
• Prime power single engine alarm module .
Alarm Modules
• Prime power multiple engine alarm module.
SMCS Code: 4490
• EMCP II remote annunciator.
The only difference between these modules is in
the graphics film on the front of the panel and the
jumper wires on the rear of the panel. See the
Testing And Adjusting, “DC Schematic”. The NFPA
99 remote annunciator and the remote annunciator
for the EMCP II have a lamp test switch.
The alarm module (ALM) gives a warning of

conditions that are becoming a problem. The
warning occurs before conditions are severe
enough to shut down the engine.
If an alarm fault develops with the ECS in the

COOLDOWN/STOP or AUTO positions, then the
fault is indicated by the optional alarm module
and/or the remote annunciator.
Description of Change
Note: In the following description, the word
“annunciator” may mean alarm module or remote
annunciator module.
The annunciator module receives data from switch

inputs, internal circuitry, and a serial data link from
the GSC.
g00321237
Illustration 22
Alarm Module Switch Inputs
(1)Amber indicators. (2)Red indicators.(3)Lamp test
switch.(4)Alarm silence switch.(5)Horn. Four inputs are available as connections for the
switch inputs. Switch inputs are activated when
The alarm module (ALM) is an attachment. The the inputs are connected to the battery negative
ALM is located on the instrument panel. Red terminal (“B−”). See Table 8.
indicators (2) and amber indicators (1) are the visual
indicators. The horn (5) is the audible indicator. The
ALM is designed to be powered by only a 24 DCV Internal Circuitry
battery system or a 32 DCV battery system.
Internal circuitry is used in order to determine if the
DC battery supply voltage is too low. The setpoint is
There are six versions of the basic module. The
set at the factory at 24 DCV.
modules are either alarm modules or a remote
annunciator. The term “remote annunciator” is
used but the annunciator is the same basic alarm Data Link
module. The versions are listed below.
The annunciator module receives data from the
• NFPA 99 Standby alarm module. generator set control (GSC) by a serial data link.
The items that are included in this data stream of
information are listed below.
43
1. Coolant temperature has exceeded the high

temperature alarm setpoint that is programmed
into the GSC.
2. Oil pressure is below the low oil pressure alarm

setpoint that is programmed into the GSC.
3. Coolant temperature is below the setpoint for

the low temperature alarm that is programmed
into the GSC.
4. The engine control switch (ECS) is not in the

MAN/START position or the AUTO position.
5. Oil pressure is below the setpoint for the low oil

pressure shutdown that is programmed into the
GSC.
6. Coolant temperature has exceeded the setpoint

for the high water temperature shutdown that is
programmed into the GSC.
7. The engine has failed to start.
8. The engine speed exceeded the setpoint for the

engine overspeed that is programmed into the
GSC.
9. The engine is shut down due to a coolant loss

fault.
10. The engine shut down due to a spare fault.
11. The engine shut down due to an emergency

stop fault.
12. The engine shut down due to a diagnostic fault.
The first eight items control the operation of the

indicators and the horn. See Table 8 for more
information. The last four items control the operation
of the horn only.
A maximum of three modules are connected to

the serial data link: alarm, CIM, and RDM. The
maximum distance between a module and the GSC
is 305 m (1000 ft).
The data link will malfunction under the following

conditions with multiple modules:
• One of the modules is powered down. (“B+” or

“B-” is disconnected.)
• The module that is powered down remains

connected to the data link.
Under these conditions, the indicators that are

controlled by the data link of the other modules that
are powered up will flash at .5 Hz.
44
Indicator And Horn Operation

Table 8
Indicator And Horn Function
Indicator Color NFPA 99 ALM NFPA 100 ALM NFPA 99 RAN Prime Prime EMCP RAN
Power Power Multi-
Single Engine
Engine
1 Amber High Coolant High Coolant Gen On Load High High Coolant High Coolant
Temp Alarm Temp Alarm SW(3) Coolant Temp Alarm Temp Alarm
LI, H, LAT, TD LI, H, LAT, TD Temp Alarm LI, H, LAT, TD LI, H, LAT, TD
LI, H, LAT,
TD
2 Amber Low Coolant Low Coolant Low Coolant Low Low Coolant Low Coolant Temp
Temp Alarm Temp Alarm Temp Alarm Coolant Level Alarm Alarm
LI, H, LAT LI, H, LAT LI, H, LAT Level Alarm SW(2), H LI, H, LAT
SW(2), H
3 Amber Low Oil Press Low Oil Press Charger Low Oil Low Oil Press Low Oil Press
Alarm Alarm Malfunction Press Alarm Alarm
LI, H, LAT LI, H, LAT SW(4), TIM Alarm LI, H, LAT LI, H, LAT
LI, H, LAT
4 Amber Low Fuel Level Low Fuel Level Low Fuel Level Low Oil Low Oil Level Not In Auto
SW(1), H SW(1), H SW(1), H Level SW(1), H LI, H
SW(1), H
5 Red Not In Auto Not In Auto High Coolant Low DCV Not In Auto High Coolant
LI, H LI, H Temp INT, TIM LI, H Temp Shutdown(1)
Shutdown(1) LI, H, TD
LI, H, TD
6 Red Low DCV Low DCV Low Oil Press Spare Low DCV Low DCV
INT, TIM INT, TIM Shutdown(1) SW(3) INT, TIM INT, TIM
LI, H
7 Red Spare Charger Overcrank Not Used Spare Overcrank
SW(3) Malfunction Shutdown(1) SW(3) Shutdown(1)
SW(4), TIM LI, H LI, H
8 Red Spare Air Damper Overspeed Not Used Spare Overspeed
SW(4) Closed(2) Shutdown(1) SW(4) Shutdown(1)
LI, H LI, H
SW(2) Not Used SW(2) Not Used SW(2) Not SW(2) Not
Used Used
(1) Latched by the GSC
(2) Air Damper Switch to be supplied by customer.
45
Table 9
ALM = Alarm Module
H = Horn is sounded
INT = The signal source is internal to the module
LAT = LATCHED alarm fault
LI = The data link from the GSC is the signal source
RAN = Remote Annunciator
SW = One of 4 switches is the signal source (the number in parentheses indicates which switch is the signal source
TD = A 10 second delay occurs before the fault is annunciated
TIM = A 60 second delay occurs before the fault is annunciated
When an alarm fault occurs, the corresponding

indicator flashes. The indicator flashes at two
hertz and the horn sounds. If the alarm fault
is NOT LATCHED, the indicator turns off when
the alarm fault ceases. The horn also turns off
when the alarm fault ceases. If the alarm fault is
LATCHED, the indicator continues to flash until the
acknowledge/silence input is activated. See Table 8
for LATCHED alarm faults as well as the indicator
and the horn functions for each operating mode.
Normally switch input 3 (terminal 10) and switch

input 4 (terminal 11) only operate indicators 7 and
8. However, switch inputs 3 and 4 can be made to
also operate the horn. Connect terminal 10 (switch
input 3) to terminal 3 and connect terminal 11
(switch input 4) to terminal 4.
Alarm Silence
Activating the alarm silence switch (4) causes
the horn to cease and the indicator to stay on
continuously.
Data Link Malfunction

If the data link malfunctions, the indicators that are
controlled by the data link flash at 0.5 hertz. The
switch controlled indicators function normally.
Lamp Test
Activating the lamp test switch (3) results in

sounding the horn and turning on all indicators
continuously for 10 seconds or until the switch is
deactivated.
46
Mode Selection
Table 10
Mode Selection And Switch Input Connections (1)

Input Mode SEL1 Mode SEL2 Switch 1 Switch 2 Switch 3 Switch 4
Terminal 5 6 8 9 10 11
Mode
NFPA 99 Alarm (Float) (Float) Low Fuel Level (Float) Spare Spare
NFPA 110 Alarm (Float) (B-) Low Fuel Level (Float) Air Damper Charger
Closed Malfunction
NFPA 99 (B-) (Float) Low Fuel Level (Float) Gen On Load Charger
Remote Malfunction
Annunciator
Prime Power (Float) (Float) Low Oil Level (B-) (Spare) Low Coolant Level
Single Engine
Prime Power (B-) (B-) Low Oil Level Low (Spare) (Spare)
Multi Engine Coolant
Level
EMCP RAN (Float) (B-) (Float) (B-) (Float) (Float)
(1) NOTE: Connections in parentheses are required to select the mode specified
The annunciator module operates in one of the

six modes described in Table 10. The modes
are selected by connections made to the mode
select inputs (terminals 5 and 6) and switch 2 input
(terminal 9) as shown in Table 10.
47
i00934843 This remote panel functions in conjunction with

the NFPA 110 alarm module. The alarm module is
Alarm Module Control (NFPA mounted in the right side of the instrument panel.
110) When an alarm occurs on the alarm module or a
fault occurs on the GSC, horns (5) and (7) sound in
SMCS Code: 4490 both the alarm module and the remote annunciator.
Trouble indicator (6) lights in the remote annunciator
panel. The appropriate alarm indicator also lights in
the alarm module or the appropriate fault indicator
flashes in the GSC. The remote annunciator is
designed to operate when powered by only 24 DCV
or 32 DCV battery systems.
The horns stop sounding when alarm silence switch

(8) is pressed on the remote panel. Also, the horns
stop sounding when alarm silence switch (4) is
pressed on the alarm module. Trouble indicator (6)
on the remote panel also goes out. The indicator
on the alarm module or the indicator in the GSC
remains on. Another alarm fault will reactivate the
horns and indicators.
Trouble indicator (6) also acts as a test switch on

the remote panel. When indicator (6) is pressed,
horn (7) and indicator (6) turn on. The alarm module
is not affected by the test switch.
Load indicator (9) is triggered by a transfer switch

or similar device. When the transfer switch provides
a ground signal, load indicator (9) is ON.
g00321237
Illustration 23
Alarm Module
(1) Amber Indicators. (2) Red Indicators. (3) Lamp Test Switch. (4)
Alarm Silence Switch. (5) Horn.
g00325544
Illustration 24
NFPA 110 Remote Annunciator Panel
(6) Trouble Indicator. (7) Horn. (8) Alarm Silence Switch. (9) Load
Indicator.
48
i00934885 Table 11
Alarm Module Control Connections For Customer Alarm Module
(Custom) Screw Terminal Signal Name

1 B+
SMCS Code: 4490
2 Not Used
3 Input 5 - Indicator 5 (Red)
7 B-
8 Input 1 - Indicator 1 (Amber)
12 Lamp Test
13 Horn Silence
14 Horn Output
The custom alarm module (CAM) is an attachment

that can be mounted at the generator set or at
a remote location. The CAM annunciates faults,
alarms or other conditions. Customer supplied
inputs give the CAM this information.
The CAM operates when it is powered only by

g00321237 24 DCV or 32 DCV battery systems. The CAM is
Illustration 25
Custom Alarm Module (CAM) equipped
test switch,with
anda8horn, alarminputs
switched silence
forswitch, a lamp
customer use.
(1) Amber indicators. (2) Red indicators. (3) Lamp test switch. (4)
Alarm silence switch. (5) Horn. Note: A basic version of the CAM also exists. The
basic version does not have a horn, an alarm/silence
switch or a lamp test switch. The basic CAM is to
be used with a existing fully equipped CAM or ALM.
Alarm Operation
A given switch input corresponds to 1 of 8 indicators

on the face of the CAM. The indicators will FLASH
at a rate of 2 hertz when the corresponding input is
closed to battery negative. The red indicators are
used to display
indicators shutdown
are used conditions,
to display and the amber
alarm conditions.
When an input corresponding to one of the red

indicators is activated, the indicator will flash and
the horn will sound. The input is connected to
battery negative when the input is active. When the
input is disconnected from battery negative, the
horn will continue to sound and the red indicator will
continue to flash. This annunciation continues until
the alarm silence switch is pressed.
49
When an input corresponding to one of the amber i00731692

indicators is activated, the indicator will flash.
The horn does NOT sound. When the input is Relay Driver Module
disconnected from battery negative, the amber
indicator will turn off. SMCS Code: 4490
Alarm Silence Function
The alarm silence switch is activated by connecting

the corresponding input to battery negative.
When an input is connected to battery negative,

activating the alarm silence switch causes the
horn to cease. The indicator stops flashing and
the indicator changes to being ON continuously.
The alarm silence function will be overridden if the
following event occurs. The status of any of the eight
switched inputs changes and this change causes
additional inputs to be closed to battery negative.
The alarm silence function will not be overridden if

the change in status is the opening of any of the
inputs from battery negative. The indicators will turn
off when the corresponding input is disconnected
from battery negative.
Lamp Test Function
Activating the lamp test switch results in sounding

the horn and turning on all indicators continuously
for 10 seconds or until the switch is deactivated.
The lamp test input can be wired to the switch of
another alarm module.
Customized Labeling
The condition that is being monitored by each

indicator is determined by the customer. The
130-3326 Film provides a wide variety of labels
for the customer to customize the CAM to an
application.
g00327305
Illustration 26
(1) Relay driver module. (2) Relay board (optional).
50
Note: Only the latest generator set controls (GSC) • The terminals on the RDM are 6.4 mm (.25 in.)
have the relay driver module (RDM) capability. push on blade type connectors.
Earlier 103-6177, 113-4500, 117-6200,
120-6880 , 123-6004 and 136-3870 EMCP • The terminals on the relay board are 6-32 screw
Electronic Controls do not have the RDM capability. terminals.
On the latest GSC’s, setpoint SP11 must be
programmed to the value 9. This tells the GSC to • The driver outputs of the RDM are intended to
provide serial data at the spare output. See Systems drive incandescent lamps or relay loads. The
Operation, “Spare Input/Output Programming OP6”. driver outputs sink up to 600mA at 15 to 45 DCV.
The driver outputs are protected against short
The relay driver module (RDM) is an optional circuits to B±.
module that can be used to expand the number of
available outputs on the GSC. The RDM outputs • The relay outputs of the relay board are protected
are controlled by the customer communication by 1 amp fuses. The contacts are flashed silver.
module (CCM). For use by the customer, the RDM The contacts are rated at 1A at 28 DCV. The relay
provides nine additional outputs. The RDM outputs coils draw 20mA at 24 DCV.
are individually controlled by a serial data link from
the GSC. These outputs may drive the optional relay
board or these outputs can be directly connected
to horns, lamps, or other devices. The relay board Note: The GSC diagnoses a fault in the relay
contains nine relays. Each relay has one set of NO driver module circuit. See Testing and Adjusting,
and NC contacts for use by the customer. These “Diagnostic Fault Codes, CID 334”. The CID 334
relays are distinct from the seven relays contained procedure also contains schematics for relay driver
within the relay module on the rear of the GSC. module installation purposes.
These relays are in addition to the seven relays
contained within the relay module on the rear of the
i00934964
GSC.
Output Test
Synchronizing Lights Module
SMCS Code: 4490
When an output test signal is received, the RDM
activates all outputs for 10 seconds. The operator
can deactivate the test signal early. To do an output
test, connect terminal 5 of the RDM to terminal
7 of the RDM with a jumper. When the data link
malfunctions, R1 output at terminal 2 of the RDM
will FLASH at a rate of 0.5 Hz. Relays R2 through
R9 will maintain the present state, or the relays
will default to OFF. This is controlled by a jumper
between terminals 6 and 7 of the RDM. The relay
outputs will maintain the present state if a jumper is
NOT present. If the jumper is present, R2 through
R9 will default to OFF.
Specifications:
• The maximum distance between the RDM and

the GSC is 305 m (1000 ft).
• The operating voltage range is from 15 to 45 DCV.

• The RDM is designed to operate when powered g00327824
by 24 DCV or 32 DCV battery systems. Illustration 27
• The RDM is capable of operating with an earth (1) Synchronizing lights. (2) Synchronizing switch.
ground or without an earth ground.
The synchronizing lights module is optional. The
• The RDM must share a common ground with the synchronizing lights module is located on the
GSC and the relay board. instrument panel (right side).
51
The synchronizing lights module is not used when 300 ACV line to line ........... taps E to B (5600 )

the panel is equipped with an electronic governor. 380 ACV line to line ........... taps E to B (5600 )

400 ACV line to line ........... taps E to B (5600 )


Synchronizing lights (SL) are used as an aid for 416 ACV line to line ........... taps E to A (7200 )

paralleling the generators that are independent of 480 ACV line to line ........... taps E to A (7200 )

the load. Two lights are in the module. Each light is

connected to the side with the load of the generator Note: Remove the synchronizing module cover for
output circuit breaker. The voltage of two phases access to the resistor taps.
are measured. The lights are used to indicate to
the operator when the voltages are in-phase. Close Example – The following connection is for a
the circuit breaker now. The generator is on the line generator with a line voltage of 400 volts. Connect
with the other generators. wire T11 to tap B of SLR1. Also, connect wire T13
to tap B of SLR2. See the Testing And Adjusting,
Note: For a complete explanation on the procedure “Schematics And Wiring Diagrams”.
to parallel two units, make reference to the
Operation And Maintenance Manual, SEBU6918,
i00935102
“SR4B Generators and Control Panels”.
Installation Of The Synchronizing With Reverse Power Relay
Module
SMCS Code: 4490
Note: The synchronizing lights module with the
To avoid electrical shock and personal injury, reverse power relay option has the same operation
shutdown all on-line gensets before installing or as the module without the reverse power relay. An
repairing the synchronizing module. exception is the reverse power relay (RPR) that is
mounted on the subpanel within the control panel.
Note: For the connection of the synchronizing light For information on the synchronizing lights module,
module, see the Testing And Adjusting, “Schematic see the Systems Operation, “Synchronizing Lights
and Wiring Diagrams”. Module”.
Make an orderly shutdown of all generators The reverse power relay (RPR) provides system
connected to the system. Connect the wires of the protection when the generator set is in parallel
synchronizing light module to the terminals, as with other units. If the engine loses power, then
shown below. the other parallel unit attempts to motorize the
engine and the generator. If the voltage is present
1. Connect wire L1 to terminal L1 of TS1 in the at the generator leads connection, then the voltage
generator housing. regulator maintains the field excitation. The engine
and the generator remain magnetically coupled.
2. Wire L3 to terminal L3 of TS1 in the generator The generator then drives the engine. Power no
housing. longer flows OUT of the generator. Power flows
INTO the failing generator. This reverse flow of
3. Wire T11 to terminal 2 of fuse F13 on the AC power could possibly result in overloading of the
transformer box (ATB). other generators and the whole system.
4. Wire T13 to terminal 2 of fuse F15 on the AC The reverse power relay (RPR) is a single phase
transformer box (ATB). relay which is energized by power in one direction.
The power flows into the generator instead of out of
The customer is responsible for providing the proper the generator. In a reverse power fault, the relay
electrical material that is needed to connect L1 and (RPR) closes the contact across the RPR (5 and
L3. L1 and L3 connect to the side of the generator 6) (line 19) that is located on the DC Schematic.
output circuit breaker with the load. See the Testing The GSC records an SP1 fault and the engine is
And Adjusting, “Schematics And Wiring Diagrams”. shutdown. If the generator output circuit breaker
is equipped with a shunt trip, then the generator
Adjust the connection of the wires on the taps of is taken off the line. See Testing And Adjusting,
the synchronizing resistors. Adjust the connection “Schematics And Wiring Diagrams”.
for the particular AC voltage for the generator to
the requirements below.
208 ACV line to line ........... taps E to D (1760 )


240 ACV line to line ........... taps E to C (2400 )


52
After the reverse power fault is corrected, the The CIM provides an interface (separate relay
generator set control (GSC) is reset by turning contacts) between the GSC and switch gear. The
the engine control switch (ECS) to the OFF/RESET two major components of CIM are relay board (1)
position. If the generator set is equipped with a and electronic control (2). The electronic control (2)
shunt trip, then reset the generator output circuit connects to the same serial data link as the alarm
breaker. annunciator. The CIM and the alarm annunciator
operate similarly. One difference is that the data
The operation of the RPR is tested by pushing the link information is decoded into discrete outputs.
test button on the RPR while the generator is on The outputs then drive the relays that are located
load. Depress the test button for 10 to 15 seconds. on relay board (1). The relay contacts can be used
to sound a horn. The relay contacts can be used
to flash a lamp. The relay contacts can be used
to trigger some other action. Once an output is
activated it remains energized until the initiating
To avoid personal injury from electrical shock, do faults are cleared. If there is a malfunction in the
NOT touch the high voltage terminal while adjust- serial data link, all electronic control outputs will
ing the reverse power relay. flash at 0.5 Hz. This includes all relays. The CIM
is designed to be powered only by a 24 DCV or
The trip point of the relay is adjustable in the field. 32 DCV battery system. .
The relay trip point is normally set at the factory at
approximately 15% of the generator rated kW. The available serial data link information is listed
below.
i00935162
• High coolant temperature alarm.
Customer Interface Module • Low oil pressure alarm.
SMCS Code: 4490
• Low coolant temperature alarm.
• Engine control switch (ECS) NOT in auto.
• Low oil pressure shutdown.
• High coolant temperature shutdown.
• Overcrank.
• Overspeed.
• Diagnostic fault (GSC).
g00328626
Application Guidelines
Illustration 28
Customer Interface Module (CIM) Lamp Test
(1) Relay board. (2) Electronic control.
When a lamp test signal is received, the CIM
For more information, see the Testing And Adjusting, activates all outputs for 10 seconds. The CIM
“Schematics And Wiring Diagrams”. deactivates the outputs early if the lamp test signal
is deactivated. Two lamp test signals are possible.
The CIM lamp test is activated when either of the
following conditions are present.
• Terminal 5 is connected to terminal 7 of electronic

control (2).
• The GSC lamp test signal is received over the

data link.
53
Note: CIM ignores the GSC lamp test signal when i00935212
terminal 6 is connected to terminal 7 of electronic
control (2). System Communication
Module (Customer)
Outputs
SMCS Code: 1926
• The relays on relay board (1) are protected
by fuses. The contacts are flashed silver. The
contacts are rated at 1 amp 28 DCV. The relays
draw 20 mA (at 24 DCV).
• The driver outputs of electronic control 2 are

intended to drive incandescent lamps or relay
loads. The driver outputs draw up to 600 mA (15
to 45 DCV).
Specifications
• For CIM installation, the maximum distance

between electronic control (2) and the GSC is
305 m (1000 ft).
• The operating voltage range is 15 to 45 DCV (24

DCV nominal)
• CIM is capable of operating with or without earth

ground.
• The terminals on electronic control (2) are 6.4 mm

(0.25 inch) push on connectors.
• Customer connections at relay board (1) are 6-32

screw terminals.
g00329183
Illustration 29
Customer Communication Module (CCM)
The customer communication module (CCM)

provides a communication link between the GSC
and a host computer of the customer. The CCM
converts data from standard RS-232C format to
CAT data link format and vice versa. The CCM
allows an operator at the host computer to remotely
control and monitor the generator set. The CCM
can monitor the same information that is available
on the GSC display.
The CCM can remotely control the following

functions when the GSC is in the normal mode with
the ECS in the AUTO position.
• Start the engine.

• Stop the engine, provided the remote initiate
contact is not closed.
• Activate or deactivate the EGR, provided the

low oil pressure shutdown setpoint has been
exceeded.
• Activate or deactivate the GFR, provided the GSC

has not detected a fault. (In this case, the GSC
will already have activated the GFR.)
54
• Remotely abort the cooldown time.

• Remotely control the spare output.
• Remotely control the programmable spare relay.
Note: The CCM can only control the spare output
in an active low type of configuration. For more
information, see Systems Operation, “Spare
Input/Output Programming OP6”.
The addition of a specified modem allows two-way

communication when the generator set and host
computer are separated by great distances.
See Operation & Maintenance Manual, SEBU6874,

“Customer Communication Module For EMCP II”for
more information regarding the CCM.
55
Testing and Adjusting Section
Testing and Adjusting

Section When servicing or repairing electric power gener-
ation equipment:
Testing and Adjusting • Make sure the unit is either locked out or
tagged DO NOT OPERATE.
i00966698 • Remove all fuses.

General Information • Make sure the generator engine is stopped.
SMCS Code: 4490 • Make sure all batteries are disconnected.
• Make sure all capacitors are discharged.
Do not connect generator to a utility electrical dis- • Make sure residual voltage in the rotor, stator
tribution system unless it is isolated from the sys- and the generator is discharged.
tem. Electrical feedback into the distribution sys-
tem can occur and could cause personal injury or Failure to do so could result in personal injury or
death.
death.
Open and secure main distribution system switch,
or if the connection is permanent, install a dou- i01106095
ble throw transfer switch to prevent electrical feed-

back. Some generators are specifically approved
Service Tools
by a utility to run in parallel with the distribution
SMCS Code: 0785
system and isolation may not be required. Always
check with your utility as to the applicable circum- Table 12
stances.
Tools Needed
4C-3406 Connector Repair Kit 1
(Deutsch)
6V-3000
When theengine-generator
engine-generator, or any source Connector Repair Kit (Sure 1
which the is synchronized to, to
is Seal)
operating, voltages up to 600V are present in the 9U-7246 Connector Repair Kit 1
control panel. (Deutsch DT)
4 mm Hex Wrench 1
Do not short these terminal with line voltage to
ground with any part of the body or any conduc- 6V-7070 Digital Multimeter 1
tive material. Loss of life or injury could result
9U-7330 Multimeter 1
from electrical shock or injury from molten met-
al. 146-4080 Digital Multimeter (RS-232) 1
7X-1710 Multimeter Probe Group 1
56
i01125698
Fault Identification
SMCS Code: 4490-038
Table 13
Fault Identification
Indicator Fault Code DIAG Indicator Fault Type See Topic
Fault CID FMI(1) Flashing Active Alarm Troubleshooting Diagnostic
Alarm Codes
SP1, SP2, SP3(1) Not Present Active Alarm SP Fault Code - Troubleshoot
AL1, AL2, AL3(1) Not Present Active Alarm AL Fault Codes - Troubleshoot
Dedicated Not Present Not Present Active Alarm Troubleshooting Dedicated
Shutdown Shutdown Indicators
Not Present Not Present Active Shutdown
Fault CID FMI Flashing Active Shutdown Troubleshooting Diagnostic
Shutdown Codes
SP1, SP2, SP3 Not Present Active Shutdown SP Fault Codes - Troubleshoot
None CID FMI(2) On Continuously Inactive Alarm Troubleshooting Diagnostic
Codes
CID FMI(2) On Continuously Inactive Shutdown Troubleshooting Diagnostic
Codes
SP1, SP2, SP3 Not Present Inactive Shutdown SP Fault Codes - Troubleshoot
Not Present Not Present Undiagnosed Troubleshooting Undiagnosed
Shutdown Problems
(1) Fault code is shown after the alarm code key is pressed.
(2) Diagnostic code is stored in the fault log of the GSC. In order to view the fault code, see Systems Operation, “Fault Log Viewing OP1”.
Faults that are detected and diagnosed by the GSC

are shown to service personnel in the display area
of the GSC. The GSC uses dedicated shutdown
indicators (1), fault shutdown indicator (2), fault
alarm indicator (3), “DIAG” indicator (5), upper
display (4) and lower display (6) to tell service
personnel about a fault. Perform the following
procedure in order to identify the fault that is
detected by the GSC.
Note: “DIAG” indicator (8) functions (either

FLASHING or ON CONTINUOUSLY) whenever the
diagnostic information is available from the GSC.
1. Note the indicators that are functioning on the

left side of the GSC.
2. View the diagnostic code on upper display (4). If
the fault alarm indicator (3) is FLASHING and no
diagnostic code is present on upper display (4),
press the alarm codes key to view the fault code.
g00595806
Illustration 30
GSC Display Area
3. Note whether or not “DIAG” indicator (5) is
FLASHING, ON CONTINUOUSLY, or NOT
(1) Dedicated shutdown indicators. (2) Fault shutdown indicator.
PRESENT.
(3) Fault alarm indicator. (4) Upper display. (5) DIAG indicator.
(6) Lower display.
57
4. Look at the first column on the table 13 and During troubleshooting, it is necessary to disconnect
locate the fault indicator that is functioning. the harness connector (40 contact) from the GSC
and faults are created. Because of internal circuitry,
5. Go to the second column in the table 13 and the GSC recognizes this condition as a FMI 3
find the fault code that is presently shown on for certain components. This fact is also used as
upper display (4). an aid for troubleshooting. Clear these created
diagnostic codes after the original diagnostic code
6. Go to the third column in the table 13 which is corrected. In a properly operating system, when
describes the status of “DIAG” indicator (5). the harness connector is removed from the GSC,
the following diagnostic codes are recorded:
7. Read the last two columns in order to find the
type of fault and the corresponding topic. • CID 100 FMI 3 pressure sensor (engine oil)
• CID 110 FMI 3 temperature sensor (engine
i01155607
coolant)
Troubleshooting Diagnostic
• CID 111 FMI 3 fluid level sensor (engine coolant)
Codes
• CID 190 FMI 3 speed sensor (engine)
SMCS Code: 4490-038; 7569
• CID 331 FMI 2 switch (engine control)
Diagnostic codes are associated with failed
electrical components or circuits. These • CID 336 FMI 2 switch (engine control)
components and circuits provide information to
the GSC. Also, these components and circuits You can avoid confusion in a future service call if
receive information from the GSC. The diagnostic you clear a diagnostic fault from the fault log. Clear
code closely identifies the cause of the fault. Each the diagnostic fault after you have corrected the
diagnostic code consists of the following indicators fault. The “DIAG” indicator is NOT PRESENT when
that are shown on the upper display: a component all diagnostic faults are cleared from the fault log
identifier (CID), a failure mode identifier (FMI), and a and no active diagnostic faults exist. See Systems
“DIAG” indicator. The CID describes the component Operation, “Fault Log Clearing OP4”.
in the system that is faulty. The FMI describes the
nature of the fault. When the “DIAG” indicator is Table 14
FLASHING, the fault is active. When the “DIAG” EMCP II Diagnostic Codes
indicator is ON CONTINUOUSLY, the fault is inactive
and the CID FMI is recorded in the fault log. To CID / FMI Description
view the fault log, see Systems Operation, “Fault CID 100 - Pressure Sensor (Engine Oil)
Log Viewing OP1”. When the “DIAG” indicator is
not present, there are NO diagnostic codes that FMI 2 Data erratic, intermittent, or incorrect
have been detected or recorded. Service personnel FMI 3 Voltage above normal or shorted high
interpret the identifiers in order to assist with
troubleshooting. FMI 4 Voltage below normal or shorted low
CID 110 - Temperature Sensor (Engine Coolant)
When a diagnostic code is active, the GSC
FLASHES the “DIAG” indicator. The GSC determines FMI 2 Data erratic, intermittent, or incorrect
the type of fault (alarm or shutdown). Then, the GSC
FMI 3 Voltage above normal or shorted high
FLASHES the corresponding fault alarm indicator or
the fault shutdown indicator. For a shutdown fault, FMI 4 Voltage below normal or shorted low
the CID FMI is immediately shown on the upper
CID 111 - Fluid Level Sensor (Engine Coolant)
display. For an alarm fault, the alarm codes key
must be pressed first. Then, the CID FMI is shown FMI 3 Voltage above normal or shorted high
CID 168 - Electrical System
The GSC has a fault log to help with troubleshooting FMI 3 Voltage above normal or shorted high
of diagnostic faults. Inactive diagnostic codes (CID
FMI 4 Voltage below normal or shorted low
FMI) are recorded in the fault log for viewing at
a later time. Also, the number of occurrences are CID 190 - Speed Sensor (Engine)
totalled. The total number of occurrences is shown
on the upper display. An active alarm fault becomes FMI 2 Data erratic, intermittent, or incorrect
inactive when the fault is no longer occurring. Also, FMI 3 Voltage above normal or shorted high
in order for shutdown faults to become inactive, the
ECS must be turned to OFF/RESET. See Systems CID 248 - CAT Data Link (1)
Operation, “Fault Log Viewing OP1”. (continued)
58
(Table 14, contd) (Table 14, contd)
EMCP II Diagnostic Codes EMCP II Diagnostic Codes

CID / FMI Description CID / FMI Description
FMI 9 Abnormal update CID 566 - Unexpected Shutdown
CID 268 - EMCP Electronic Control (Generator Set) FMI 7 Mechanical system not responding
FMI 2 Data erratic, intermittent, or incorrect properly
CID 590 - Engine Electronic Control Module
CID 269 - Sensor Power Supply
FMI 9 No response.
(1) This diagnostic code is applicable to the former 103-6177,
FMI 4 Voltage below normal or shorted low 113-4500, 117-6200 and 118-2121 Generator Set Control.
This diagnostic code has been replaced by CID 560.
CID 330 - Unexpected Shutdown (2) (2) This diagnostic code is applicable to the former 103-6177,
113-4500, 117-6200 and 118-2121 Generator Set Control.
FMI 7 Mechanical system not responding This diagnostic code has been replaced by CID 566.
properly (3) This diagnostic code is applicable to the former 103-6177,
CID 331 - Switch (Engine Control) (3)
This diagnostic code has been replaced by CID 336.
(4) This diagnostic code is applicable to the former 103-6177,
FMI 2 Data erratic, intermittent, or incorrect
CID 333 - Alarm Module Control This diagnostic code has been replaced by CID 248.

CID 334 - Spare Output
CID 336 - Switch (Engine Control) g00492772
Illustration 31
FMI 2 Data erratic, intermittent, or incorrect Upper Display With Diagnostic Code “CID 190 FMI 3” Showing
CID 441 - Electronic Governor Relay

FMI 12 Bad device or component
CID 442 - Generator Fault Relay
CID 443 - Crank Termination Relay
CID 444 - Starting Motor Relay
CID 445 - Run Relay
CID 446 - Air Shutoff Relay
CID 447 - Fuel Control Relay
CID 500 - EMCP II Electronic Control (Generator Set)
CID 560 - CAT Data Link (4)
FMI 11 Failure mode not identified
(continued)
59
i01125765 • CID 100 FMI 3 pressure sensor (engine oil)

CID 100 FMI 2 Pressure Sensor • CID 110 FMI 3 temperature sensor (engine
(Engine Oil) Incorrect Signal - coolant)
Test • CID 111 FMI 3 fluid level sensor (engine coolant)
SMCS Code: 1924-038 • CID 190 FMI 3 speed sensor (engine)

Procedure
This diagnostic code can be caused by the

following conditions:
• The base frequency of the sensor is beyond the

accepted limits.
• The duty cycle of the sensor signal is beyond the

accepted limits.
Begin performing these procedures only when CID

100 FMI 2 is showing and the “DIAG” indicator is
FLASHING on the upper display. The GSC treats a
CID 100 FMI 2 as an alarm fault. Active alarm faults
are shown on the display when the alarm codes key
g00595836 is pressed and the ECS is in any position except
Illustration 32
Schematic For Pressure Sensor (Engine Oil) the OFF/RESET position. For an inactive fault, the
problem may be intermittent. To troubleshoot an
The EMCP II monitors the engine oil pressure in inactive fault, use the preceding system schematic
order to protect the engine in case of a problem and see Testing And Adjusting, “Electrical
with the oil pressure. The pressure sensor is usually Connector - Inspect”. Clear the diagnostic code
mounted on an oil gallery of the engine. The exact from the fault log after troubleshooting is complete.
location of the engine oil pressure sensor depends
on the engine model. Note: This procedure can be replaced with Testing
and Adjusting, “Pulse Width Modulated (PWM)
The sensor is powered by an 8 volt sensor supply Sensor - Test” if you are using a meter with the
from the GSC. The oil pressure signal is a pulse capability of measuring frequency and duty cycle.
width modulated signal. The base frequency of the
signal is 500 ± 150 Hz. As pressure changes, the Note: If CID 269 is active, then correct the diagnostic
duty cycle of the signal varies from 10% to 95%. A code prior to proceeding with this procedure.
pressure of 0 kPa (0 psi) is approximately 13% of
the duty cycle. A pressure of 690 kPa (100 psi) is 1. Check the GSC and the harness.
approximately 85% of the duty cycle.
a. Ensure that CID 100 FMI 2 is showing on the
Note: The GSC is usually programmed to treat a display.
diagnostic code with the pressure sensor as an
alarm fault (P04 = 0). If the GSC is programmed b. Turn the ECS to the “OFF/RESET” position.
to treat a fault with the pressure sensor as a
shutdown fault (P04 = 1), then diagnostic codes are c. Disconnect the sensor from the engine
automatically shown on the upper display. harness. The sensor should remain fastened
to the engine.
Note: Faults are created when the harness
connector (40 contact) is disconnected from the d. Turn the ECS to the “STOP” position.
GSC during these troubleshooting procedures.
Clear these created faults after the particular fault is e. Press the alarm codes key. This is not required
corrected. In a properly operating system, when the for shutdown faults.
harness connector is removed from the GSC, the
following diagnostic codes are recorded.
60
f. Verify that CID 100 FMI 02 is no longer i01125946

showing and verify that CID 100 FMI 03 is
now showing. CID 100 FMI 3 Pressure Sensor
(Engine Oil) Voltage Above
Expected Result: CID 100 FMI 2 is not
showing. CID 100 FMI 3 is now showing. Normal - Test
Results: SMCS Code: 1924-038
• OK - The GSC and the harness function
properly. Therefore, the sensor is faulty.
Replace the sensor. STOP.
• NOT OK - CID 100 FMI 02 is still showing.

There is a fault in the GSC or the harness.
Proceed to 2.
2. Check the GSC.
a. Turn the ECS to the “OFF/RESET” position.
b. Disconnect the harness connector from the

GSC.
c. Turn the ECS to the “STOP” position.
d. Press the alarm codes key.
e. Verify that CID 100 FMI 02 is no longer

showing and verify that CID 100 FMI 03 is g00595836
Illustration 33
now showing. Schematic For Pressure Sensor (Engine Oil)
Expected Result: CID 100 FMI 2 is not The EMCP II monitors the engine oil pressure in
showing. CID 100 FMI 3 is now showing. order to protect the engine in case of a problem
with the oil pressure. The pressure sensor is usually
Results: mounted on an oil gallery of the engine. The exact
location of the engine oil pressure sensor depends
• OK - The GSC functions properly. Therefore, on the engine model.
the signal wire is faulty in the harness.
Troubleshoot the signal wire in the harness The sensor is powered by an 8 volt sensor supply
between the sensor connector and the from the GSC. The oil pressure signal is a pulse
GSC connector. Also check the electrical width modulated signal. The base frequency of the
connectors and terminals. See Testing and signal is 500 ± 150 Hz. As pressure changes, the
Adjusting, “Electrical Connector - Inspect”. duty cycle of the signal varies from 10% to 95%. A
STOP. pressure of 0 kPa (0 psi) is approximately 13% of
the duty cycle. A pressure of 690 kPa (100 psi) is
• NOT OK - CID 100 FMI 2 is still showing. approximately 85% of the duty cycle.
The GSC is faulty. Replace the GSC. See
Testing and Adjusting, “EMCP Electronic Note: The GSC is usually programmed to treat a
Control (Generator Set) - Replace”. diagnostic code with the pressure sensor as an
alarm fault (P04 = 0). If the GSC is programmed
to treat a fault with the pressure sensor as a
shutdown fault (P04 = 1), then diagnostic codes are
automatically shown on the upper display.
61
Note: Faults are created when the harness Results:

connector (40 contact) is disconnected from the
GSC during these troubleshooting procedures. • OK - The supply circuit functions properly.
Clear these created faults after the particular fault is Proceed to 2.
corrected. In a properly operating system, when the
harness connector is removed from the GSC, the • NOT OK - The supply circuit is faulty.
following diagnostic codes are recorded. Check the upper display for a CID 269. If
necessary, correct the fault. If a CID 269
• CID 100 FMI 3 pressure sensor (engine oil) is not showing on the upper display, then
the engine harness has an open circuit.
• CID 110 FMI 3 temperature sensor (engine Proceed to 4.
coolant)
2. Check the signal circuit.
The ECS remains in the STOP position and the
• CID 190 FMI 3 speed sensor (engine) sensor remains disconnected from the engine
harness.
a. At the side of the engine harness on the
• CID 336 FMI 2 switch (engine control) sensor connector, measure the voltage (DCV)
between contact “C” (signal) and contact “B”
Procedure (sensor ground).
This diagnostic code can be caused by the Expected Result: The voltage should be 7.0
following conditions: ± 0.5 DCV.
• There is a short to the +battery of the sensor Results:

signal.
• OK - The signal circuit functions properly.
• There is an open circuit of the sensor signal. Verify that the diagnostic code remains
present. Reconnect the sensor. Turn the
Begin performing these procedures only when CID ECS to OFF/RESET and then turn the
100 FMI 3 is showing and the “DIAG” indicator is ECS to STOP. If the CID 100 FMI 3 is still
FLASHING on the upper display. The GSC treats a showing on the upper display, the sensor is
CID 100 FMI 3 as an alarm fault. Active alarm faults faulty. Replace the sensor. STOP.
is pressed and the ECS is in any position except • NOT OK - Voltage is equal to battery
the OFF/RESET position. For an inactive fault, the positive (B+). The engine harness is
problem may be intermittent. To troubleshoot an faulty. The signal circuit within the engine
inactive fault, use the preceding system schematic harness is shorted to the battery (“B+”).
and see Testing And Adjusting, “Electrical Troubleshoot the engine harness and repair
Connector - Inspect”. Clear the diagnostic code the engine harness. STOP.
from the fault log after troubleshooting is complete.
• NOT OK - Voltage is NOT 7.0 ± 0.5 DCV
Note: If CID 269 is active, then correct the diagnostic and is NOT equal to battery positive (B+).
code prior to proceeding with this procedure. The GSC or the harness is faulty. Proceed
to 3.
1. Check the circuit for the supply.
3. Check for a shorted harness.
a. Turn the ECS to OFF/RESET and then turn the
ECS to the STOP position. When you are performing this step, see the
preceding System Schematic. The sensor
b. Disconnect the sensor from the engine remains disconnected from the engine harness.
harness. The sensor remains fastened to the
engine. a. Turn the ECS to OFF/RESET.
c. At the side of the engine harness on the b. Disconnect the harness connector from the
sensor connector, measure the voltage (DCV) GSC.
between contact “A” (supply) and contact “B”
(sensor ground). c. At the GSC harness connector, measure the
resistance from signal contact 8 to all other
Expected Result: The voltage should be 8.0 contacts of the connector.
± 0.5 DCV.
62
Expected Result: For each measurement, the Results:

resistance should be greater than 5000 ohms.
• OK - Connect all harness connectors
Results: that were previously disconnected. Start
the engine. If CID 100 FMI 3 is still
• OK - The harness functions properly. showing, replace the GSC. See Testing
Proceed to 4. And Adjusting, “EMCP Electronic Control
(Generator Set) - Replace”. STOP.
• NOT OK - The harness wiring with the
incorrect resistance is shorted in the • NOT OK - Repair the faulty area. STOP.
harness. Troubleshoot and repair the
faulty harness wiring between the sensor
i01126225
connector and the GSC connector. STOP.
4. Check for an open harness.

CID 100 FMI 4 Pressure Sensor
(Engine Oil) Voltage Below
When you are performing this step, see the
preceding System Schematic. The ECS remains
Normal - Test
in the OFF/RESET position. The sensor remains
SMCS Code: 1924-038
disconnected from the engine harness and the
GSC remains disconnected from the harness
connector.
a. Measure the resistance of the ground circuit.
Measure the resistance from contact “B” of
the sensor harness connector to contact “31”
of the GSC harness connector.
b. Measure the resistance of the signal circuit.

Measure the resistance from contact “C” of
c. Measure the resistance of the sensor supply

circuit. Measure the resistance from contact
“A” of the sensor harness connector to
contact “9” of the GSC harness connector.
Expected Result: For each measurement, the

resistance should be 5 ohms or less.
g00595836
Results: Illustration 34
Schematic For Pressure Sensor (Engine Oil)
• OK - The harness functions properly.
Proceed to 5. The EMCP II monitors the engine oil pressure in
order to protect the engine in case of a problem
• NOT OK - The harness wiring with the with the oil pressure. The pressure sensor is usually
incorrect resistance measurement is mounted on an oil gallery of the engine. The exact
open (faulty). Troubleshoot and repair the location of the engine oil pressure sensor depends
faulty harness wiring between the sensor on the engine model.
The sensor is powered by an 8 volt sensor supply
5. Check the electrical connectors. from the GSC. The oil pressure signal is a pulse
width modulated signal. The base frequency of the
a. Check the electrical connectors, terminals and signal is 500 ± 150 Hz. As pressure changes, the
wiring. See Testing And Adjusting, “Electrical duty cycle of the signal varies from 10% to 95%. A
Connector - Inspect”. pressure of 0 kPa (0 psi) is approximately 13% of
the duty cycle. A pressure of 690 kPa (100 psi) is
Expected Result: All connectors, terminals approximately 85% of the duty cycle.
and wiring should function properly.
63
Note: The GSC is usually programmed to treat a d. Turn the ECS to the “STOP” position.
diagnostic code with the pressure sensor as an
alarm fault (P04 = 0). If the GSC is programmed e. Press the alarm codes key. This is not required
to treat a fault with the pressure sensor as a for shutdown faults.
automatically shown on the upper display. f. Verify that CID 100 FMI 04 is no longer
Note: Faults are created when the harness now showing.
GSC during these troubleshooting procedures. Expected Result: CID 100 FMI 4 is not
Clear these created faults after the particular fault is showing. CID 100 FMI 3 is now showing.
harness connector is removed from the GSC, the Results:
• CID 100 FMI 3 pressure sensor (engine oil) properly. Therefore, the sensor is faulty.
coolant) • NOT OK - CID 100 FMI 04 is still showing.
• CID 111 FMI 3 fluid level sensor (engine coolant) Proceed to 2.
• CID 190 FMI 3 speed sensor (engine) 2. Check the GSC.
• CID 331 FMI 2 switch (engine control) a. Turn the ECS to the “OFF/RESET” position.
• CID 336 FMI 2 switch (engine control) b. Disconnect the harness connector from the
GSC.
Procedure
following condition: d. Press the alarm codes key.
• There is a short to the −battery of the sensor e. Verify that CID 100 FMI 04 is no longer
signal. showing and verify that CID 100 FMI 03 is
now showing.
100 FMI 4 is showing and the “DIAG” indicator is Expected Result: CID 100 FMI 4 is not
FLASHING on the upper display. The GSC treats a showing. CID 100 FMI 3 is now showing.
are shown on the display when the alarm codes key Results:
is pressed and the ECS is in any position except
the OFF/RESET position. For an inactive fault, the • OK - The GSC functions properly. Therefore,
problem may be intermittent. To troubleshoot an the signal wire is faulty in the harness.
inactive fault, use the preceding system schematic Troubleshoot the signal wire in the harness
and see Testing And Adjusting, “Electrical between the sensor connector and the
Connector - Inspect”. Clear the diagnostic code GSC connector. Also check the electrical
from the fault log after troubleshooting is complete. connectors and terminals. See Testing and
Adjusting, “Electrical Connector - Inspect”.
Note: If CID 269 is active, then correct the diagnostic STOP.
code prior to proceeding with this procedure.
1. Check the GSC and the harness. The GSC is faulty. Replace the GSC. See
Testing and Adjusting, “EMCP Electronic
a. Ensure that CID 100 FMI 4 is showing on the Control (Generator Set) - Replace”.
display.
b. Turn the ECS to the “OFF/RESET” position.
c. Disconnect the sensor from the engine

harness. The sensor should remain fastened
to the engine.
64
i01126327 Note: Faults are created when the harness

CID 110 FMI 2 Temperature GSC during these troubleshooting procedures.
Sensor (Engine Coolant) Clear these created faults after the particular fault is
Incorrect Signal - Test harness connector is removed from the GSC, the
SMCS Code: 1906-038
• CID 100 FMI 3 pressure sensor (engine oil)
coolant)

Procedure
• The base frequency of the sensor is beyond the

accepted limits.
Illustration 35
g00596060
• The duty cycle of the sensor signal is beyond the
Schematic For Temperature Sensor (Engine Coolant) accepted limits.
The EMCP II monitors the engine coolant Begin performing these procedures only when CID
temperature in order to protect the engine in case 110 FMI 2 is showing and the “DIAG” indicator is
of a problem with the coolant temperature. The FLASHING on the upper display. The GSC treats a
temperature sensor is mounted in the water jacket CID 110 FMI 2 as an alarm fault. Active alarm faults
toward the front of the engine. The exact location of are shown on the display when the alarm codes key
the engine coolant temperature sensor depends on is pressed and the ECS is in any position except
the engine model. the OFF/RESET position. For an inactive fault, the
The sensor is powered by an 8 volt sensor supply inactive fault, use the preceding system schematic
from the GSC. The coolant temperature signal is a and see Testing And Adjusting, “Electrical
pulse width modulated signal. The base frequency Connector - Inspect”. Clear the diagnostic code
of the signal is 455 ± 90 Hz. As temperature from the fault log after troubleshooting is complete.
changes, the duty cycle of the signal varies from
10% to 95%. A temperature of −40 C (−40 F) is
 
Note: This procedure can be replaced with Testing
approximately 10% of the duty cycle. A temperature and Adjusting, “Pulse Width Modulated (PWM)
of 135 C (275 F) is approximately 93% of the duty
 
Sensor - Test” if you are using a meter with the
cycle. capability of measuring frequency and duty cycle.
Note: The GSC is usually programmed to treat a Note: If CID 269 is active, then correct the diagnostic
diagnostic code with the temperature sensor as an code prior to proceeding with this procedure.
to treat a fault with the temperature sensor as a 1. Check the GSC and the harness.
automatically shown on the upper display. a. Ensure that CID 110 FMI 2 is showing on the
display.
65
c. Disconnect the sensor from the engine i01126631

harness. The sensor should remain fastened
to the engine. CID 110 FMI 3 Temperature
Sensor (Engine Coolant)
d. Turn the ECS to the “STOP” position.
Voltage Above Normal - Test
e. Press the alarm codes key. This is not required
for shutdown faults. SMCS Code: 1906-038
f. Verify that CID 110 FMI 02 is no longer
now showing.
Expected Result: CID 110 FMI 2 is not

showing. CID 110 FMI 3 is now showing.
Results:

properly. Therefore, the sensor is faulty.

Proceed to 2.
2. Check the GSC.
a. Turn the ECS to the “OFF/RESET” position.

g00596060
Illustration 36
b. Disconnect the harness connector from the Schematic For Temperature Sensor (Engine Coolant)
GSC.
The EMCP II monitors the engine coolant
c. Turn the ECS to the “STOP” position. temperature in order to protect the engine in case
of a problem with the coolant temperature. The
d. Press the alarm codes key. temperature sensor is mounted in the water jacket
toward the front of the engine. The exact location of
e. Verify that CID 110 FMI 02 is no longer the engine coolant temperature sensor depends on
showing and verify that CID 110 FMI 03 is the engine model.
now showing.
The sensor is powered by an 8 volt sensor supply
Expected Result: CID 110 FMI 2 is not from the GSC. The coolant temperature signal is a
showing. CID 110 FMI 3 is now showing. pulse width modulated signal. The base frequency
of the signal is 455 ± 90 Hz. As temperature
Results: changes, the duty cycle of the signal varies from
 
• OK - The GSC functions properly. Therefore, approximately 10% of the duty cycle. A temperature
the signal wire is faulty in the harness. of 135 C (275 F) is approximately 93% of the duty
 
Troubleshoot the signal wire in the harness cycle.

between the sensor connector and the
GSC connector. Also check the electrical Note: The GSC is usually programmed to treat a
connectors and terminals. See Testing and diagnostic code with the temperature sensor as an
Adjusting, “Electrical Connector - Inspect”. alarm fault (P04 = 0). If the GSC is programmed
STOP. to treat a fault with the temperature sensor as a
• NOT OK - CID 110 FMI 2 is still showing. automatically shown on the upper display.
The GSC is faulty. Replace the GSC. See
Testing and Adjusting, “EMCP Electronic
Control (Generator Set) - Replace”.
66
Note: Faults are created when the harness Expected Result: The voltage should be 8.0
connector (40 contact) is disconnected from the ± 0.5 DCV.
Clear these created faults after the particular fault is Results:
harness connector is removed from the GSC, the • OK - The supply circuit functions properly.
following diagnostic codes are recorded. Proceed to 2.
• CID 100 FMI 3 pressure sensor (engine oil) • NOT OK - The supply circuit is faulty.
Check the upper display for a CID 269. If
• CID 110 FMI 3 temperature sensor (engine necessary, correct the fault. If a CID 269
coolant) is not showing on the upper display, then
the engine harness has an open circuit.
• CID 190 FMI 3 speed sensor (engine) 2. Check the signal circuit.
• CID 331 FMI 2 switch (engine control) The ECS remains in the STOP position and the
sensor remains disconnected from the engine
• CID 336 FMI 2 switch (engine control) harness.
Procedure a. At the side of the engine harness on the

sensor connector, measure the voltage (DCV)
This diagnostic code can be caused by the between contact “C” (signal) and contact “B”
following conditions: (sensor ground).
• There is a short to the +battery of the sensor Expected Result: The voltage should be 7.0
signal. ± 0.5 DCV.
• There is an open circuit of the sensor signal. Results:
Begin performing these procedures only when CID • OK - The signal circuit functions properly.
110 FMI 3 is showing and the “DIAG” indicator is Verify that the diagnostic code remains
FLASHING on the upper display. The GSC treats a present. Reconnect the sensor. Turn the
CID 110 FMI 3 as an alarm fault. Active alarm faults ECS to OFF/RESET and then turn the
are shown on the display when the alarm codes key ECS to STOP. If the CID 110 FMI 3 is still
is pressed and the ECS is in any position except showing on the upper display, the sensor is
the OFF/RESET position. For an inactive fault, the faulty. Replace the sensor. STOP.
inactive fault, use the preceding system schematic • NOT OK - Voltage is equal to battery
and see Testing And Adjusting, “Electrical positive (B+). The engine harness is
Connector - Inspect”. Clear the diagnostic code faulty. The signal circuit within the engine
from the fault log after troubleshooting is complete. harness is shorted to the battery (“B+”).
Troubleshoot the engine harness and repair
Note: If CID 269 is active, then correct the diagnostic the engine harness. STOP.
• NOT OK - Voltage is NOT 7.0 ± 0.5 DCV
1. Check the circuit for the supply. and is NOT equal to battery positive (B+).
The GSC or the harness is faulty. Proceed
a. Turn the ECS to OFF/RESET and then turn the to 3.
ECS to the STOP position.
3. Check for a shorted harness.
b. Disconnect the sensor from the engine
harness. The sensor remains fastened to the When you are performing this step, see the
engine. preceding System Schematic. The sensor
remains disconnected from the engine harness.
c. At the side of the engine harness on the
sensor connector, measure the voltage (DCV) a. Turn the ECS to OFF/RESET.
between contact “A” (supply) and contact “B”
(sensor ground). b. Disconnect the harness connector from the
GSC.
67
c. At the GSC harness connector, measure the Expected Result: All connectors, terminals
resistance from signal contact 7 to all other and wiring should function properly.
contacts of the connector.
Results:
resistance should be greater than 5000 ohms. • OK - Connect all harness connectors
that were previously disconnected. Start
Results: the engine. If CID 110 FMI 3 is still
showing, replace the GSC. See Testing
• OK - The harness functions properly. And Adjusting, “EMCP Electronic Control
Proceed to 4. (Generator Set) - Replace”. STOP.
• NOT OK - The harness wiring with the • NOT OK - Repair the faulty area. STOP.
incorrect resistance is shorted in the
harness. Troubleshoot and repair the
i01126950
connector and the GSC connector. STOP. CID 110 FMI 4 Temperature
4. Check for an open harness. Sensor (Engine Coolant)
When you are performing this step, see the
Voltage Below Normal - Test
preceding System Schematic. The ECS remains SMCS Code: 1906-038
disconnected from the engine harness and the
GSC remains disconnected from the harness
connector.

Measure the resistance from contact “B” of
b. Measure the resistance of the signal circuit.

Measure the resistance from contact “C” of
c. Measure the resistance of the sensor supply
circuit. Measure the resistance from contact
“A” of the sensor harness connector to
contact “9” of the GSC harness connector.

resistance should be 5 ohms or less. g00596060
Illustration 37
Results: Schematic For Temperature Sensor (Engine Coolant)
• OK - The harness functions properly. The EMCP II monitors the engine coolant
Proceed to 5. temperature in order to protect the engine in case
of a problem with the coolant temperature. The
• NOT OK - The harness wiring with the temperature sensor is mounted in the water jacket
incorrect resistance measurement is toward the front of the engine. The exact location of
open (faulty). Troubleshoot and repair the the engine coolant temperature sensor depends on
faulty harness wiring between the sensor the engine model.
5. Check the electrical connectors.
a. Check the electrical connectors, terminals and

wiring. See Testing And Adjusting, “Electrical
Connector - Inspect”.
68
The sensor is powered by an 8 volt sensor supply 1. Check the GSC and the harness.
from the GSC. The coolant temperature signal is a
pulse width modulated signal. The base frequency a. Ensure that CID 110 FMI 4 is showing on the
of the signal is 455 ± 90 Hz. As temperature display.
changes, the duty cycle of the signal varies from
 

approximately 10% of the duty cycle. A temperature
 
of 135 C (275 F) is approximately 93% of the duty c. Disconnect the sensor from the engine
cycle. harness. The sensor should remain fastened
to the engine.
Note: The GSC is usually programmed to treat a
diagnostic code with the temperature sensor as an d. Turn the ECS to the “STOP” position.
to treat a fault with the temperature sensor as a e. Press the alarm codes key. This is not required
shutdown fault (P04 = 1), then diagnostic codes are for shutdown faults.
automatically shown on the upper display.
f. Verify that CID 110 FMI 4 is no longer showing
Note: Faults are created when the harness and verify that CID 110 FMI 3 is now showing.
GSC during these troubleshooting procedures. Expected Result: CID 110 FMI 4 is not
Clear these created faults after the particular fault is showing. CID 110 FMI 3 is now showing.
harness connector is removed from the GSC, the Results:
• CID 100 FMI 3 pressure sensor (engine oil) properly. Therefore, the sensor is faulty.
coolant) • NOT OK - CID 110 FMI 4 is still showing.
• CID 190 FMI 3 speed sensor (engine) 2. Check the GSC.
• CID 331 FMI 2 switch (engine control) a. Turn the ECS to the “OFF/RESET” position.
• CID 336 FMI 2 switch (engine control) b. Disconnect the harness connector from the
GSC.
Procedure
following conditions: d. Press the alarm codes key.
• There is a short to − battery of the sensor signal. e. Verify that CID 110 FMI 4 is no longer showing
and verify that CID 110 FMI 3 is now showing.
110 FMI 4 is showing and the “DIAG” indicator is Expected Result: CID 110 FMI 4 is not
FLASHING on the upper display. The GSC treats a showing. CID 110 FMI 3 is now showing.
are shown on the display when the alarm codes key Results:
is pressed and the ECS is in any position except
the OFF/RESET position. For an inactive fault, the • OK - The GSC functions properly. Therefore,
problem may be intermittent. To troubleshoot an the signal wire is faulty in the harness.
inactive fault, use the preceding system schematic Troubleshoot the signal wire in the harness
and see Testing And Adjusting, “Electrical between the sensor connector and the
Connector - Inspect”. Clear the diagnostic code GSC connector. Also check the electrical
from the fault log after troubleshooting is complete. connectors and terminals. See Testing and
Note: If CID 269 is active, then correct the diagnostic STOP.
69
• NOT OK - CID 110 FMI 4 is still showing. Note: Faults are created when the harness
The GSC is faulty. Replace the GSC. See connector (40 contact) is disconnected from the
Testing and Adjusting, “EMCP Electronic GSC during these troubleshooting procedures.
Control (Generator Set) - Replace”. Clear these created faults after the particular fault is
i01127120
CID 111 FMI 3 Fluid Level • CID 100 FMI 3 pressure sensor (engine oil)
Sensor (Engine Coolant)
Voltage Above Normal - Test • CID 110 FMI 3 temperature sensor (engine
coolant)
SMCS Code: 1395-038-NS
Procedure
• There is a short to +battery of the sensor signal.

• There is an open circuit of the sensor signal.
g00483875
Illustration 38 is pressed and the ECS is in any position except
Schematic For Fluid Level Sensor (Engine Coolant) the OFF/RESET position. For an inactive fault, the
The EMCP II monitors the engine coolant for loss of inactive fault, use the preceding system schematic
coolant in order to protect the engine in case of a and see Testing And Adjusting, “Electrical
problem with the coolant temperature. This function Connector - Inspect”. Clear the diagnostic code
is an option and the function requires the presence from the fault log after troubleshooting is complete.
of the optional coolant loss sensor. The coolant
loss sensor is usually mounted near the top of the Note: If CID 269 is active, then correct the diagnostic
radiator. code prior to proceeding with this procedure.
The sensor is powered by an 8 volt sensor supply 1. Check the circuit for the supply.
from the GSC. When coolant is NOT present at the
sensor, a high signal (+5 DCV) is sent to the GSC. a. Turn the ECS to OFF/RESET and then turn the
When coolant is present at the sensor, a low signal ECS to the STOP position.
(B−) is sent to the GSC.
b. Disconnect the sensor from the engine
Note: The GSC is usually programmed to treat harness. The sensor remains fastened to the
a fault with the coolant loss sensor as an alarm engine.
fault (P04 = 0). The GSC is usually programmed
to treat a fault with the coolant loss sensor as an c. At the side of the engine harness on the
shutdown fault (P04 = 1). The diagnostic codes are sensor connector, measure the voltage (DCV)
automatically shown on the upper display. between contact “A” (supply) and contact “B”
(sensor ground).
Expected Result: The voltage should be 8.0

± 0.5 DCV.
70
Results: c. At the GSC harness connector, measure the

resistance from signal contact 13 to all other
• OK - The supply circuit functions properly. contacts of the connector.
Proceed to 2.
• NOT OK - The supply circuit is faulty. resistance should be greater than 5000 ohms.
Check the upper display for a CID 269. If
necessary, correct the fault. If a CID 269 Results:
is not showing on the upper display, then
the engine harness has an open circuit. • OK - The harness functions properly.
Proceed to 4. Proceed to 4.
2. Check the signal circuit. • NOT OK - The harness wiring with the
incorrect resistance is shorted in the
The ECS remains in the STOP position and the harness. Troubleshoot and repair the
sensor remains disconnected from the engine faulty harness wiring between the sensor
harness. connector and the GSC connector. STOP.
a. At the side of the engine harness on the 4. Check for an open harness.
sensor connector, measure the voltage (DCV)
between contact “C” (signal) and contact “B” When you are performing this step, see the
(sensor ground). preceding System Schematic. The ECS remains
Expected Result: The voltage should be 2.5 disconnected from the engine harness and the
± 0.5 DCV. GSC remains disconnected from the harness
connector.
Results:
• OK - The signal circuit functions properly. Measure the resistance from contact “B” of
Verify that the diagnostic code remains the sensor harness connector to contact “31”
present. Reconnect the sensor. Turn the of the GSC harness connector.
ECS to OFF/RESET and then turn the
ECS to STOP. If the CID 111 FMI 3 is still b. Measure the resistance of the signal circuit.
showing on the upper display, the sensor is Measure the resistance from contact “C” of
faulty. Replace the sensor. STOP. the sensor harness connector to contact “13”
• NOT OK - Voltage is equal to battery
positive (B+). The engine harness is c. Measure the resistance of the sensor supply
faulty. The signal circuit within the engine circuit. Measure the resistance from contact
harness is shorted to the battery (“B+”). “A” of the sensor harness connector to
Troubleshoot the engine harness and repair contact “9” of the GSC harness connector.
the engine harness. STOP.
• NOT OK - Voltage is NOT 2.5 ± 0.5 DCV resistance should be 5 ohms or less.
and is NOT equal to battery positive (B+).
The GSC or the harness is faulty. Proceed Results:
to 3.
• OK - The harness functions properly.
3. Check for a shorted harness. Proceed to 5.
When you are performing this step, see the • NOT OK - The harness wiring with the
preceding System Schematic. The sensor incorrect resistance measurement is
remains disconnected from the engine harness. open (faulty). Troubleshoot and repair the
a. Turn the ECS to OFF/RESET. connector and the GSC connector. STOP.
b. Disconnect the harness connector from the 5. Check the electrical connectors.
GSC.
a. Check the electrical connectors, terminals and
wiring. See Testing And Adjusting, “Electrical
Connector - Inspect”.
71
Expected Result: All connectors, terminals Note: The GSC does not receive battery power
and wiring should function properly. when the ECS is in the OFF/RESET position. The
GSC receives power when the contacts “6” and “9”
Results: of the ECS are jumpered.
• OK - Connect all harness connectors The GSC treats a CID 168 as an alarm fault.
that were previously disconnected. Start
the engine. If CID 111 FMI 3 is still Procedure
showing, replace the GSC. See Testing
And Adjusting, “EMCP Electronic Control This diagnostic code can be caused by the
(Generator Set) - Replace”. STOP. following conditions:
• NOT OK - Repair the faulty area. STOP. • The battery voltage is greater than 32 DCV for a
24 DCV battery system.
i01219369
• The battery voltage is greater than 45 DCV for a
CID 168 FMI 3 Electrical System 32 DCV battery system.
Voltage Above Normal - Test The setpoint for system voltage (P07) specifies the
battery voltage as “0” for 24 volts and “1” for 32
SMCS Code: 1406-038 volts. Clear the diagnostic code from the fault log
after troubleshooting is complete.
This procedure is used for troubleshooting an active
fault or an inactive fault. Active alarm faults are
shown on the upper display when the alarm codes
key is pressed and the ECS is in any position
except the OFF/RESET position. Inactive alarm
faults are viewed in the fault log while the operator
is in service mode. See Systems Operation, “Fault
Log Viewing OP1”.
1. Verify the fault.
a. View the upper display and check for active

diagnostic faults for the battery voltage (CID
168 FMI 03).
b. Enter service mode and check the fault log

for inactive diagnostic codes for the battery
voltage (CID 168 FMI 03).
Expected Result: A CID 168 FMI 03

diagnostic code is active.
Results:
• YES - A CID 168 FMI 03 diagnostic code

is active. Proceed to Step 2.
g00596452
Illustration 39
Schematic For Electrical System • NO - There are no diagnostic codes for the
battery voltage. STOP.
The EMCP II monitors battery voltage in order to
protect the EMCP II in case of a problem with the 2. Check the system’s voltage.
battery or battery charging. The EMCP II operates
on a 24 DCV battery system or a 32 DCV battery a. Turn the ECS to the STOP position.
system. The GSC receives battery voltage from
RM-1 of the relay module terminal strip. The GSC b. Measure the voltage across the battery
measures this voltage. Voltage is received whenever terminals.
the ECS is in the “START”, “AUTO”, or “STOP”
position.
72
Expected Result: For a 24 volt system, the d. Compare the measured voltage from Step
voltage should be between 24.8 DCV and 4.b with the voltage that was measured in
29.5 DCV. For 32 volt system, the voltage Step 4.c.
should be between 33.1 DCV and 39.3 DCV.
Expected Result: The voltages that are
Results: measured in Step 4.b and Step 4.c are within
2.0 DCV of each other.
• OK - For a 24 volt system, the voltage
should be from 24.8 DCV to 29.5 DCV. For a Results:
32 volt system, the voltage should be from
33.1 DCV to 39.3 DCV. Proceed to Step 3 . • OK - The voltages that are measured in
Step 4.b and Step 4.c are within 2.0 DCV of
• NOT OK - For 24 volt systems, the voltage each other. Proceed to Step 5.
is not between 24.8 DCV to 29.5 DCV. For a
32 volt system, the voltage is not between • NOT OK - The voltages that are measured
33.1 DCV to 39.3 DCV. The fault is in the in Step 4.b and Step 4.c are not within 2.0
charging system. Proceed to Testing and DCV of each other. The wiring harness is
Adjusting, “Charging System - Test”. STOP. not correct. Repair the wiring harness or
replace the wiring harness. STOP.
3. Compare the voltage between TS1-1 and the
battery voltage. 5. Check the continuity of the ECS.
a. Turn the ECS to the STOP position. Table 15
Engine Control Switch (ECS)(1)(2)

b. Measure the battery voltage across the
terminals. Take note of the battery voltage. Terminal OFF/ AUTO MANUAL STOP
RESET
c. Measure the voltage between TS1-1 and 7 X O O O
TS1-30. Take note of the voltage.
8 O X O O
d. Compare the voltage from Step 3.b with the 9 O O X O
voltage that was noted in Step 3.c.
10 O O O X
Expected Result: The voltages that are (1) X = Less than 5 Ohms resistance from this terminal to terminal
measured in Step 3.b and Step 3.c are within 6 (ECS).
2.0 DCV of each other. (2) O = Greater than 5000 Ohms resistance from this terminal to
terminal 6 (ECS).
Results:
a. Disconnect the jumper from 6 to jumper 9
from the ECS.
• OK - The voltages that are measured in
each other. Proceed to Step 4. b. Place the ECS in the OFF/RESET.
• NOT OK - The voltages that are measured c. Place the one lead on terminal 6 of the ECS.
in Step 3.b and Step 3.c are not within 2.0
DCV of each other. The wiring harness is d. Measure the resistance from terminal 6 to
not correct. Repair the wiring harness or each of the terminals ( 7, 8, 9, and 10).
replace the wiring harness. STOP.
e. Use the same procedure for each switch
4. Compare the voltage between the TS1-1 and position.
the ECS.
f. Compare the measured resistances with Table
a. Turn the ECS to the STOP position. 15.
b. Measure the voltage between TS1-1 and Expected Result: The measured resistances
TS1-30. Take note of the voltage. match Table 15.
c. Measure the voltage at terminal 6 on the ECS. Results:

Take note of the voltage.
73
• OK - The measured resistances match OK - The voltages that were measured in Step
Table 15. The ECS is not faulty. Proceed 7.b and Step 7.c are within 2.0 DCV of each
to Step 6. other. The fault is probably an intermittent fault
which is caused by a faulty connector. Inspect
• NOT OK - The measured resistances match the electrical connectors. See Testing and
Table 15. The ECS is faulty. Replace the Adjusting, “Electrical Connector - Inspect”. If
ECS. Reinstall the jumper wire. the faulty connector can not be found, repeat
this test procedure. If the fault still remains,
6. Compare the voltage between RM-1 and the replace the GSC. STOP.
ECS.
NOT OK - The voltages that were measured
a. Turn the ECS to the STOP position. in Step 7.b and Step 7.c are not equal ± 2.0
DCV. The GSC is faulty. Replace the GSC.
b. Check the voltage between RM- 1 and RM-28. STOP.
i01220188
c. Check the voltage on contact 10 of the ECS.
Take note of the voltage. CID 168 FMI 4 Electrical System
d. Compare the voltage between Step 6.b and Voltage Below Normal - Test
Step 6.c.
SMCS Code: 1406-038
Expected Result: The voltages that were
measured in Step 6.b and Step 6.c are within
Results:
OK - The voltages that were measured in

each other. The harness is correct. Proceed
to Step 7.
NOT OK - The voltages that were measured

in Step 6.b and Step 6.c are not equal ± 2.0
DCV. The wiring harness is faulty. Repair the
harness or replace the harness. STOP.
7. Compare the voltage between RM-1 and the

lower display.
a. Turn the ECS to the STOP position.
b. Check the voltage between RM- 1 and RM-28.

c. Check the voltage that is shown on the lower

display. Take note of the voltage.
d. Compare the voltage between Step 7.b and g00596452

Step 7.c. Illustration 40
Schematic For Electrical System
Expected Result: The voltages that were
measured in Step 7.b and Step 7.c are within The EMCP II monitors battery voltage in order to
2.0 DCV of each other. protect the EMCP II in case of a problem with the
battery or battery charging. The EMCP II operates
Results: on a 24 DCV battery system or a 32 DCV battery
system. The GSC receives battery voltage from
RM-1 of the relay module terminal strip. The GSC
measures this voltage. Voltage is received whenever
the ECS is in the “START”, “AUTO”, or “STOP”
position.
74
Note: The GSC does not receive battery power Expected Result: For a 24 volt system, the
when the ECS is in the OFF/RESET position. The voltage should be between 24.8 DCV and
GSC receives power when the contacts “6” and “9” 29.5 DCV. For 32 volt system, the voltage
of the ECS are jumpered. should be between 33.1 DCV and 39.3 DCV.
The GSC treats a CID 168 as an alarm fault. Results:
Procedure • OK - For a 24 volt system, the voltage

should be from 24.8 DCV to 29.5 DCV. For a
This diagnostic code can be caused by the 32 volt system, the voltage should be from
following conditions: 33.1 DCV to 39.3 DCV. Proceed to Step 3 .
• The battery voltage is greater than 32 DCV for a • NOT OK - For 24 volt systems, the voltage
24 DCV battery system. is not between 24.8 DCV to 29.5 DCV. For a
32 volt system, the voltage is not between
• The battery voltage is greater than 45 DCV for a 33.1 DCV to 39.3 DCV. The fault is in the
32 DCV battery system. charging system. Proceed to Testing and
Adjusting, “Charging System - Test”. STOP.
The setpoint for system voltage (P07) specifies the
battery voltage as “0” for 24 volts and “1” for 32 3. Compare the voltage between TS1-1 and the
volts. Clear the diagnostic code from the fault log battery voltage.
This procedure is used for troubleshooting an active
fault or an inactive fault. Active alarm faults are b. Measure the battery voltage across the
shown on the upper display when the alarm codes terminals. Take note of the battery voltage.
key is pressed and the ECS is in any position
except the OFF/RESET position. Inactive alarm c. Measure the voltage between TS1-1 and
faults are viewed in the fault log while the operator TS1-30. Take note of the voltage.
is in service mode. See Systems Operation, “Fault
Log Viewing OP1”. d. Compare the voltage from Step 3.b with the
voltage that was noted in Step 3.c.
1. Verify the fault.
Expected Result: The voltages that are
a. View the upper display and check for active measured in Step 3.b and Step 3.c are within
diagnostic faults for the battery voltage (CID 2.0 DCV of each other.
168 FMI 04).
Results:
b. Enter service mode and check the fault log
for inactive diagnostic codes for the battery • OK - The voltages that are measured in
voltage (CID 168 FMI 04). Step 3.b and Step 3.c are within 2.0 DCV of
each other. Proceed to Step 4.
Expected Result: A CID 168 FMI 04
diagnostic code is active. • NOT OK - The voltages that are measured
in Step 3.b and Step 3.c are not within 2.0
Results: DCV of each other. The wiring harness is
not correct. Repair the wiring harness or
• YES - A CID 168 FMI 04 diagnostic code replace the wiring harness. STOP.
is active. Proceed to Step 2.
4. Compare the voltage between the TS1-1 and
• NO - There are no diagnostic codes for the the ECS.
battery voltage. STOP.
2. Check the system’s voltage.
b. Measure the voltage between TS1-1 and
a. Turn the ECS to the STOP position. TS1-30. Take note of the voltage.
b. Measure the voltage across the battery c. Measure the voltage at terminal 6 on the ECS.
terminals. Take note of the voltage.
75
d. Compare the measured voltage from Step • NOT OK - The measured resistances match
4.b with the voltage that was measured in Table 16. The ECS is faulty. Replace the
Step 4.c. ECS. Reinstall the jumper wire.
Expected Result: The voltages that are 6. Compare the voltage between RM-1 and the
measured in Step 4.b and Step 4.c are within ECS.
Results:
b. Check the voltage between RM- 1 and RM-28.
• OK - The voltages that are measured in Take note of the voltage.
each other. Proceed to Step 5. c. Check the voltage on contact 10 of the ECS.
• NOT OK - The voltages that are measured
in Step 4.b and Step 4.c are not within 2.0 d. Compare the voltage between Step 6.b and
DCV of each other. The wiring harness is Step 6.c.
not correct. Repair the wiring harness or
replace the wiring harness. STOP. Expected Result: The voltages that were
measured in Step 6.b and Step 6.c are within
5. Check the continuity of the ECS. 2.0 DCV of each other.
Table 16 Results:
Engine Control Switch (ECS)(1)(2)
OK - The voltages that were measured in
Terminal OFF/ AUTO MANUAL STOP Step 6.b and Step 6.c are within 2.0 DCV of
RESET each other. The harness is correct. Proceed
7 X O O O to Step 7.
8 O X O O NOT OK - The voltages that were measured
9 O O X O in Step 6.b and Step 6.c are not equal ± 2.0
DCV. The wiring harness is faulty. Repair the
10 O O O X harness or replace the harness. STOP.
(1) X = Less than 5 Ohms resistance from this terminal to terminal
6 (ECS). 7. Compare the voltage between RM-1 and the
(2) O = Greater than 5000 Ohms resistance from this terminal to
terminal 6 (ECS). lower display.
a. Disconnect the jumper from 6 to jumper 9
from the ECS. b. Check the voltage between RM- 1 and RM-28.
b. Place the ECS in the OFF/RESET.
c. Check the voltage that is shown on the lower
c. Place the one lead on terminal 6 of the ECS. display. Take note of the voltage.
d. Measure the resistance from terminal 6 to d. Compare the voltage between Step 7.b and
each of the terminals ( 7, 8, 9, and 10). Step 7.c.
e. Use the same procedure for each switch Expected Result: The voltages that were
position. measured in Step 7.b and Step 7.c are within
f. Compare the measured resistances with Table
16. Results:
Expected Result: The measured resistances OK - The voltages that were measured in Step
match Table 16. 7.b and Step 7.c are within 2.0 DCV of each
other. The fault is probably an intermittent fault
Results: which is caused by a faulty connector. Inspect
the electrical connectors. See Testing and
• OK - The measured resistances match Adjusting, “Electrical Connector - Inspect”. If
Table 16. The ECS is not faulty. Proceed the faulty connector can not be found, repeat
to Step 6. this test procedure. If the fault still remains,
replace the GSC. STOP.
76
NOT OK - The voltages that were measured Note: Engines that are equipped with a electronic
in Step 7.b and Step 7.c are not equal ± 2.0 governor have a separate speed sensor with the
DCV. The GSC is faulty. Replace the GSC. cable marked “973-458”, “458-873”, “973-407”, or
STOP. “873-507”. The cable of the speed sensor that is
used by the GSC is marked “838-873” or “838-973”.
i01156604
CID 190 FMI 2 Speed Sensor connector (40 contact) is disconnected from the
(Engine) Incorrect Signal - Test Clear these created faults after the particular fault is
SMCS Code: 1907-038 harness connector is removed from the GSC, the
following diagnostic codes are recorded:

coolant)

g00596481
Illustration 41 Procedure
Schematic For Speed Sensor (Engine)
The following conditions could be the cause of a
Note: This speed sensor is sometimes referred to as CID 190 FMI 2:
a magnetic pickup (MPU).
• The frequency of the signal is beyond accepted
The EMCP II monitors engine speed in order to use limits (short to “B-”).
the information when the information is needed for
other tasks.
use the The following
information listspeed
from the contains tasks that
sensor: • The air gap of the speed sensor is too large.
Clear the diagnostic code from the fault log after
• Activating an engine overspeed shutdown troubleshooting is complete.
• Terminating engine cranking 1. Check the harness and the sensor.
• Determining the oil step speed a. Turn the ECS to OFF/RESET.
• Engaging the air shut off solenoids b. Disconnect the harness connector from the
GSC.
The EMCP II does not control engine speed. The
engine speed sensor is mounted on the flywheel c. At the GSC harness connector, measure the
housing of the engine. resistance from contact 1 to contact 2.
The sensor creates a sine wave signal from passing Expected Result: The resistance should be
ring gear teeth at the rate of one pulse per tooth. 100 to 350 ohm.
The sensor sends the GSC a sine wave signal in
which the frequency is in direct proportion to the Results:
speed of the engine.
• OK - The fault is most likely intermittent.
The GSC treats a CID 190 as a shutdown fault. The Reconnect the harness connector to the
engine is not allowed to crank when this diagnostic GSC. Turn the ECS to OFF/RESET and then
code is active. turn the ECS to STOP. Verify that a CID 190
remains active on the upper display.
77
• If a CID 190 is showing, continue with this • OK - The harness functions properly.
procedure. Proceed to next step. Proceed to next step.
• If a CID 190 is NOT showing, this step has • NOT OK - The harness wiring with the
corrected the fault. STOP. If you are desired incorrect resistance measurement is faulty.
then continue with this procedure. Proceed Replace the faulty harness from the speed
to next step. sensor to the GSC connector. STOP.
• NOT OK - The harness wiring or the speed 4. Check the shield and the connectors.
sensor is faulty. Proceed to 2.
The ECS remains in the OFF/RESET position. The
2. Check the resistance of the sensor. speed sensor and the GSC remain disconnected
from the harness. The harness has a shield (bare
a. Disconnect the speed sensor from the engine wire) which protects the signal wire for the speed
harness. The speed sensor remains fastened sensor from electrical interference. Ensure that
to the engine. this shield is securely fastened. Also ensure that
the shield makes a good electrical connection to
b. At the connector of the speed sensor, the inside enclosure of EMCP II.
measure the resistance between contact “1”
and contact “2”. a. Within the EMCP II, check that the shield is
securely fastened to a GSC mounting stud.
Expected Result: The resistance should be
100 to 350 ohm. b. Within the EMCP II, measure the resistance
from the shield to a metal surface within the
Results: enclosure of EMCP II. A good reference point
is a mounting screw for a component that
• OK - The resistance of the speed sensor is directly contacts the metal enclosure. The
correct. Proceed to next step. resistance should be 5 ohms or less.
• NOT OK - Replace the speed sensor. Also, c. Check the connector of the speed sensor and
see Testing And Adjusting, “Speed Sensor the mating harness connector. Proceed to
(Engine) - Adjust”. STOP. Testing And Adjusting, “Electrical Connector -
Inspect”.
3. Check the harness for an open and a short.
Expected Result: The shield should be
The ECS remains in the OFF/RESET position. The securely fastened. The resistance in 4.b
speed sensor and the GSC remain disconnected should be 5 ohms or less. Also, the connectors
from the harness. should be proper.
a. Check for an open circuit. Measure the Results:

resistance from contact “2” of the speed
sensor harness connector to contact “2” of • OK - Proceed to next step.
the GSC harness connector. The resistance
should be 5 ohms or less. • NOT OK - One of the items is NOT correct.
Repair the harness or replace the harness.
b. Check for an open circuit. Measure the STOP.
resistance from contact “1” of the speed
sensor harness connector to contact “1” of 5. Inspect the sensor and adjust the sensor.
should be 5 ohms or less. a. Remove the speed sensor from the engine
flywheel housing.
c. Check for a short circuit. Measure the
resistance from contact “1” to contact “2”, b. Inspect the speed sensor for damage.
both of the GSC harness connector. The Remove any debris from the tip.
Expected Result: No damage should be
Expected Result: The resistance for 3.a and present.
3.b should be 5 ohms or less. The resistance
for step 3.c should be greater than 5000 Results:
ohms.
• OK - Reinstall and adjust the speed sensor.
Results: See Testing And Adjusting, “Speed Sensor
(Engine) - Adjust”. Proceed to next step.
78
• Not OK - Replace the speed sensor. Also, i01156649

see Testing And Adjusting, “Speed Sensor
(Engine) - Adjust”. STOP. CID 190 FMI 3 Speed Sensor
(Engine) Voltage Above Normal
6. Check the status of the fault.
- Test
a. Reconnect the harness connector to the GSC
and the speed sensor. SMCS Code: 1907-038
b. Turn the ECS to OFF/RESET and then turn the
ECS to STOP.
c. Verify that CID 190 is showing on the upper

display.
Expected Result: A CID 190 FMI 2 is active.
Results:
• No - These procedures have corrected the

fault. STOP. If you are desired then continue
with this procedure. Proceed to next step.
g00596481
Illustration 42
• Yes - A CID 190 is showing, the diagnostic
code is still active and the engine will not Schematic For Speed Sensor (Engine)
start. Use the process of elimination to
find the faulty component. Stop when the Note: This speed sensor is sometimes referred to as
diagnostic code is no longer showing. First, a magnetic pickup (MPU).
replace the speed sensor and adjust the
speed sensor. Then replace the harness. The EMCP II monitors engine speed in order to use
Finally, replace the GSC. the information when the information is needed for
other tasks. The following list contains tasks that
7. Check the signal voltage. use the information from the speed sensor:
This is an additional check of the circuit. Make • Activating an engine overspeed shutdown
sure that all harness connectors are connected.
• Terminating engine cranking
a. Set up a multimeter with 7X-1710 Multimeter
Probe Group in order to measure the ACV • Determining the oil step speed
from contact “1” to contact “2” of the GSC
connector. • Engaging the air shut off solenoids
b. Start and run the engine at rated speed. The EMCP II does not control engine speed. The
engine speed sensor is mounted on the flywheel
c. Measure the ACV of the speed sensor. housing of the engine.
Expected Result: The voltage should be The sensor creates a sine wave signal from passing
greater than 2.0 ACV. ring gear teeth at the rate of one pulse per tooth.
The sensor sends the GSC a sine wave signal in
Results: which
speed the frequency
of the engine. is in direct proportion to the
• OK - The speed sensor circuit checks
correctly. STOP. The GSC treats a CID 190 as a shutdown fault. The
engine is not allowed to crank when this diagnostic
• NOT OK - The most likely cause is improper code is active.
air gap of the speed sensor. Repeat 5.
STOP. Note: Engines that are equipped with a electronic
governor have a separate speed sensor with the
cable marked “973-458”, “458-873”, “973-407”, or
“873-507”. The cable of the speed sensor that is
used by the GSC is marked “838-873” or “838-973”.
79
Note: Faults are created when the harness 2. Check the resistance of the sensor.
GSC during these troubleshooting procedures. a. Disconnect the speed sensor from the engine
Clear these created faults after the particular fault is harness. The speed sensor remains fastened
corrected. In a properly operating system, when the to the engine.
following diagnostic codes are recorded: b. At the connector of the speed sensor,
measure the resistance between contact “1”
• CID 100 FMI 3 pressure sensor (engine oil) and contact “2”.
• CID 110 FMI 3 temperature sensor (engine Expected Result: The resistance should be
coolant) 100 to 350 ohm.
• CID 111 FMI 3 fluid level sensor (engine coolant) Results:
• CID 190 FMI 3 speed sensor (engine) • OK - The resistance of the speed sensor is
correct. Proceed to next step.
• NOT OK - Replace the speed sensor. Also,
• CID 336 FMI 2 switch (engine control) see Testing And Adjusting, “Speed Sensor
(Engine) - Adjust”. STOP.
Procedure
3. Check the harness for an open and a short.
The following conditions could be the cause of a
CID 190 FMI 3: The ECS remains in the OFF/RESET position. The
speed sensor and the GSC remain disconnected
• There is an open circuit of the signal. from the harness.
Clear the diagnostic code from the fault log after a. Check for an open circuit. Measure the
troubleshooting is complete. resistance from contact “2” of the speed
sensor harness connector to contact “2” of
1. Check the harness and the sensor. the GSC harness connector. The resistance
should be 5 ohms or less.
a. Turn the ECS to OFF/RESET.
b. Check for an open circuit. Measure the
b. Disconnect the harness connector from the resistance from contact “1” of the speed
GSC. sensor harness connector to contact “1” of
c. At the GSC harness connector, measure the should be 5 ohms or less.
resistance from contact 1 to contact 2.
c. Check for a short circuit. Measure the
Expected Result: The resistance should be resistance from contact “1” to contact “2”,
100 to 350 ohm. both of the GSC harness connector. The
Results:
Expected Result: The resistance for 3.a and
• OK - The fault is most likely intermittent. 3.b should be 5 ohms or less. The resistance
Reconnect the harness connector to the for step 3.c should be greater than 5000
GSC. Turn the ECS to OFF/RESET and then ohms.
turn the ECS to STOP. Verify that a CID 190
remains active on the upper display. Results:
• If a CID 190 is showing, continue with this • OK - The harness functions properly.
procedure. Proceed to next step. Proceed to next step.
• If a CID 190 is NOT showing, this step has • NOT OK - The harness wiring with the
corrected the fault. STOP. If you are desired incorrect resistance measurement is faulty.
then continue with this procedure. Proceed Replace the faulty harness from the speed
to next step. sensor to the GSC connector. STOP.
• NOT OK - The harness wiring or the speed 4. Check the shield and the connectors.
sensor is faulty. Proceed to 2.
80
The ECS remains in the OFF/RESET position. The a. Reconnect the harness connector to the GSC
speed sensor and the GSC remain disconnected and the speed sensor.
from the harness. The harness has a shield (bare
wire) which protects the signal wire for the speed b. Turn the ECS to OFF/RESET and then turn the
sensor from electrical interference. Ensure that ECS to STOP.
this shield is securely fastened. Also ensure that
the shield makes a good electrical connection to c. Verify that CID 190 is showing on the upper
the inside enclosure of EMCP II. display.
a. Within the EMCP II, check that the shield is Expected Result: A CID 190 FMI 2 is active.
securely fastened to a GSC mounting stud.
Results:
b. Within the EMCP II, measure the resistance
from the shield to a metal surface within the • No - These procedures have corrected the
enclosure of EMCP II. A good reference point fault. STOP. If you are desired then continue
is a mounting screw for a component that with this procedure. Proceed to next step.
directly contacts the metal enclosure. The
resistance should be 5 ohms or less. • Yes - A CID 190 is showing, the diagnostic
code is still active and the engine will not
c. Check the connector of the speed sensor and start. Use the process of elimination to
the mating harness connector. Proceed to find the faulty component. Stop when the
Testing And Adjusting, “Electrical Connector - diagnostic code is no longer showing. First,
Inspect”. replace the speed sensor and adjust the
speed sensor. Then replace the harness.
Expected Result: The shield should be Finally, replace the GSC.
securely fastened. The resistance in 4.b
should be 5 ohms or less. Also, the connectors 7. Check the signal voltage.
should be proper.
This is an additional check of the circuit. Make
Results: sure that all harness connectors are connected.
• OK - Proceed to next step. a. Set up a multimeter with 7X-1710 Multimeter

Probe Group in order to measure the ACV
• NOT OK - One of the items is NOT correct. from contact “1” to contact “2” of the GSC
Repair the harness or replace the harness. connector.
STOP.
b. Start and run the engine at rated speed.
5. Inspect the sensor and adjust the sensor.
c. Measure the ACV of the speed sensor.
a. Remove the speed sensor from the engine
flywheel housing. Expected Result: The voltage should be
greater than 2.0 ACV.
b. Inspect the speed sensor for damage.
Remove any debris from the tip. Results:
Expected Result: No damage should be • OK - The speed sensor circuit checks

present. correctly. STOP.
Results: • NOT OK - The most likely cause is improper

air gap of the speed sensor. Repeat 5.
• OK - Reinstall and adjust the speed sensor. STOP.
See Testing And Adjusting, “Speed Sensor
(Engine) - Adjust”. Proceed to next step.
• Not OK - Replace the speed sensor. Also,

see Testing And Adjusting, “Speed Sensor
(Engine) - Adjust”. STOP.
6. Check the status of the fault.
81
i01156659 The GSC treats a CID 248 as an alarm fault. Active

alarm faults are shown on the display when the
CID 248 FMI 9 CAT Data Link alarm codes key is pressed. Also, the ECS is in
Abnormal Update - Test any position except the OFF/RESET position. Clear
the fault from the fault log after troubleshooting is
SMCS Code: 4490-038 complete.
i01108184
CID 268 FMI 2 EMCP Electronic

Control (Generator Set)
Incorrect Signal - Test
SMCS Code: 4490-038
A portion of the memory within the GSC stores the

setpoints of important conditions of the genset.
The setpoints are found in the following service
modes: “Engine/Generator Programming” (OP5),
g00614651 “Spare Input/Output Programming” (OP6), and
Illustration 43 “Voltmeter/Ammeter Programming” (OP8). The GSC
System Schematic For CAT data link detects a CID 268 when the data for the setpoint is
invalid or out of range. After detecting a CID 268,
Note: The CID 248 FMI 9 replaces the former CID the GSC sets the affected setpoints to the default
560 FMI 11 for a CAT data link diagnostic code. value. For more information regarding setpoints and
default values, see the following topics:
System Operation
• Systems Operation, “Engine/Generator
On generator sets with the proper equipment, the Programming OP5”
GSC uses the CAT data link to communicate with
other electronic control modules on the machine. • Systems Operation, “Spare Input/Output
The CAT data link consists of two wires that connect Programming OP6”
the GSC to at least one other electronic control
module. Systems Operation, “Voltmeter/Ammeter
• Programming OP8”
The possible causes of a CID 248 FMI 9 diagnostic
code are listed below: Procedure
• There is a short from the wire that connects to Electrical interference is a possible cause of a CID
contact “19” of the CAT data link to the battery 268 FMI 2.
(“B+”).
This procedure is for a CID 268 that is active or
• There is a short from the wire that connects to inactive. Clear the diagnostic code from the fault
contact “20” of the CAT data link to the battery log after troubleshooting is complete.
(“B+”).
The GSC treats a CID 268 as an alarm fault or a
• There is a short from the wire that connects to shutdown fault. This will depend on the particular
contact “19” of the CAT data link to ground (“B-”). setpoint with the incorrect data. The setpoint for
the ring gear teeth (P09) and the setpoint for the
• There is a short from the wire that connects to engine overspeed (P10) are treated as shutdown
contact “20” of the CAT data link to ground (“B-”). faults when the particular data is corrupted. All
other setpoints are treated as alarm faults when the
The GSC cannot detect an open in the circuit of the particular data is corrupted.
CAT data link. Troubleshoot the wiring and repair
the wiring. See Testing And Adjusting, “Schematic Note: If the fault shutdown indicator is FLASHING
and Wiring Diagrams”. and the 6 to 9 jumper is NOT installed on the ECS,
then the jumper must be temporarily installed.
The GSC setpoints must be programmed in
OFF/RESET when a fault shutdown is active. If the
fault alarm indicator is FLASHING the GSC can be
programmed with the ECS in any position.
82
1. Check the setpoints. i01128134
a. View the setpoints that are stored in the CID 269 FMI 3 Sensor Power
memory of the GSC. See Systems Operation, Supply Voltage Above Normal
“Engine/Generator Setpoint Viewing OP2”.
- Test
b. Also check the spare input/output
programming (OP6) and the SMCS Code: 4490-038-NS
voltmeter/ammeter programming (OP8).
c. Compare the stored setpoints to the specified

setpoints of the particular genset.
Expected Result: The stored setpoints and

specified setpoints should match.
Results:
• OK - All the setpoints match. Start the

engine. Verify that the CID 268 FMI 2 is
active. If the fault remains active, replace
the GSC. See Testing And Adjusting,
“EMCP Electronic Control (Generator Set) -
Replace”. If the fault was inactive prior to
performing this procedure, then these steps
should have corrected the fault. STOP.
• NOT OK - One or more of the setpoints

do not match. Program the setpoints. See
Systems Operation, “Engine/Generator
Programming OP5”, Systems Operation,
“Spare Input/Output Programming OP6”,
and Systems Operation, “Voltmeter/Ammeter
Programming OP8”. STOP.
g00596717
Illustration 44
System Schematic For Sensor Power Supply
The EMCP II has an 8 DCV sensor supply from

the GSC that powers the optional engine coolant
loss sensor. The sensor power supply functions
whenever power is applied to the GSC.
83
Note: The GSC is usually programmed to treat a Expected Result: The CID 269 FMI 3 should
fault with the sensor power supply (CID 269) as an NOT be showing.
to shut down (P04 = 1) for a fault with the sensor Results:
power supply, then the alarm codes key is not
needed to view the diagnostic code. The CID FMI • OK - The GSC is functioning properly.
is automatically shown on the upper display. Therefore, the engine harness has a short to
the “B+”. Repair the engine harness. STOP.
Note: Diagnostic codes are created when the
harness connector (40 contact) is disconnected • NOT OK - The GSC is faulty, replace
from the GSC during these troubleshooting the GSC. See Testing And Adjusting,
procedures. Clear these created diagnostic codes “EMCP Electronic Control (Generator Set) -
after the particular fault is corrected. In a properly Replace”. STOP.
operating system, when the harness connector is
removed from the GSC, the following diagnostic
codes are recorded.

coolant)

Procedure
The following condition is a possible cause of a CID

269 FMI 3.
• The voltage of the sensor power supply is greater

than 8.5 DCV.

is pressed. Also, the ECS is in any position except
the OFF/RESET position. For an inactive fault, the
inactive fault, use the preceding system schematic.
See Testing And Adjusting, “Electrical Connector -
Inspect”. Clear the diagnostic code from the fault
log after troubleshooting is complete.
1. Check the GSC.
a. Disconnect the harness connector from the

GSC.
b. Turn the ECS to OFF/RESET and then turn the

ECS to the STOP position.
c. Press the alarm codes key.
d. Observe the upper display in order to verify

that the CID 269 FMI 3 is showing.
84
i01128202 Note: The GSC is usually programmed to treat a

fault with the sensor power supply (CID 269) as an
CID 269 FMI 4 Sensor Power alarm fault (P04 = 0). If the GSC is programmed
Supply Voltage Below Normal to shut down (P04 = 1) for a fault with the sensor
power supply, then the alarm codes key is not
- Test needed in order to view the CID FMI. The CID FMI
is automatically shown on the upper display.
harness connector (40 contact) is disconnected
from the GSC during these troubleshooting
procedures. Clear these created diagnostic codes
after the particular fault is corrected. In a properly
codes are recorded.

coolant)

Procedure

269 FMI 3.
• The voltage of the sensor power supply is less

than 7.5 DCV.

is pressed. Also, the ECS is in any position except
the OFF/RESET position. For an inactive fault, the
inactive fault, use the preceding system schematic.
See Testing And Adjusting, “Electrical Connector -
Inspect”. Clear the diagnostic code from the fault
g00596717
Illustration 45 log after troubleshooting is complete.
System Schematic For Sensor Power Supply
1. Check the GSC.
The EMCP II has an 8 DCV sensor supply from
the GSC that powers three engine sensors: the a. Disconnect the harness connector from the
fluid level sensor (engine coolant), the temperature GSC.
sensor (engine coolant), and the pressure sensor
(engine oil). The sensor power supply functions b. Turn the ECS to OFF/RESET and then turn the
whenever power is applied to the GSC. ECS to the STOP position.
c. Press the alarm codes key.
85
d. Observe the upper display in order to verify Expected Result: If the sensor is the cause
that the CID 269 FMI 4 is showing. of this diagnostic code, then CID 269 FMI 4
should NOT be showing when the sensor is
Expected Result: The CID 269 FMI 4 should disconnected.
NOT be showing.
Results:
Results:
• OK - The GSC is functioning properly. • OK - The CID 269 FMI 4 is NOT showing.
The engine coolant temperature sensor is
Therefore, the engine harness or a sensor faulty. Replace the sensor. STOP.
is faulty. Proceed to 2.
• NOT OK - The CID 269 FMI 4 is still
• NOT OK - The GSC is faulty, replace showing. The sensor is not the cause of this
the GSC. See Testing And Adjusting, diagnostic code. Proceed to 2.
Replace”. STOP. 4. Check the pressure sensor (engine oil).
2. Check the fluid level sensor (engine coolant). a. Turn the ECS to OFF/RESET.
a. Turn the ECS to OFF/RESET. b. Reconnect the harness connector to the GSC.
b. Reconnect the harness connector to the GSC. c. Disconnect the engine harness from the
pressure sensor (engine oil).
c. Disconnect the engine harness from the fluid
level sensor (engine coolant). d. Turn the ECS to STOP.
d. Turn the ECS to STOP. e. Press the alarm codes key.
e. Press the alarm codes key. f. Verify that CID 269 FMI 4 is showing.
f. Verify that CID 269 FMI 4 is showing. Expected Result: If the sensor is the cause
of this diagnostic code, then CID 269 FMI 4
Expected Result: If the sensor is the cause should NOT be showing when the sensor is
of this diagnostic code, then CID 269 FMI 4 disconnected.
should NOT be showing when the sensor is
disconnected. Results:
Results: • OK - The CID 269 FMI 4 is NOT showing.
The engine oil pressure sensor is faulty.
• OK - The CID 269 FMI 4 is NOT showing. Replace the sensor. STOP.
The engine coolant loss sensor is faulty.
Replace the sensor. STOP. • NOT OK - The CID 269 FMI 4 is still
showing. The sensor is not the cause of
• NOT OK - The CID 269 FMI 4 is still this diagnostic code. Therefore, the engine
showing. The sensor is not the cause of this harness has a short to ground (“B-”). Repair
diagnostic code. Proceed to 2. the engine harness. STOP.
3. Check the temperature sensor (engine

i01156724
coolant).
a. Turn the ECS to OFF/RESET. CID 330 FMI 7 Unexpected

Shutdown Improper
b. Reconnect the harness connector to the GSC.
Mechanical Response -
c. Disconnect the engine harness from the Test
temperature sensor (engine coolant).
SMCS Code: 4490-038
d. Turn the ECS to STOP.
e. Press the alarm codes key.
f. Verify that CID 269 FMI 4 is showing.
86
g00614755
Illustration 47
Fuel Control Relay For ETR Systems
Note: For Series 3408 and Series 3412 engines,

the AFCR should be connected to SR terminal 87
instead of the fuel solenoid, and provided with F16.
g00614752
Illustration 46
Schematic For Unexpected Shutdown
Note: A slave relay is used only on Series 3500

engines with a 2301A governor and no fuel shutoff
solenoid.
87
• The GSC indicates a CID 330 FMI 7 and the GSC

disables the engine from running.
Note: An unexpected shutdown fault will initiate a

signal from the shunt trip circuit breaker.

codes are recorded.

coolant)

Procedure

330 FMI 7:
• A component that is not under the control of the

GSC has caused an engine shutdown.
The GSC treats this diagnostic code as a shutdown

fault. Clear the diagnostic code from the fault log
Note: This procedure requires many voltage

g00614757
Illustration 48 measurements during simulated engine cranking.
Fuel Control Relay On ETS Systems The fuse for the starting motor F4 on the relay
module is removed in order to prevent the activation
The CID 330 alerts the operator that the GSC of the starting motor. Voltage measurements must
did not control the engine shutdown. The GSC be made quickly before the total cycle crank time
normally controls all engine shutdowns. If an outside (setpoint P17) elapses. The total cycle crank time
influence causes the engine to shut down, the has been defaulted to ninety seconds. See Systems
GSC indicates a CID 330. There is only one failure Operation, “Engine/Generator Programming OP5”. If
mode for a CID 330 and the mode is FMI 7 (faulty a voltage measurement takes too long (more than 90
mechanical response). seconds), the GSC indicates an overcrank fault. The
indicator for the overcrank shutdown will FLASH. In
The diagnostic code causes the following sequence order to continue with a voltage measurement, the
of events: overcrank fault must be reset by turning the ECS to
OFF/RESET. Then turn the ECS to START.
• On a running engine, the GSC detects that the
engine speed has dropped from the rated speed 1. Perform an initial check.
to 0 rpm when the GSC has not called for a
shutdown. Before proceeding with the troubleshooting
procedures, do the following steps:
• The GSC determines that no fault for the engine
speed sensor is present that explains the drop in
the speed signal.
88
a. Make sure that there are NO OTHER ACTIVE Expected Result: For 24 volt systems, the
FAULTS. Erroneous troubleshooting and system voltage should be from 24.8 to 29.5
needless replacement of parts can be caused DCV. For 32 volt systems, the system voltage
by a failure to check for other diagnostic should be from 33.1 to 39.3 DCV.
codes. The operator will make many voltage
measurements while the GSC is attempting Results:
to crank the engine. The GSC detects other
diagnostic codes. If the GSC detects other • OK - Proceed to 4.
diagnostic codes, the GSC will prevent the
starting of the engine by sending a signal that • NOT OK - System voltage is NOT correct.
turns off the fuel shutoff solenoid. Therefore, For troubleshooting, see the procedure for
this signal will shut down the engine. The system voltage. STOP.
resulting voltage measurements would be
exactly the opposite of what is expected in 4. Check Governor And Rack.
the procedures.
a. Remove fuse F4 from the relay module.
b. Check the fuel level and the fuel quality.
b. Prepare to monitor the movement of the
c. Check for a plugged fuel filter. governor linkage and the fuel rack.
d. Check for a plugged air filter. c. Turn the ECS to OFF/RESET and then to
START.
e. Refer to the Engine Service Manual if there
is an obvious engine fault. Also, refer to the d. Observe the governor and the fuel rack.
Engine Service Manual if there is an obvious
fault with the fuel system. Expected Result: The governor linkage and
fuel rack should move in the direction to turn
f. If the generator set is equipped with an on the fuel.
electronic governor, check the speed sensor.
Results:
g. Check the air shutoff solenoid for activation.
If the air shutoff solenoid is activated and the • OK - The fault is in the engine or fuel
air shutoff solenoid cannot be deactivated, system. Refer to the corresponding Engine
begin troubleshooting with 20. Otherwise Service Manual. STOP.
begin troubleshooting with 2.
2. Verify the diagnostic code.

• Not OK - Cannot see the governor linkage
and fuel rack move in the direction to turn
on the fuel. Proceed to 5 .
a. Observe the upper display. Check that the
CID 330 FMI 7 is showing. 5. Identify Fuel System. Determine the type of fuel
solenoid used on the genset: ETR (energize to
Expected Result: A CID 330 FMI 7 is showing run) or ETS (energize to shutoff). Refer to the
as an active fault. model number of the EMCP II on the inside
bottom of the control panel and to the 129-4053
Results: and 103-1582 print included within the panel to
identify the type of fuel solenoid.
• No - A CID 330 FMI 7 is NOT showing. No
active CID 330 FMI 7 exists. STOP. a. Check setpoint P01 for proper programming
(0=ETR, 1=ETS). See Systems Operation,
• Yes - Only a CID 330 FMI 7 is showing.
Proceed to 3. (If an inactive CID 330 FMI 7
is showing in the fault log, check the history Note: For Series 3500 product only, if an electronic
of the genset and proceed to 3.) governor is present and a fuel solenoid is not
present, go directly to 15.
3. Check the system voltage.
b.
a. Ensure that the engine is off. Measure the
system voltage at the battery. Make a note Expected Result: Setpoint P01 should be
of this measurement. The measurement for programmed to match the type of fuel
the system voltage is used for comparison in solenoid used on the genset.
future steps of this procedure.
89
Results: a. Prepare to measure the voltage from RM-15

to the B- terminal of the relay module.
• OK - Proceed to 6.
b. Turn the ECS to OFF/RESET and then to
• Not OK - Setpoint P01 is NOT programmed START.
correctly. Reprogram setpoint PO1, see See
Systems Operation, “Setpoint Programming c. At the relay module. measure the voltage from
OP5”. RM-15 to the B- terminal.
6. Check Voltage At Fuel Solenoid. Fuse F4 Expected Result: The voltage should be ±
remains removed from the relay module. 2.0 DCV of the system voltage previously
measured in 3.
a. Prepare to measure the voltage across the
terminals of the fuel solenoid on the engine. Results:
b. Turn the ECS to OFF/RESET and then to • OK - Therefore, there is an open circuit
START. between RM-15 of the relay module and
the fuel solenoid. Repair the circuit. See the
c. At the fuel solenoid, measure the voltage preceding System Schematic. STOP.
across the terminals.
• Not OK - Voltage is low. Proceed to 10.
Expected Result: For ETR fuel solenoids, the
voltage should be ± 2.0 DCV of the system 9. (ETR). Troubleshoot Blown Fuse. This Step
voltage measured in 3 . For ETS fuel solenoids, continues troubleshooting from 7. See the
the voltage should be from 0 to 2.0 DCV. “Main Chassis Wiring Diagram” in Testing and
Adjusting, “Schematics & Wiring Diagrams” for
Results: reference.
• OK - The fault is with the governor or fuel a. The ECS remains in the OFF/RESET position.
rack. If an electronic governor is present,
proceed to 15. Refer to the appropriate b. Remove the fuse that is blown.
Service Manual. STOP.
• If the blown fuse is F2, measure the
• Not OK (ETR type) - Voltage is low. Proceed resistance from RM-15 of the relay module
to 7. to battery negative (B-).
• Not OK (ETS type) - Voltage is high. • If the blown fuse is F10, measure the
Proceed to 13. resistance from RM-39 of the relay module
to battery negative (B-).
7. (ETR). Check Fuses.
• If the blown fuse is F16 (on the sub-panel),
a. Turn the ECS to OFF/RESET. measure the resistance from terminal 2
(load side) of the fuse holder to battery
b. Check fuses F2 and F10 on the relay module. negative (B-).
c. If the engine is a Series 3408 or Series 3412 Expected Result: For a fuse that is blowing,
and has the auxiliary fuel control relay (AFCR) the circuit resistance should be less than 3
installed, also check F16 on the rear inside ohms.
wall of the panel.
Results:
Expected Result: None of these fuses should
be blown (open). • OK - Resistance is greater than 3 ohms and
fuse is no longer blowing. Carefully check
Results: ALL wires connected to the appropriate
terminal of the relay module for abrasion or
• OK - Proceed to 8. worn spots in the insulation that could be
causing the short. Check wires in the panel,
• Not OK - One or more of the fuses are generator panel, and on the engine harness
blown. Proceed to 9. itself. Refer to the various wiring diagrams
as necessary. Repair or replace wiring as
8. (ETR). Check Voltage At Relay Module. Fuse F4 necessary. STOP.
remains removed from the relay module.
90
• Not OK - If a resistance is less than 3 ohms, a. Recheck the voltage on RM-15 of the relay
there is a short to battery negative (B-). module. See 8.
(NOTE: On some ETR fuel systems with a
dual coil fuel solenoid, the correct normal Expected Result: The voltage should be ±
resistance can measure less than 1 ohm.) 2.0 DCV of the system voltage previously
Remove one component or wire at a time measured in 3.
that is in series with the load side of the
fuse terminal until the faulty component or Results:
wire is isolated. Repair or replace faulty
component or wiring. STOP. • OK - The voltage is correct. There is
an open circuit between RM-15 of the
• Not OK - If a resistance is greater than 3 relay module and the fuel solenoid.
ohms and the fuse still blows when all wires Repair the wiring. See the “Main Chassis
are removed from the appropriate terminal, Wiring Diagram” in Testing and Adjusting,
replace the relay module. See Testing and “Schematics & Wiring Diagrams”. STOP.
Adjusting, “Relay Module - Replace”. STOP.
• Not OK - The voltage remains low,
10. (ETR). Check Low Voltage Condition. This replace the relay module. See Testing and
Step continues troubleshooting from 8. Fuse F4 Adjusting, “Relay Module - Replace”. STOP.
remains removed from the relay module. See
the “Main Chassis Wiring Diagram” in Testing 13. (ETS). Check Voltage At Relay Module. This
and Adjusting, “Schematics & Wiring Diagrams”. Step continues troubleshooting from 6. Fuse F4
Prepare to make voltage measurements at the remains removed from the relay module. Prepare
relay module. to measure the voltage at the relay module.
a. Turn the ECS to OFF/RESET and then to a. Turn the ECS to OFF/RESET and then to
START. START.
b. At the relay module, measure the voltage from b. At the relay module, measure the voltage from
RM-4 to the B- terminal and from RM-31 to RM-15 to the B- terminal.
the B- terminal.
Expected Result: The voltage should be from
Expected Result: 0 to 2.0 DCV.
Results: Results:
• OK - Proceed to Step 11. • OK - Voltage is correct. Therefore, a wire or

a component between RM-15 of the relay
• Not OK - Voltage is NOT correct. Check the module and the fuel solenoid is shorted
wiring and recheck the fuse F2. STOP. to battery positive (B+). Repair the circuit.
See the “Main Chassis Wiring Diagram”
11. (ETR) Check For Other Faults. in Testing and Adjusting, “Schematics &
Wiring Diagrams”. STOP.
a. Make sure that no other faults are active.
• Not OK - Voltage is high. Proceed to 14 .
b. Check the upper display for any active faults.
14. (ETS) Check FCR And EFCR. Fuse F4 remains
Expected Result: Only CID 330 FMI 7 is removed from the relay module.
active.
Results:
• OK - Only CID 330 FMI 7 is active. Proceed START.
to Step 12.
c. Make sure that “K7” is not shown on the lower
• Not OK - A fault other than CID 330 FMI 7 GSC display. If “K7” is showing, make sure
is active. Correct the other fault. Proceed that no other faults are active.
to the corresponding troubleshooting
procedure. STOP.
12. Recheck Voltage.
91
d. At the relay module, measure the resistance • OK - Supply voltage is correct. The fault
from RM-4 to RM-15. A measurement of less is in the electronic governor or actuator
than 100 ohms indicates there is a faulty system. For the 2301A governor, refer
component shorting RM-15 to RM-4. to module Systems Operation & Testing
and Adjusting, SENR4676. For the 2301A
e. Disconnect the wire from RM-4 of the relay load sharing governor, refer to module
module and watch for a change in resistance. Systems Operation & Testing and Adjusting,
SENR3585. For 524 and 1724 electrically
Expected Result: Both measurements should powered governor systems, refer to module
be greater than 10k ohms. General Service Information, SENR6430.
STOP.
Results:
• Not OK - Supply voltage is low. Check fuse
• OK - Both resistance measurements are F6 on the relay module and fuse F11 on the
greater than 10k ohms. Check for a short rear wall of the panel. If blown, proceed to
from battery positive (B+) to RM-15 of the 9. If fuse is OK, proceed to 16.
relay module. Repair the shorted wiring. If
the short is internal to the relay module, 16. Check Voltage At Relay Module. Fuse F4
replace the relay module. See Testing and remains removed from the relay module. Prepare
Adjusting, “Relay Module - Replace”. STOP. to make a voltage measurement at the relay
module.
• greater
Not OK - The resistance increases to
than 10k ohms as the wire on RM-4 a. Turn the ECS to OFF/RESET and then to
of the relay module is removed. Repair START.
the shorted wiring to the emergency fuel
control relay (EFCR) or replace the EFCR b. At the relay module, measure the voltage from
as necessary. STOP. RM-24 to the B- terminal of the relay module.
• Not OK - Resistance remains less than 100 Expected Result: The voltage should be ±
ohms. The short is internal to the relay 2.0 DCV of the system voltage previously
module. Replace the relay module. See measured in 3.
Testing and Adjusting, “Relay Module -
Replace”. STOP. Results:
15. Check Supply Voltage Of Electronic Governor. • OK - Voltage is correct. There is an open
This Step continues troubleshooting from 5 or 6 . between RM-24 of the relay module and
Fuse F4 remains removed from the relay module. the electronic governor. Check the wiring.
Prepare to make a voltage measurement from See the “Main Chassis Wiring Diagram”
the electronic governor to the relay module. in Testing and Adjusting, “Schematics &
a. Turn the ECS to OFF/RESET and then to
START. • Not OK - Voltage is low. Proceed to 17.
b. Measure the voltage from the positive supply 17. Check Low Voltage Condition. Fuse F4
terminal of the electronic governor to the B- remains removed from the relay module.
terminal of the relay module. See the “Main Chassis Wiring Diagram” in
Testing and Adjusting, “Schematics & Wiring
Expected Result: The voltage should be ± Diagrams” for reference. Prepare to make voltage
2.0 DCV of the system voltage previously measurements at the relay module.
measured in 3.
Results: START.
b. At the relay module, measure the voltage from

RM-8 to the B- terminal.
c. At the relay module, measure the voltage from

Expected Result: The voltage should be ±

2.0 DCV of the system voltage previously
measured in 3.
92
Results: Expected Result: The voltage should be from

0 to 2.0 DCV.
• OK - Voltage is correct. Proceed to Step 18 .
Results:
• Not OK - Voltage is not correct. Check the
wiring and recheck the fuse F6. STOP. • OK - Voltage is correct. If the air shutoff
remains tripped or cannot be reset, the
18. Check For Faults. fault is in the air shutoff. Refer to the Engine
b. Check the upper display for any active faults.
21. Check Voltage At Relay Module. Fuse F4
Expected Result: Only CID 330 FMI 7 is remains removed from the relay module. Prepare
active. to make a voltage measurement at the relay
module.
Results:
• OK - Only CID 330 FMI 7 is active. Proceed START.
to Step 19.
• Not OK - A fault other than CID 330 FMI 7
is active. Correct the other fault. Proceed
to the corresponding troubleshooting Expected Result: The voltage should be ±
procedure. STOP. 2.0 DCV of the system voltage previously
measured in 3.
19. Recheck The Voltage.
Results:
a. Recheck the voltage on RM-24 of the relay
module. See 16. • OK - The voltage is correct. A wire or a
component between RM-19 of the relay
Expected Result: The voltage should be ± module and the air shutoff solenoid is
2.0 DCV of the system voltage previously shorted to battery positive (B+). Repair
measured in Step 3. the circuit. See the “Main Chassis Wiring
Diagram” in Testing and Adjusting,
Results: “Schematics & Wiring Diagrams”. STOP.
• OK - The voltage is correct. There is • Not OK - The voltage is high. Proceed to 22 .
relay module and the fuel solenoid. 22. Check ASR. Fuse “F4” remains removed from
Repair the wiring. See the “Main Chassis the relay module.
Wiring Diagram” in Testing and Adjusting,
“Schematics & Wiring Diagrams”. STOP. a. Remove fuse F3 from the relay module.
• Not OK - The voltage remains low, b. Turn the ECS to OFF/RESET.

replace the relay module. See Testing and
Adjusting, “Relay Module - Replace”. STOP. c. Make sure that “K6” is not shown on the lower
GSC display. If “K6” is showing, make sure
20. Check Voltage At Air Shutoff Solenoid. Prepare that no other faults are active.
to make a voltage measurement at the air shutoff
solenoid (air solenoid may activate for as little as d. At the relay module, measure the resistance
15 seconds). from RM-5 to RM-19. A measurement of less
than 100 ohms indicates the air shutoff relay
a. Remove fuse F4 from the relay module. is shorted.
b. Turn the ECS to OFF/RESET and then to Expected Result: The resistance should be
START. greater than 10k ohms.
c. At the air shutoff solenoid, measure the Results:

voltage across the terminals of solenoid.
93
• OK - Resistance is greater than 10k ohms. The Engine Control Switch (ECS) is used by the
Check for a short from battery positive (B+) operator for manually controlling the engine. The
to RM-19 of the relay module. Repair the ECS has four positions and each position connects
shorted wiring. If the short is internal to the to a corresponding input of the GSC. The selected
relay module, replace the relay module. position of the ECS connects the corresponding
See Testing and Adjusting, “Relay Module - input of the GSC to ground (“B-”). At any time, only
Replace”. STOP. one of these four positions is connected to ground
(“B-”).
• Not OK - Resistance is less than 100 ohms.
The short is internal to the relay module. Each position of the ECS places the engine in a
Replace the relay module. See Testing and different mode. The following information contains
Adjusting, “Relay Module - Replace”. STOP. the four positions and the corresponding engine
modes.
i01158483
OFF/RESET – The engine is shut down and the
CID 331 FMI 2 Switch (Engine GSC is reset. The upper display and the fault
indicators on the left side are temporarily cleared.
Control) Incorrect Signal - Test The GSC turns OFF unless a jumper is installed
from terminal 6 of the ECS to terminal 9 of the ECS.
SMCS Code: 7332-038
AUTO – The engine will start when the customer’s
remote start/stop contact closes the start input
on the GSC to the ground (“B-”). the engine
will start. The engine starts when the customer
communication module (CCM) sends a remote start
command. At this time, the GSC starts the engine
and the engine runs normally until the remote
start/stop contact opens. The engine stops when
the customer communication module (CCM) sends
a remote signal to stop. Then, the engine enters a
time of cooldown before the engine is shut down.
The GSC shows faults on the upper display and on
the fault indicators as the faults occur. The GSC is
ON with the ECS in this position.
MAN/START – The engine starts and runs until

the operator turns the ECS to OFF/RESET, to
COOLDOWN/STOP or until the GSC detects a fault
shutdown. The GSC shows faults on the upper
display and on the fault indicators as the faults
occur. The GSC is ON with the ECS in this position.
COOLDOWN/STOP – The engine maintains rated

speed for the cooldown period (programmable 0
to 30 minutes). After the cooldown period elapses,
the engine is shut down. The GSC shows faults on
the upper display and on the fault indicators as the
faults occur. The GSC is ON with the ECS in this
position.
Note: The remote start/stop contacts are connected

to the GSC start input via the terminal TS1-14 in
the generator housing. Before troubleshooting,
disconnect the remote start contacts by removing
Illustration 49
g00616030 the wire from terminal TS1-14.
System Schematic For Engine Control Switch (ECS)
94
Note: Diagnostic codes are created when the c. For each position of the ECS, the
harness connector (40 contact) is disconnected corresponding contact of the GSC harness
from the GSC during these troubleshooting connector, is the only contact that is
procedures. Clear these created faults after the connected to ground (“B-”).
particular fault is corrected. In a properly operating
system, when the harness connector is removed d. Place the ECS in the OFF/RESET position.
from the GSC, the following diagnostic fault codes At the GSC harness connector, measure the
are recorded: resistance from contact 39 to the “B-” terminal
of the relay module. The resistance should be
• CID 100 FMI 3 pressure sensor (engine oil) 5 ohms or less. Measure the resistance from
contacts 32, 33 and 40 to the “B-” terminal.
• CID 110 FMI 3 temperature sensor (engine The resistance should be greater than 5000
coolant) ohms.
• CID 111 FMI 3 fluid level sensor (engine coolant) e. Place the ECS in the AUTO position. At
the GSC harness connector, measure the
• CID 190 FMI 3 speed sensor (engine) resistance from contact 40 to the “B-” terminal
• CID 331 FMI 2 switch (engine control) 5 ohms or less. Measure the resistance from
contacts 32, 33 and 39 to the “B-” terminal.
• CID 336 FMI 2 switch (engine control) The resistance should be greater than 5000
ohms.
Procedure
f. Place the ECS in the MAN/START position.
The following conditions could be a possible cause At the GSC harness connector, measure the
of this diagnostic code: resistance from contact 33 to the “B-” terminal
• None of the GSC inputs from the ECS are 5 ohms or less. Measure the resistance from
connected to ground. contacts 32, 39 and 40 to the “B-” terminal.
The resistance should be greater than 5000
• More than one of the GSC inputs from the ECS is ohms.
connected to ground (“B-”) at the same time.
g. Place the ECS in the COOLDOWN/STOP
The one exception is the start input. The start position. At the GSC harness connector,
input of the GSC is also connected to the remote measure the resistance from contact 32 to
start/stop contact. The start input is controlled the “B-” terminal of the relay module. The
by the customer. Therefore, the GSC accepts a resistance should be 5 ohms or less. Measure
connection to ground (“B-”) at the start input. This the resistance from contacts 33, 39 and 40 to
connection is accepted with a combination of any the “B-” terminal. The resistance should be
other input for the ECS. greater than 5000 ohms.
The CID 331 FMI 2 is the only fault for the ECS that Expected Result: For each measurement of
is detected by the GSC. Clear the diagnostic code steps 1.d, 1.e, 1.f and 1.g, the resistance
from the fault log after troubleshooting is complete. should be as stated in the step.
fault. Use these procedures for an active fault or Results:
an inactive fault.
• OK - All resistance measurements are
1. Check for an open circuit. correct. The circuits in the harness are
NOT open. To further check the harness,
When you are performing this step, see the go to Testing And Adjusting, “Electrical
preceding System Schematic. Connector - Inspect”. STOP.
a. If equipped, disconnect the remote start/stop • NOT OK - One or more of the resistance
contacts by removing the wire from terminal measurements are NOT correct. The ECS
TS1-14. Reconnect after troubleshooting is is faulty or the harness wiring with the
complete. incorrect resistance measurement is open.
Troubleshoot the ECS and/or repair the
b. Disconnect the harness connector from the faulty harness wiring between ground (“B-”)
GSC. and the GSC connector. STOP.
95
i01130287 The ALM communicates with the GSC by a serial

data link. When the data link malfunctions, all of the
CID 333 FMI 3 Alarm Module indicators on the ALM that are controlled by the
Control Voltage Above Normal data link, flash at a rate of .5 Hz.
- Test Note: The maximum number of modules that can

be connected to the serial data link is three. The
SMCS Code: 4490-038 maximum distance between a module and the
GSC is 305 m (1000 ft). If these specifications
are not met, there is a possibility for the ALM
indicators to flash. Also, there is a possibility for
the GSC to declare a diagnostic code of a CID
333. If the modules are not in compliance with
the specifications, reduce the number of modules
and/or shorten the distance to modules.

Clear these created faults after the particular fault is

coolant)


333 FMI 3.
• A short to the “B+” of the signal for the data is

present.
The GSC treats this diagnostic code as an alarm

Note: If a CID 333 FMI 3 is showing on the upper

display and no alarm module is installed, check for
g00481278
Illustration 50 a short. Check between the auxiliary terminal strip
Schematic For Alarm Module (ALM) and the GSC.
The alarm module (ALM) is available as an option. 1. Check the fault status (Active/Inactive).
The ALM can be mounted on the instrument panel.
The ALM can also be mounted at a distance as a. Turn the ECS to OFF/RESET and then turn the
a remote annunciator. The ALM is used to satisfy ECS to STOP.
requirements from customers and The National Fire
Protection Association (NFPA) by annunciating the b. Press the alarm codes key.
presence of a fault.
c. Verify that a CID 333 FMI 3 is showing.
96
d. If the diagnostic code is not showing, enter Expected Result: For 3.d , the voltage should
the service mode and view the fault log (OP1). be 11.6 ± 0.5 DCV. For 3.e , the voltage should
Verify that the diagnostic codes are showing. be changing constantly. The voltage should
change within the range of 0 to 5.5 DCV.
Expected Result: A CID 333 FMI 3 is showing
as active or inactive. Results:
Results: • correct.
OK - Both voltage measurements are
Proceed to 4.
• No - A CID 333 FMI 3 has not occurred (is
NOT active and is NOT inactive). STOP. • NOT OK - Voltage measured at the ALM is
NOT correct. Replace the ALM. STOP.
• Yes - A CID 333 FMI 3 is active. Proceed
to 2. • NOT OK - Voltage measured at the GSC is
NOT correct. Replace the GSC. STOP.
• Yes - A CID 333 FMI 3 is inactive. Proceed
to 4. 4. Check for a “B+” short in the harness.
2. Check the voltage of the signal for the data. a. Disconnect the harness connector from the
GSC.
a. Turn the ECS to STOP.
b. At the ALM, remove wire (18) from terminal 2.
b. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7 c. Measure the resistance from wire (18) at the
(negative meter lead). ALM to the battery (“B+”) at the relay module.
Expected Result: The voltage that is d. Also, measure the resistance from wire (18) at
measured should change constantly. The the ALM to ground (“B-”) at the relay module.
voltage should change within the range of 0
to 10 DCV. Expected Result: For each measurement,
the resistance should be greater than 20000
Results: ohms.
• OK - Voltage measurement is correct. Results:

Proceed to 4.
• terminals
OK - Check the electrical connectors,
• NOT OK - Voltage measurement is NOT and wiring. See Testing And
correct. Proceed to 3. Adjusting, “Electrical Connector - Inspect”.
If the indicators on the ALM still flash after
3. Check the voltage of the ALM and the GSC. the inspection, replace the ALM. STOP.
a. Turn the ECS to STOP. • NOT OK - One or both of the resistance

measurements are less than 20000 ohms.
b. At the ALM, remove wire (18) from terminal 2. The harness wiring with the incorrect
resistance measurement is shorted.
c. Disconnect the harness connector from the Troubleshoot and repair the faulty harness
GSC. wiring between the ALM and the GSC. See
the preceding System Schematic.
d. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7
(negative meter lead). The voltage should be
11.6 ± 0.5 DCV.
e. At the GSC, measure the DC voltage from

contact 35 of the GSC, to the ground (“B-”)
terminal of the relay module. The measured
voltage should change constantly. The voltage
should change within the range of 0 to 5.5
DCV.
97
i01130331 The ALM communicates with the GSC by a serial

data link. When the data link malfunctions, all of the
CID 333 FMI 4 Alarm Module indicators on the ALM that are controlled by the
Control Voltage Below Normal data link, flash at a rate of .5 Hz.
- Test Note: The maximum number of modules that can

be connected to the serial data link is three. The
SMCS Code: 4490-038 maximum distance between a module and the
GSC is 305 m (1000 ft). If these specifications
are not met, there is a possibility for the ALM
indicators to flash. Also, there is a possibility for
the GSC to declare a diagnostic code of a CID
333. If the modules are not in compliance with
the specifications, reduce the number of modules
and/or shorten the distance to modules.

Clear these created faults after the particular fault is

coolant)


333 FMI 4.
• A short to the “B-” of the signal for the data is

present.

Note: If a CID 333 FMI 4 is showing on the upper

display and no alarm module is installed, check for
g00481278
Illustration 51 a short. Check between the auxiliary terminal strip
Schematic For Alarm Module (ALM) and the GSC.
The alarm module (ALM) is available as an option. 1. Check the fault status (Active/Inactive).
The ALM can be mounted on the instrument panel.
The ALM can also be mounted at a distance as a. Turn the ECS to OFF/RESET and then turn the
a remote annunciator. The ALM is used to satisfy ECS to STOP.
requirements from customers and The National Fire
Protection Association (NFPA) by annunciating the b. Press the alarm codes key.
presence of a fault.
c. Verify that a CID 333 FMI 4 is showing.
98
d. If the diagnostic code is not showing, enter Expected Result: For 3.d , the voltage should
the service mode and view the fault log (OP1). be 11.6 ± 0.5 DCV. For 3.e , the voltage should
Verify that the diagnostic codes are showing. be changing constantly. The voltage should
Expected Result: A CID 333 FMI 4 is showing
as active or inactive. Results:
Results: • correct.
OK - Both voltage measurements are
Proceed to 4.
• No - A CID 333 FMI 4 has not occurred (is
NOT active and is NOT inactive). STOP. • NOT OK - Voltage measured at the ALM is
NOT correct. Replace the ALM. STOP.
• Yes - A CID 333 FMI 4 is active. Proceed
to 2. • NOT OK - Voltage measured at the GSC is
• Yes - A CID 333 FMI 4 is inactive. Proceed
to 4. 4. Check for a “B+” short in the harness.
2. Check the voltage of the signal for the data. a. Disconnect the harness connector from the
GSC.
a. Turn the ECS to STOP.
b. At the ALM, remove wire (18) from terminal 2.
b. At the ALM, measure the DC voltage from
terminal 2 (positive meter lead) to terminal 7 c. Measure the resistance from wire (18) at the
(negative meter lead). ALM to the battery (“B+”) at the relay module.
Expected Result: The voltage that is d. Also, measure the resistance from wire (18) at
measured should change constantly. The the ALM to ground (“B-”) at the relay module.
voltage should change within the range of 0
to 10 DCV. Expected Result: For each measurement,
the resistance should be greater than 20000
Results: ohms.
• OK - Voltage measurement is correct. Results:

Proceed to 4.
• terminals
OK - Check the electrical connectors,
• NOT OK - Voltage measurement is NOT and wiring. See Testing And
correct. Proceed to 3. Adjusting, “Electrical Connector - Inspect”.
If the indicators on the ALM still flash after
3. Check the voltage of the ALM and the GSC. the inspection, replace the ALM. STOP.
a. Turn the ECS to STOP. • NOT OK - One or both of the resistance

measurements are less than 20000 ohms.
b. At the ALM, remove wire (18) from terminal 2. The harness wiring with the incorrect
resistance measurement is shorted.
c. Disconnect the harness connector from the Troubleshoot and repair the faulty harness
GSC. wiring between the ALM and the GSC. See
the preceding System Schematic.
d. At the ALM, measure the DC voltage from
(negative meter lead). The voltage should be
11.6 ± 0.5 DCV.
e. At the GSC, measure the DC voltage from

contact 35 of the GSC, to the ground (“B-”)
terminal of the relay module. The measured
voltage should change constantly. The voltage
should change within the range of 0 to 5.5
DCV.
99
i01158789 Procedure
CID 334 FMI 3 Spare Output The following condition could be a possible cause
Voltage Above Normal - Test of a CID 334 FMI 3.
SMCS Code: 4490-038 • A short to the battery (“B+”) of the signal for the
spare output is present.
The spare output of the GSC can be programmed
as a high/low logic signal for customer devices. Troubleshooting of a spare output fault is direct. The
Also, the spare output can be programmed as a FMI defines the diagnostic code. FMI 3 is a short to
serial data link for operating the relay driver module the +battery. In order to find the exact cause of the
(RDM). diagnostic code, use the following information: the
FMI, the system schematic for the spare output, and
When you are troubleshooting CID 334, it is the documentation that is provided by the dealer
necessary to determine the setting of the spare and/or the customer
output. Setpoint SP11 is used to program the spare
output. See Systems Operation, “Spare Input/Output Serial Data Link
Programming OP6”.
• SP11 = 1 through 8, for high/low logic.
• SP11 = 9, for serial data link.

If necessary, check the setpoint SP11 in order
to determine the operation of the spare output.
Perform the corresponding procedure that follows.
High/Low Logic Circuit
g00487533
Illustration 52
System Schematic For Spare Output
When used as a high/low logic circuit.
The spare output on the GSC is strictly used for

the customer. The spare output is programmed
to activate under a variety of conditions. The
default is set for the output to activate when the
g00487536
engine is in the cooldown (SP11 = 7). The GSC Illustration 53
treats this diagnostic code as a alarm fault. For System Schematic For Spare Output
more information, see Systems Operation, “Spare When used as a serial data link.
Input/Output
of documentingProgramming OP6”.to
any connections The
thisresponsibility
spare output The GSC communicates with the relay driver
falls on the customer and/or the dealer. Also, The module (RDM) by a serial data link. The serial data
responsibility of troubleshooting any connections link is enabled when the setpoint SP11 is 9. For
to this spare output falls on the customer and/or more information, see Systems Operation, “Spare
the dealer. Input/Output Programming OP6”.
The voltage on the spare output is approximately Note: Earlier 103-6177, 113-4500, 117-6200,
3.0 DCV when the spare output is not active. The 120-6880 , 123-6004 and 136-3870 EMCP
voltage is approximately 3.0 DCV when there are no Electronic Controls do not have the RDM serial data
connections to the spare output. When the spare link capability.
output is active, the voltage on the spare output is
approximately 0 volts. The spare output is capable
of drawing (sinking) approximately 100 mA.
100
When the data link malfunctions, R1 output (terminal Results:

2 of the RDM) will be activated on and off at a rate
of 0.5 Hz. Relays “R2” through “R9” will maintain the • OK - The voltage measurement is correct.
current states or the relays will default to off. This is Proceed to 3.
controlled by a jumper between terminals 6 and 7 of
the RDM. If a jumper is NOT present when the serial • NOT OK - The voltage measurement is NOT
data link has a fault, the relay outputs (“R2” through correct. Proceed to 2.
“R9”) will maintain the current states. If the jumper
is present, “R2” through “R9” will default to OFF. 2. Check the voltage of RDM and the GSC.
Note: The maximum distance between a module a. At the RDM, disconnect all wires from
and the GSC is 305 m (1000 ft). If this specification terminal 4.
is not met, it is possible for the data link to
malfunction. Also, a diagnostic code of CID 334 b. Disconnect the harness connector from the
could occur. If the distance is not in compliance GSC.
with the specification, shorten the distance between
the RDM and the GSC. c. At the RDM, measure the DC voltage from
terminal 4 (positive meter lead) to terminal
Note: Faults are created when the harness 7 (negative meter lead). Voltage should be
connector (40 contact) is disconnected from the 11.6 ± 0.5 DCV.
Clear these created diagnostic codes after the d. Measure the voltage from the contact 36 of
particular diagnostic code is corrected. In a the GSC to the ground (“B-”) terminal of the
properly operating system, when the harness relay module. The voltage should change
connector is removed from the GSC, the following constantly. The voltage should change within
diagnostic codes are recorded: the range of 0 to 5.5 DCV.
• CID 100 FMI 2 pressure sensor (engine oil) Expected Result: For 2.c , the voltage should
be 11.6 ± 0.5 DCV. For 2.d, the voltage
• CID 110 FMI 2 temperature sensor (engine should change constantly. The voltage should
coolant) change within the range of 0 to 5.5 DCV.
• CID 111 FMI 3 fluid level sensor (engine coolant) Results:
• CID 190 FMI 3 speed sensor (engine) • OK - Both voltage measurements are
correct. Proceed to 3.
• NOT OK - Voltage measured at the RDM is
Procedure NOT correct. Replace the RDM. STOP.
The following condition could be a possible cause • NOT OK - Voltage measured at the GSC is
of a CID 334 FMI 3. NOT correct. Replace the GSC. STOP.
• A short to the + battery of the signal for the data 3. Check for the short in the harness.
is present.
The GSC is not able to detect an open circuit GSC.
condition of the data link for the relay driver module.
Clear the diagnostic code from the fault log after b. At the RDM, remove wire 1-PK from terminal 4.
troubleshooting is complete.
c. Measure the resistance from the wire at
1. Check the voltage of the signal for the data. RDM terminal 4 to the positive battery (“B+”)
terminal of the relay module on the rear of
a. At the RDM, measure the DC voltage from the GSC.
(negative meter lead). d. Measure the resistance from the wire at RDM
terminal 4 to ground (“B-”) terminal of the
Expected Result: The voltage should change relay module on the rear of the GSC.
constantly. The voltage should change within
the range of 0 to 10 DCV. Expected Result: Both measurements should
be greater than 20000 ohms.
101
Results: The spare output on the GSC is strictly used for

the customer. The spare output is programmed
• OK - Both resistance measurements are to activate under a variety of conditions. The
correct. Check the electrical connectors, default is set for the output to activate when the
terminals and wiring. See Testing And engine is in the cooldown (SP11 = 7). The GSC
Adjusting, “Electrical Connector - Inspect”. treats this diagnostic code as a alarm fault. For
If the diagnostic code still exists after the more information, see Systems Operation, “Spare
inspection, replace the RDM. STOP. Input/Output Programming OP6”. The responsibility
of documenting any connections to this spare output
• NOT OK - Either one or both of the falls on the customer and/or the dealer. Also, The
resistance measurements are NOT correct. responsibility of troubleshooting any connections
The harness wiring with the incorrect to this spare output falls on the customer and/or
resistance measurement is shorted. the dealer.
Troubleshoot and repair the faulty harness
wiring between the RDM and the GSC. See The voltage on the spare output is approximately
the preceding System Schematic. STOP. 3.0 DCV when the spare output is not active. The
voltage is approximately 3.0 DCV when there are no
connections to the spare output. When the spare
i01158871
output is active, the voltage on the spare output is
CID 334 FMI 4 Spare Output approximately 0 volts. The spare output is capable
of drawing (sinking) approximately 100 mA.
Voltage Below Normal - Test Procedure

SMCS Code: 4490-038
The following condition could be a possible cause
The spare output of the GSC can be programmed of a CID 334 FMI 4.
as a high/low logic signal for customer devices.
Also, the spare output can be programmed as a • A short to the ground (“B-”) of the signal for the
serial data link for operating the relay driver module spare output is present.
(RDM).
Troubleshooting of a spare output fault is direct. The
When you are troubleshooting CID 334, it is FMI defines the diagnostic code. FMI 4 is a short
necessary to determine the setting of the spare to ground. In order to find the exact cause of the
output. Setpoint SP11 is used to program the spare diagnostic code, use the following information: the
output. See Systems Operation, “Spare Input/Output FMI, the system schematic for the spare output, and
Programming OP6”. the documentation that is provided by the dealer
and/or the customer
• SP11 = 1 through 8, for high/low logic.
• SP11 = 9, for serial data link.
If necessary, check the setpoint SP11 in order
to determine the operation of the spare output.
Perform the corresponding procedure that follows.
High/Low Logic Circuit
g00487533
Illustration 54
System Schematic For Spare Output
When used as a high/low logic circuit.
102
Serial Data Link Note: Faults are created when the harness
Clear these created diagnostic codes after the
particular diagnostic code is corrected. In a
properly operating system, when the harness
connector is removed from the GSC, the following
diagnostic codes are recorded:
coolant)

Procedure
The following condition could be a possible cause

of a CID 334 FMI 4.
• A short to the ground of the signal for the data

is present.
The GSC is not able to detect an open circuit

g00487536
Illustration 55 condition of the data link for the relay driver module.
System Schematic For Spare Output Clear the diagnostic code from the fault log after
When used as a serial data link. troubleshooting is complete.
The GSC communicates with the relay driver 1. Check the voltage of the signal for the data.
module (RDM) by a serial data link. The serial data
link is enabled when the setpoint SP11 is 9. For a. At the RDM, measure the DC voltage from
more information, see Systems Operation, “Spare terminal 4 (positive meter lead) to terminal 7
Input/Output Programming OP6”. (negative meter lead).
Note: Earlier 103-6177, 113-4500, 117-6200, Expected Result: The voltage should change
120-6880 , 123-6004 and 136-3870 EMCP constantly. The voltage should change within
Electronic Controls do not have the RDM serial data the range of 0 to 10 DCV.
link capability.
Results:
When the data link malfunctions, R1 output (terminal
2 of the RDM) will be activated on and off at a rate • OK - The voltage measurement is correct.
of 0.5 Hz. Relays “R2” through “R9” will maintain the Proceed to 3.
current states or the relays will default to off. This is
controlled by a jumper between terminals 6 and 7 of • NOT OK - The voltage measurement is NOT
the RDM. If a jumper is NOT present when the serial correct. Proceed to 2.
data link has a fault, the relay outputs (“R2” through
“R9”) will maintain the current states. If the jumper 2. Check the voltage of RDM and the GSC.
is present, “R2” through “R9” will default to OFF.
a. At the RDM, disconnect all wires from
Note: The maximum distance between a module terminal 4.
and the GSC is 305 m (1000 ft). If this specification
is not met, it is possible for the data link to b. Disconnect the harness connector from the
malfunction. Also, a diagnostic code of CID 334 GSC.
could occur. If the distance is not in compliance
with the specification, shorten the distance between
the RDM and the GSC.
103
c. At the RDM, measure the DC voltage from i01158660

terminal 4 (positive meter lead) to terminal
7 (negative meter lead). Voltage should be CID 336 FMI 2 Switch (Engine
11.6 ± 0.5 DCV. Control) Incorrect Signal - Test
d. Measure the voltage from the contact 36 of SMCS Code: 7332-038
the GSC to the ground (“B-”) terminal of the
relay module. The voltage should change
constantly. The voltage should change within
the range of 0 to 5.5 DCV.
Expected Result: For 2.c , the voltage should

be 11.6 ± 0.5 DCV. For 2.d, the voltage
should change constantly. The voltage should
Results:
• OK - Both voltage measurements are

correct. Proceed to 3.
• NOT OK - Voltage measured at the RDM is

NOT correct. Replace the RDM. STOP.
• NOT OK - Voltage measured at the GSC is

3. Check for the short in the harness.

GSC.
b. At the RDM, remove wire 1-PK from terminal 4.
c. Measure the resistance from the wire at

RDM terminal 4 to the positive battery (“B+”)
terminal of the relay module on the rear of
the GSC.
d. Measure the resistance from the wire at RDM

terminal 4 to ground (“B-”) terminal of the g00616030
relay module on the rear of the GSC. Illustration 56
System Schematic For Engine Control Switch (ECS)
Expected Result: Both measurements should
be greater than 20000 ohms. The Engine Control Switch (ECS) is used by the
operator for manually controlling the engine. The
Results: ECS has four positions and each position connects
to a corresponding input of the GSC. The selected
• OK - Both resistance measurements are position of the ECS connects the corresponding
correct. Check the electrical connectors, input of the GSC to ground (“B-”). At any time, only
terminals and wiring. See Testing And one of these four positions is connected to ground
Adjusting, “Electrical Connector - Inspect”. (“B-”).
If the diagnostic code still exists after the
inspection, replace the RDM. STOP. Each position of the ECS places the engine in a
different mode. The following information contains
• NOT OK - Either one or both of the the four positions and the corresponding engine
resistance measurements are NOT correct. modes.
The harness wiring with the incorrect
resistance measurement is shorted. OFF/RESET – The engine is shut down and the
Troubleshoot and repair the faulty harness GSC is reset. The upper display and the fault
wiring between the RDM and the GSC. See indicators on the left side are temporarily cleared.
the preceding System Schematic. STOP. The GSC turns OFF unless a jumper is installed
from terminal 6 of the ECS to terminal 9 of the ECS.
104
AUTO – The engine will start when the customer’s The following conditions could be a possible cause
remote start/stop contact closes the start input of this diagnostic code:
on the GSC to the ground (“B-”). the engine
will start. The engine starts when the customer • None of the GSC inputs from the ECS are
communication module (CCM) sends a remote start connected to ground.
command. At this time, the GSC starts the engine
and the engine runs normally until the remote • More than one of the GSC inputs from the ECS is
start/stop contact opens. The engine stops when connected to ground (“B-”) at the same time.
the customer communication module (CCM) sends
a remote signal to stop. Then, the engine enters a The one exception is the start input. The start
time of cooldown before the engine is shut down. input of the GSC is also connected to the remote
The GSC shows faults on the upper display and on start/stop contact. The start input is controlled
the fault indicators as the faults occur. The GSC is by the customer. Therefore, the GSC accepts a
ON with the ECS in this position. connection to ground (“B-”) at the start input. This
connection is accepted with a combination of any
MAN/START – The engine starts and runs until other input for the ECS.
the operator turns the ECS to OFF/RESET, to
COOLDOWN/STOP or until the GSC detects a fault The CID 336 FMI 2 is the only fault for the ECS that
shutdown. The GSC shows faults on the upper is detected by the GSC. Clear the diagnostic code
display and on the fault indicators as the faults from the fault log after troubleshooting is complete.
occur. The GSC is ON with the ECS in this position. The GSC treats this diagnostic code as a shutdown
fault. Use these procedures for an active fault or
COOLDOWN/STOP – The engine maintains rated an inactive fault.
speed for the cooldown period (programmable 0
to 30 minutes). After the cooldown period elapses, 1. Check for an open circuit.
the engine is shut down. The GSC shows faults on
the upper display and on the fault indicators as the When you are performing this step, see the
faults occur. The GSC is ON with the ECS in this preceding System Schematic.
position.
a. If equipped, disconnect the remote start/stop
Note: The remote start/stop contacts are connected contacts by removing the wire from terminal
to the GSC start input via the terminal TS1-14 in TS1-14. Reconnect after troubleshooting is
the generator housing. Before troubleshooting, complete.
disconnect the remote start contacts by removing
the wire from terminal TS1-14. b. Disconnect the harness connector from the
GSC.
harness connector (40 contact) is disconnected c. For each position of the ECS, the
from the GSC during these troubleshooting corresponding contact of the GSC harness
procedures. Clear these created faults after the connector, is the only contact that is
particular fault is corrected. In a properly operating connected to ground (“B-”).
system, when the harness connector is removed
from the GSC, the following diagnostic fault codes d. Place the ECS in the OFF/RESET position.
are recorded: At the GSC harness connector, measure the
resistance from contact 39 to the “B-” terminal
• CID 100 FMI 3 pressure sensor (engine oil) of the relay module. The resistance should be
5 ohms or less. Measure the resistance from
• CID 110 FMI 3 temperature sensor (engine contacts 32, 33 and 40 to the “B-” terminal.
coolant) The resistance should be greater than 5000
ohms.
e. Place the ECS in the AUTO position. At
• CID 190 FMI 3 speed sensor (engine) the GSC harness connector, measure the
resistance from contact 40 to the “B-” terminal
• CID 331 FMI 2 switch (engine control) of the relay module. The resistance should be
• CID 336 FMI 2 switch (engine control) contacts 32, 33 and 39 to the “B-” terminal.
Procedure ohms.
105
f. Place the ECS in the MAN/START position. i01623391

At the GSC harness connector, measure the
resistance from contact 33 to the “B-” terminal CID 441 FMI 12 Electronic
of the relay module. The resistance should be Governor Relay Failed - Test
contacts 32, 39 and 40 to the “B-” terminal. SMCS Code: 4490-038-R7
ohms.
g. Place the ECS in the COOLDOWN/STOP
position. At the GSC harness connector,
measure the resistance from contact 32 to
the “B-” terminal of the relay module. The
resistance should be 5 ohms or less. Measure
the resistance from contacts 33, 39 and 40 to
the “B-” terminal. The resistance should be
greater than 5000 ohms.
Expected Result: For each measurement of

steps 1.d, 1.e, 1.f and 1.g, the resistance
should be as stated in the step.
Results:

correct. The circuits in the harness are
NOT open. To further check the harness,
go to Testing And Adjusting, “Electrical g00616394
Illustration 57
Connector - Inspect”. STOP.
Schematic Of The Electronic Governor Relay
• NOT OK - One or more of the resistance
measurements are NOT correct. The ECS The GSC uses the electronic governor relay (EGR)
is faulty or the harness wiring with the to activate the close-for-rated speed contacts of
incorrect resistance measurement is open. the electronic governor. When this occurs, the
Troubleshoot the ECS and/or repair the electronic governor increases the engine speed
faulty harness wiring between ground (“B-”) from idle
output to rated.
is rated at 1The electronic
amp. The EGRgovernor relay
is located within
and the GSC connector. STOP.
the relay module.
When engine oil pressure is greater than the

setpoint for low oil pressure shutdown at idle speed
(P14), the GSC activates the EGR. (Also, “K1” is
showing on the lower display.) This closes the
relay contacts of the EGR and tells the electronic
governor to go to rated engine speed.
When engine oil pressure is less than the setpoint

for low oil pressure shutdown at idle speed (P14),
the GSC does not activate the EGR. (Also, “K1” is
not showing
relay onofthe
contacts thelower
EGRdisplay.)
and tellsThis opens the
the electronic
governor to go to idle engine speed.
Note: Whenever the GSC activates or attempts

to activate the EGR, “K1” is shown on the lower
display. When the EGR is not activated, “K1” is not
shown.
The possible cause of a CID 441 FMI 12 fault is:
• An open or shorted coil of the EGR.

The system response to this fault is:
106
• If a CID 441 fault occurs while the EGR is c. Check the cable that attaches the relay
activated, then the engine speed drops from module to the GSC.
rated to idle speed (if equipped with an electronic
governor). Expected Result: The cable should be firmly
seated in the connector. The clamp should be
• If a CID 441 fault occurs while the EGR is not in place. The cable should not be damaged.
activated, then the engine is able to start and run,
but can not reach rated speed (if equipped with Results:
an electronic governor).
• OK - Reassemble the relay module to the
The GSC treats a CID 441 fault as an alarm fault. GSC. Proceed to 3.
Active alarm faults are shown on the display when
the alarm codes key is pressed and the ECS • NOT OK - Replace the connector clamp if it
switch is in any position except the OFF/RESET is missing. If the cable is damaged, replace
position. Clear the fault from the fault log after the GSC. STOP.
3. Perform a functional check for the OSR.
This troubleshooting procedure is for an active or
inactive CID 441 fault. a. Turn the ECS to OFF/RESET.
1. Check the status of the diagnostic code b. Disconnect all wires from RM-13 and RM-14
(Active/Inactive). of the relay module.
a. Turn the ECS to OFF/RESET and then turn the c. At the relay module, measure the resistance
ECS to STOP. from RM-13 to RM-14. Resistance should be
b. Press the alarm codes key.
d. Start the engine. Make sure that the engine oil
c. Observe the upper display. Check that the pressure is greater than the setpoint for low
diagnostic code is showing. oil pressure shutdown at idle speed (P14).
d. If the diagnostic code is not showing, enter e. At the relay module, measure the resistance
the service mode. View the fault log (OP1). from RM-13 to RM-14. Resistance should be
Check that the diagnostic code is showing. less than 5 ohms.
Expected Result: A CID 441 FMI 12 is Expected Result: For 3.c, the resistance
showing as a active fault or an inactive fault. should be greater than 5000 ohms. For 3.e,
the resistance should be less than 5 ohms.
Results:
Results:
• No - A CID 441 FMI 12 has not occurred.
STOP. • OK - It is likely that a temporary bad
electrical connection existed and this
• Yes - A CID 441 FMI 12 is active or inactive. troubleshooting procedure corrected it.
Proceed to 2. Check the electrical connectors, terminals
and wiring. See Testing And Adjusting,
2. Check internal cable of relay module. “Electrical Connector - Inspect”. STOP.
Note: Only open the relay module in a dry • NOT OK - Either one of the resistance
environment. If the inspection takes more than measurements are NOT correct. The relay
twenty minutes replace the desiccant bag in the module is faulty. Replace the relay module.
GSC housing. See Testing And Adjusting, “Relay See Testing And Adjusting, “Relay Module -
Module - Replace”. Replace”. STOP.
b. Temporarily, remove the relay module from

the GSC. See Testing And Adjusting, “Relay
Module - Replace”.
107
i01109432 • If a CID 442 occurs, then the GFR cannot activate
the shunt trip coil of the optional circuit breaker.
CID 442 FMI 12 Generator Fault The generator remains on-line.
Relay Failed - Test
The GSC treats a CID 442 as an alarm fault.
SMCS Code: 4490-038-R7 Active alarm faults are shown on the display
when the alarm codes key is pressed. Also, the
active alarm faults are shown when the ECS is
in any position except the OFF/RESET position.
1. Check the status of the diagnostic code

(Active/Inactive).

ECS to STOP.
c. Observe the upper display. Check that the

diagnostic code is showing.
d. If the diagnostic code is not showing, enter
the service mode. View the fault log (OP1).
Check that the diagnostic code is showing.
g00487968 Expected Result: A CID 442 FMI 12 is

Illustration 58
showing as a active fault or an inactive fault.
System Schematic For Generator Fault Relay (GFR)
Results:
The GSC uses the generator fault relay (GFR) to
activate the shunt trip coil of the optional circuit • No - A CID 442 FMI 12 has not occurred
breaker during a shutdown fault. This circuit breaker (NOT active and NOT inactive). STOP.
takes the generator off the line during a shutdown
fault. The GFR
The optional is located
circuit within
breaker the relay
is located in module.
the • Yes - A CID 442 FMI 12 is active or inactive.
Proceed to 2.
generator housing and the shunt trip coil is located
within the circuit breaker. 2. Check internal cable of relay module.
Note: Whenever the GSC activates the GFR, “K2” Note: Only open the relay module in a dry
is shown on the lower display. “K2” is also shown environment. If the inspection takes more than
on the lower display when the GSC attempts to twenty minutes replace the desiccant bag in the
activate the GFR. When the GFR is not activated, GSC housing. See Testing And Adjusting, “Relay
“K2” is not shown. Module - Replace”.
Procedure a. Turn the ECS to OFF/RESET.

The possible cause of this diagnostic code is an b. Temporarily, remove the relay module from
open coil or a shorted coil of the GFR. the GSC. See Testing And Adjusting, “Relay
Module Replace”.
The following response is the system response to
this fault while the GFR is activated: c. Check the cable that attaches the relay
module to the GSC.
• If a CID 442 occurs, then there is no effect on
the system because the optional circuit breaker Expected Result: The cable should be firmly
is already open. Also, the shutdown mode is seated in the connector. The clamp should be
functioning. The generator is already off the line. in place. The cable should not be damaged.
The following response is the system response Results:

to this fault while the GFR is not activated and a
shutdown fault occurs: • OK - Reassemble the relay module to the
GSC. Proceed to 3.
108
• NOT OK - Replace the connector clamp if it i01159162

is missing. If the cable is damaged, replace
the GSC. STOP. CID 443 FMI 12 Crank
Termination Relay Failed -
3. Perform a functional check for the GFR.
Test
SMCS Code: 4490-038-R7
b. Disconnect all wires from RM-22 of the relay
module.
c. At the relay module, measure the resistance

from RM-22 to RM-7. Resistance should be
d. Turn the ECS to STOP and push in the

emergency stop button.
e. At the relay module, measure the resistance

less than 5 ohms.
Expected Result: For 3.c, the resistance

should be greater than 5000 ohms. For 3.e,
Results:
• OK - It is likely that a temporary bad

electrical connection existed and this g00488088
Illustration 59
troubleshooting procedure corrected it. System Schematic For Crank Termination Relay (CTR)
Check the electrical connectors, terminals
and wiring. See Testing And Adjusting, The GSC uses the crank termination relay (CTR) to
“Electrical Connector - Inspect”. STOP. activate the optional auxiliary relay (AUXREL). The
CTR is located within the relay module. The AUXREL
• NOT OK - Either one of the resistance
measurements are NOT correct. The relay
is located on the subpanel within the control panel.
module is faulty. Replace the relay module. The CTR is used to indicate that the engine
See Testing And Adjusting, “Relay Module - is beginning to run without cranking. The GSC
Replace”. STOP. activates the CTR when the engine speed is greater
than the crank terminate setpoint. (Setpoint P11
should be 400 RPM.) Also, the GSC activates
the CTR when the starting motor relay has been
deactivated. The CTR deactivates when the engine
RPM reaches 0.
Note: Whenever the GSC activates the CTR, “K3”

is shown on the lower display. “K3” is also shown
on the lower display when the GSC attempts to
activate the crank terminate relay. When the CTR is
not activated, “K3” is not shown.
Procedure
The possible cause of this diagnostic code is an

open coil or a shorted coil of the CTR.

this fault while the CTR is activated:
109
• If a CID 443 occurs while the CTR is activated, b. Temporarily, remove the relay module from
then the engine continues to run and the AUXREL the GSC. See Testing And Adjusting, “Relay
is deactivated and the governor switch is Module Replace”.
deactivated.
c. Check the cable that attaches the relay
• If a CID 443 occurs while the CTR is not activated, module to the GSC.
then the engine is ablr to start and run, but
the AUXREL and the governor switch are not Expected Result: The cable should be firmly
activated. seated in the connector. The clamp should be
in place. The cable should not be damaged.
this fault while the CTR is not activated: Results:
• If a CID 443 occurs, then the engine is able to • OK - Reassemble the relay module to the
start and the engine can run. The AUXREL is not GSC. Proceed to 3.
activated.
• NOT OK - Replace the connector clamp if it
The GSC treats a CID 443 as an alarm fault. is missing. If the cable is damaged, replace
Active alarm faults are shown on the display the GSC. STOP.
active alarm faults are shown when the ECS is 3. Perform a functional check for the CTR.
Clear the diagnostic code from the fault log after a. Turn the ECS to OFF/RESET.
1. Check the status of the diagnostic code module.
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the from RM-16 to RM-3. Resistance should be
ECS to STOP. greater than 5000 ohms.
b. Press the alarm codes key. d. Start the engine. Make sure that the engine
speed is greater than the setpoint for crank
c. Observe the upper display. Check that aCID termination (P11).
443 FMI 12 is showing.
e. At the relay module, measure the resistance
d. If the diagnostic code is not showing, enter from RM-16 to RM-3. Resistance should be
the service mode. View the fault log (OP1). less than 5 ohms.
Check that the diagnostic code is showing.
Expected Result: A CID 443 FMI 12 is should be greater than 5000 ohms. For 3.e,
showing as a active fault or an inactive fault. the resistance should be less than 5 ohms.
Results: Results:
• No - A CID 443 FMI 12 has not occurred. • OK - It is likely that a temporary bad
STOP. electrical connection existed and this
troubleshooting procedure corrected it.
• Yes - A CID 443 FMI 12 is active or inactive. Check the electrical connectors, terminals
Proceed to 2. and wiring. See Testing And Adjusting,
“Electrical Connector - Inspect”. STOP.
2. Check internal cable of relay module.
Note: Only open the relay module in a dry measurements are NOT correct. The relay
environment. If the inspection takes more than module is faulty. Replace the relay module.
twenty minutes replace the desiccant bag in the See Testing And Adjusting, “Relay Module -
GSC housing. See Testing And Adjusting, “Relay Replace”. STOP.
Module Replace”.
110
i01159186
CID 444 FMI 12 Starting Motor

Relay Failed - Test
SMCS Code: 4490-038-R7
g00616492
Illustration 60
Schematic Of The Starting Motor Relay
The GSC uses the starting motor relay (SMR) to Note: On the earlier 103-1582 EMCP II Control
activate the following components: the starting Panel (Chart), the SMR NC contacts were used
motor magnetic switches (“SMMS1” and “SMMS2”), to turn off the optional battery charger during
Start Aid Switch (3500 Only), and the optional activation of the starting motor magnetic switch.
prelube pump. The SMR is located within the relay
module. “SMMS1” and “SMMS2” are located on the Note: Whenever the GSC activates the SMR, “K4”
subpanel within the control panel. is shown on the lower display. “K4” is also shown
activate the crank terminate relay. When the SMR is
111
Procedure Note: Only open the relay module in a dry

environment. If the inspection takes more than
The possible cause of this diagnostic code is an twenty minutes replace the desiccant bag in the
open coil or a shorted coil of the SMR. GSC housing. See Testing And Adjusting, “Relay
this fault while the SMR is activated: a. Turn the ECS to OFF/RESET.
• If a CID 444 occurs, then the following events take b. Temporarily, remove the relay module from
place: the engine stops cranking, the prelube the GSC. See Testing And Adjusting, “Relay
pump is disabled, and the “AUTO” position of Module - Replace”.
the starting aid switch is disabled. The battery
charger will continue to function. c. Check the cable that attaches the relay
module to the GSC.
this fault while the SMR is not activated: Expected Result: The cable should be firmly
• If a CID 444 occurs, then the following events in place. The cable should not be damaged.
take place: the engine cannot crank, the engine
cannot start, the prelube pump is disabled, and Results:
the “AUTO” position of the starting aid switch is
disabled. The battery charger will continue to • OK - Reassemble the relay module to the
function. If the engine is already running, then the GSC. Proceed to 3.
engine continues to run.
The GSC treats a CID 444 as an alarm fault. is missing. If the cable is damaged, replace
Active alarm faults are shown on the display the GSC. STOP.
active alarm faults are shown when the ECS is 3. Perform a functional check for the SMR.
(Active/Inactive).
c. Remove the fuse “F4” from the relay module.
ECS to STOP. d. At the relay module, measure the resistance
b. Press the alarm codes key. greater than 5000 ohms.
c. Observe the upper display. Check that a CID e. Prepare to measure the resistance from
444 FMI 12 is showing. RM-18 to RM-6 of the relay module.
d. If the diagnostic code is not showing, enter f. Turn the ECS to the START position. Quickly
the service mode. View the fault log (OP1). measure the resistance before the starting
Check that the diagnostic code is showing. motor relay deactivates because of the crank
time. Resistance should be less than 5 ohms.
Expected Result: A CID 444 FMI 12 is
showing as a active fault or an inactive fault. Expected Result: For 3.d, the resistance
should be greater than 5000 ohms. For 3.f,
Results: the resistance should be less than 5 ohms.
• No - A CID 444 FMI 12 has not occurred Results:

(NOT active and NOT inactive). STOP.
• Yes - A CID 444 FMI 12is active or inactive. electrical connection existed and this
Proceed to 2. troubleshooting procedure corrected it.
Check the electrical connectors, terminals
2. Check internal cable of relay module. and wiring. See Testing And Adjusting,
112
• NOT OK - Either one of the resistance The GSC uses the run relay (RR) in order to activate
measurements are NOT correct. The relay the electronic governor (EG). The GSC uses the RR
module is faulty. Replace the relay module. to activate the starting aid switch (3500 Engines).
See Testing And Adjusting, “Relay Module - The GSC provides a set of contacts of the run relay
Replace”. STOP. for the customer to use. The run relay is located
within the relay module. The electronic governor
(EG) is usually mounted on the subpanel within
i01159349
the control panel. The SAS is mounted on the
CID 445 FMI 12 Run Relay instrument panel.
Failed - Test Note: A slave relay is used only for 3500 engines
with the 2301A governor and without a fuel shutoff
SMCS Code: 4490-038-R7 solenoid.
The GSC activates the run relay during engine

cranking and running.
Note: Whenever the GSC activates the RR, “K5”

activate the crank terminate relay. When the RR is
Procedure
The possible cause of this diagnostic code is an

open coil or a shorted coil of the RR.

this fault while the RR is activated:
• If a CID 445 occurs, then the engine shuts down

and the engine does not start. The “MAN” position
of the starting aid switch (SAS) is disabled.

this fault while the RR is not activated:
• If a CID 445 occurs, then the engine cannot start.

The “MAN” position of the starting aid switch
(SAS) is disabled.

fault. Active alarm faults are shown on the display
active alarm faults are show when the ECS is
1. Check the status of the diagnostic code

(Active/Inactive).

g00616604
Illustration 61 ECS to STOP.
Schematic For Run Relay (RR)
c. Observe the upper display. Check that a CID

445 FMI 12 is showing.
113
d. If this diagnostic code is not showing, enter Expected Result: For 3.cthe resistance
the service mode. View the fault log (OP1). should be greater than 5000 ohms. For 3.e,
Check that the dagnostic code is showing. the resistance should be less than 5 ohms.
Expected Result: A CID 445 FMI 12 is Results:

Results: electrical connection existed and this
troubleshooting procedure corrected it.
• No - A CID 445 FMI 12 has not occurred Check the electrical connectors, terminals
(NOT active and NOT inactive). STOP. and wiring. See Testing And Adjusting,
• Yes - A CID 445 FMI 12 is active or inactive.
Proceed to 2. • NOT OK - Either one of the resistance
2. Check internal cable of relay module. module is faulty. Replace the relay module.
See Testing And Adjusting, “Relay Module -
Note: Only open the relay module in a dry Replace”. STOP.
environment. If the inspection takes more than
twenty minutes replace the desiccant bag in the
i01159466
GSC housing. See Testing And Adjusting, “Relay
Module Replace”. CID 446 FMI 12 Air Shutoff
a. Turn the ECS to OFF/RESET. Relay Failed - Test
b. Temporarily, remove the relay module from SMCS Code: 4490-038-R7

module to the GSC.
Expected Result: The cable should be firmly

Results:

GSC. Proceed to 3.

the GSC. STOP.
3. Perform a functional check for the RR.

module.

g00616656
greater than 5000 ohms. Illustration 62
Schematic For Air Shutoff Relay (ASR)
d. Turn the ECS to the START position.
The GSC uses the air shutoff relay (ASR) to activate
e. At the relay module, measure the resistance the air shutoff solenoid during a shutdown fault.
from RM-24 to RM-8. Resistance should be The ASR is located within the relay module. The
less than 5 ohms. air shutoff solenoid are located within the air inlet
system of the engine.
114
The GSC activates the air shutoff relay (ASR) for Results:
some active shutdown faults.
• No - A CID 446 FMI 12 has not occurred
Note: Whenever the GSC activates the ASR, “K6” (NOT active and NOT inactive). STOP.
on the lower display when the GSC attempts to • Yes - A CID 446 FMI 12 is active or inactive.
activate the crank terminate relay. When the ASR is Proceed to 2.
2. Check internal cable of relay module.
Procedure
Note: Only open the relay module in a dry
The possible cause of diagnostic code is an open environment. If the inspection takes more than
coil or a shorted coil of the ASR. twenty minutes replace the desiccant bag in the
The following response is the system response to Module - Replace”.
this fault while the ASR is activated:
• If a CID 446 occurs, then there is no effect on
the system because the air shutoff is already b. Temporarily, remove the relay module from
operating and the shutdown mode is functioning. the GSC. See Testing And Adjusting, “Relay
this fault while the ASR is not activated: c. Check the cable that attaches the relay
module to the GSC.
• If a CID 446 occurs, then there is no immediate
effect on the system. The engine is able to start Expected Result: The cable should be firmly
and the engine is able to run. seated in the connector. The clamp should be
this diagnostic code while the ASR is not activated Results:
and a shutdown fault occurs:
• If a CID 446 occurs, then the ASR cannot GSC. Proceed to 3.
energize the air shutoff solenoids.
The GSC treats this diagnostic code as an alarm is missing. If the cable is damaged, replace
fault. Active alarm faults are shown on the display the GSC. STOP.
active alarm faults are shown when the ECS is 3. Perform a functional check for the ASR.
(Active/Inactive).
a. Turn the ECS to OFF/RESET and then turn the from RM-19 to RM-5. Resistance should be
ECS to STOP. greater than 5000 ohms.
b. Press the alarm codes key. d. Turn the ECS to the STOP position and push
in the emergency stop push button (ESPB).
c. Observe the upper display. Check that a CID
446 FMI 12 is showing. e. At the relay module, measure the resistance
d. If the diagnostic code is not showing, enter less than 5 ohms.
the service mode. View the fault log (OP1).
Check that the diagnostic code is showing. Expected Result: For 3.c, the resistance
should be greater than 5000 ohms. For 3.e,
Expected Result: A CID 446 FMI 12 is the resistance should be less than 5 ohms.
Results:
115
• OK - It is likely that a temporary bad i01159499

troubleshooting procedure corrected it. CID 447 FMI 12 Fuel Control
Check the electrical connectors, terminals Relay Failed - Test
“Electrical Connector - Inspect”. STOP. SMCS Code: 4490-038-R7

module is faulty. Replace the relay module.
See Testing And Adjusting, “Relay Module -
Replace”. STOP.
g00614755
Illustration 63
System Schematic For Fuel Control Relay On ETR Systems
Note: For 3408 and 3412 engines, the AFCR shall

be connected to SR terminal 87 instead of fuel
solenoid, and provided with F16.
116
Note: Whenever the GSC activates or attempts

to activate the FCR, “K7” is shown on the lower
display. When the FCR is not activated, “K7” is not
shown. Also, setpoint P01 selects the fuel solenoid
type: 0 = ETR or 1 = ETS.

fault. Active alarm faults are shown on the display
active alarm faults are shown when the ECS is
The possible cause of a CID 447 FMI 12 fault is:
• An open or shorted coil of the FCR.

The system response to this fault is:
• For ETR systems with the FCR activated - If a

CID 447 fault occurs while the engine is running,
then a CID 566 (unexpected shutdown) fault is
declared and shutdown mode is functioning (the
engine stops).
• For ETR systems with the FCR not activated - If

a CID 447 fault occurs, then the engine can not
start or run.
• For ETS systems with the FCR activated - If a CID

447 fault occurs, then the engine is able to run
and start but the fuel solenoid will not shutdown
the engine.
• For ETS systems with the FCR not activated - If

a CID 447 fault occurs, then the engine is able
to run and start but the fuel solenoid will not
shutdown the engine.
Note: On 3500 engines equipped with an electronic

g00614757
Illustration 64 governor, the status of the FCR has no effect on
System Schematic For Fuel Control Relay On ETS Systems starting or running the engine.
The GSC uses the fuel control relay (FCR) to The GSC treats a CID 447 fault as an alarm fault.
activate the fuel solenoid (FS). The FCR is located Active alarm faults are shown on the display when
within the relay module. The fuel solenoid is located the alarm codes key is pressed and the ECS
in the fuel system of the engine. switch is in any position except the OFF/RESET
position. Clear the fault from the fault log after
There are two types of fuel system solenoids: troubleshooting is complete.
energized to run (ETR) and energized to shutdown
(ETS). This troubleshooting procedure is for an active or
inactive CID 447 fault.
• For ETR systems, the GSC activates the FCR
which energizes the fuel solenoid to run the 1. Check the status of the diagnostic code
engine. (Active/Inactive).
• For ETS systems, the GSC activates the FCR a. Turn the ECS to OFF/RESET and then turn the
which energizes the fuel solenoid to shutdown ECS to STOP.
the engine.
117
c. Observe the upper display. Check that a CID e. At the relay module, measure the resistance
447 FMI 12 is showing. from RM-15 to RM-4. Resistance should be
less than 5 ohms.
d. If the diagnostic code is not showing, enter
the service mode. View the fault log (OP1). Expected Result: For 3.c, the resistance
Check that the diagnostic code is showing. should be greater than 5000 ohms. For 3.e,
Expected Result: A CID 447 FMI 12 is
showing as a active fault or an inactive fault. Results:
Results: • OK - It is likely that a temporary bad

• No - A CID 447 FMI 12 has not occurred troubleshooting procedure corrected it.
(NOT active and NOT inactive). STOP. Check the electrical connectors, terminals
• Yes - A CID 447 FMI 12 is active or inactive. “Electrical Connector - Inspect”. STOP.
Proceed to 2.
2. Check internal cable of relay module. measurements are NOT correct. The relay
module is faulty. Replace the relay module.
Note: Only open the relay module in a dry See Testing And Adjusting, “Relay Module -
environment. If the inspection takes more than Replace”. STOP.
twenty minutes replace the desiccant bag in the
i01109615

CID 500 FMI 12 EMCP
Electronic Control (Generator
b. Temporarily, remove the relay module from
Set) Failed - Test
Module Replace”.
SMCS Code: 4490-038
A CID 500 FMI 12 means that the GSC is unable
module to the GSC.
to accurately measure the AC voltage and the AC
current. The engine remains able to run. The engine
Expected Result: The cable should be firmly also remains able to start.
Note: On the GSC, the CID 500 FMI 12 will be
shown even when the engine control switch (ECS)
Results:
is in the OFF/RESET position.
• OK - Reassemble the relay module to the Procedure
GSC. Proceed to 3.
If a CID 500 FMI 12 occurs, replace the GSC. See
• NOT OK - Replace the connector clamp if it Testing And Adjusting, “EMCP Electronic Control
(Generator Set) - Replace”.
the GSC. STOP.
3. Perform a functional check for the ASR. NOTICE

If a CID 500 FMI 12 occurs and the engine is running,
a. Turn the ECS to OFF/RESET. the generator output may be at full voltage potential.
This could occur even if the GSC display is showing 0
b. Disconnect all wires from RM-15 of the relay AC volts and 0 AC current for all three phases.
module.

d. Turn the ECS to the START position. Make

sure that “K7” is showing in the lower display.
118
i01159923 The GSC treats a CID 560 as an alarm fault. Active

alarm faults are shown on the display when the
CID 560 FMI 11 CAT Data Link alarm codes key is pressed. Also, the ECS is in
Failure Mode Not Identified - any position except the OFF/RESET position. Clear
the fault from the fault log after troubleshooting is
Test complete.
SMCS Code: 4490-038 i01158355
CID 566 FMI 7 Unexpected

Shutdown Improper
Mechanical Response -
Test
SMCS Code: 4490-038
g00614651
Illustration 65
System Schematic For CAT data link
System Operation
On generator sets with the proper equipment, the

GSC uses the CAT data link to communicate with
other electronic control modules on the machine.
The CAT data link consists of two wires that connect
the GSC to at least one other electronic control
module.
The
codepossible causes
are listed of a CID 560 FMI 11 diagnostic
below:
• There is a short from the wire that connects to

contact “19” of the CAT data link to the battery
(“B+”).

contact “20” of the CAT data link to the battery
(“B+”).

contact “19” of the CAT data link to ground (“B-”).
• There is a shortthe
contact “20” of from thedata
CAT wirelink
thattoconnects to
ground (“B-”).
The GSC cannot detect an open in the circuit of the

CAT data link. Troubleshoot the wiring and repair
the wiring. See Testing And Adjusting, “Schematic
and Wiring Diagrams”.
119
g00614755
Illustration 67
Fuel Control Relay For ETR Systems
Note: For Series 3408 and Series 3412 engines,

the AFCR should be connected to SR terminal 87
instead of the fuel solenoid, and provided with F16.
g00614752
Illustration 66
Schematic For Unexpected Shutdown
engines with a Woodward 2301A and no fuel shutoff
solenoid.
engines with a Woodward 2301A and no fuel shutoff
solenoid.
120
• The GSC determines that no fault for the engine

speed sensor is present that explains the drop in
the speed signal.
• The GSC indicates a CID 566 FMI 7 and the GSC

disables the engine from running.
Note: An unexpected shutdown fault will initiate a

signal from the shunt trip circuit breaker.

codes are recorded.
• coolant)
CID 110 FMI 3 temperature sensor (engine

Procedure

566 FMI 7:
• A component that is not under the control of the
GSC has caused an engine shutdown.

g00614757
Illustration 68 fault. Clear the diagnostic code from the fault log
Fuel Control Relay On ETS Systems after troubleshooting is complete.
The CID 566 alerts the operator that the GSC Note: This procedure requires many voltage
did not control the engine shutdown. The GSC measurements during simulated engine cranking.
normally controls all engine shutdowns. If an outside The fuse for the starting motor F4 on the relay
influence causes the engine to shut down, the module is removed in order to prevent the activation
GSC indicates a CID 566. There is only one failure of the starting motor. Voltage measurements must
mode for a CID 566 and the mode is FMI 7 (faulty be made quickly before the total cycle crank time
mechanical response). (setpoint P17) elapses. The total cycle crank time
has been defaulted to ninety seconds. See Systems
The diagnostic code causes the following sequence Operation, “Engine/Generator Programming OP5”. If
of events: a voltage measurement takes too long (more than 90
seconds), the GSC indicates an overcrank fault. The
• On a running engine, the GSC detects that the indicator for the overcrank shutdown will FLASH. In
engine speed has dropped from the rated speed order to continue with a voltage measurement, the
to 0 rpm when the GSC has not called for a overcrank fault must be reset by turning the ECS to
shutdown. OFF/RESET. Then turn the ECS to START.
1. Perform an initial check.
121
Before proceeding with the troubleshooting Expected Result: For 24 volt systems, the
procedures, do the following steps: system voltage should be from 24.8 to 29.5
DCV. For 32 volt systems, the system voltage
a. Make sure that there are NO OTHER ACTIVE should be from 33.1 to 39.3 DCV.
FAULTS. Erroneous troubleshooting and
needless replacement of parts can be caused Results:
by a failure to check for other diagnostic
codes. The operator will make many voltage • OK - Proceed to 4.
measurements while the GSC is attempting
to crank the engine. The GSC detects other • NOT OK - System voltage is NOT correct.
diagnostic codes. If the GSC detects other For troubleshooting, see the procedure for
diagnostic codes, the GSC will prevent the system voltage. STOP.
starting by shutting off the fuel and air to the
engine. The resulting voltage measurements 4. Check Governor And Rack.
would then be the opposite of what is
expected in the procdures. a. Remove fuse F4 from the relay module.
b. Check the fuel level and the fuel quality. b. Prepare to monitor the movement of the
governor linkage and the fuel rack.
c. Check for a plugged fuel filter.
c. Turn the ECS to OFF/RESET and then to
d. Check for a plugged air filter. START.
e. Refer to the Engine Service Manual if there d. Observe the governor and the fuel rack.
is an obvious engine fault. Also, refer to the
Engine Service Manual if there is an obvious Expected Result: The governor linkage and
fault with the fuel system. fuel rack should move in the direction to turn
on the fuel.
f. If the generator set is equipped with an
electronic governor, check the speed sensor. Results:
g. Check the air shutoff solenoid for activation. • OK - The fault is in the engine or fuel
If the air shutoff solenoid is activated and the system. Refer to the corresponding Engine
air shutoff solenoid cannot be deactivated, Service Manual. STOP.
begin troubleshooting with 20. Otherwise
begin troubleshooting with 2. • Not OK - Cannot see the governor linkage
and fuel rack move in the direction to turn
2. Verify the diagnostic code. on the fuel. Proceed to 5 .
a. Observe the upper display. Check that the 5. Identify Fuel System. Determine the type of fuel
CID 566 FMI 7 is showing. solenoid used on the genset: ETR (energize to
run) or ETS (energize to shutoff). Refer to the
Expected Result: A CID 566 FMI 7 is showing model number of the EMCP II on the inside
as an active fault. bottom of the control panel and to the 129-4053
and 103-1582 print included within the panel to
Results: identify the type of fuel solenoid.
• No - A CID 566 FMI 7 is NOT showing. No a. Check setpoint P01 for proper programming
active CID 566 FMI 7 exists. STOP. (0=ETR, 1=ETS). See Systems Operation,
• Yes - Only a CID 566 FMI 7 is showing.
Proceed to 3. (If an inactive CID 566 FMI 7 Note: For Series 3500 product only, if an electronic
is showing in the fault log, check the history governor is present and a fuel solenoid is not
of the genset and proceed to 3.) present, go directly to 15.
3. Check the system voltage. b.
a. Ensure that the engine is off. Measure the Expected Result: Setpoint P01 should be
system voltage at the battery. Make a note programmed to match the type of fuel
of this measurement. The measurement for solenoid used on the genset.
the system voltage is used for comparison in
future steps of this procedure. Results:
122
• OK - Proceed to 6. a. Prepare to measure the voltage from RM-15

to the B- terminal of the relay module.
• Not OK - Setpoint P01 is NOT programmed
correctly. Reprogram setpoint PO1, see See b. Turn the ECS to OFF/RESET and then to
Systems Operation, “Setpoint Programming START.
OP5”.
c. At the relay module. measure the voltage from
6. Check Voltage At Fuel Solenoid. Fuse F4 RM-15 to the B- terminal.
remains removed from the relay module.
a. Prepare to measure the voltage across the 2.0 DCV of the system voltage previously
terminals of the fuel solenoid on the engine. measured in 3.
b. Turn the ECS to OFF/RESET and then to Results:

START.
• OK - Therefore, there is an open circuit
c. At the fuel solenoid, measure the voltage between RM-15 of the relay module and
across the terminals. the fuel solenoid. Repair the circuit. See the
preceding System Schematic. STOP.
Expected Result: For ETR fuel solenoids, the
voltage should be ± 2.0 DCV of the system • Not OK - Voltage is low. Proceed to 10.
voltage measured in 3 . For ETS fuel solenoids,
the voltage should be from 0 to 2.0 DCV. 9. (ETR). Troubleshoot Blown Fuse. This Step
continues troubleshooting from 7. See the
Results: “Main Chassis Wiring Diagram” in Testing and
Adjusting, “Schematics & Wiring Diagrams” for
• OK - The fault is with the governor or fuel reference.
rack. If an electronic governor is present,
proceed to 15. Refer to the appropriate a. The ECS remains in the OFF/RESET position.
b. Remove the fuse that is blown.
• Not OK (ETR type) - Voltage is low. Proceed
to 7. • If the blown fuse is F2, measure the
resistance from RM-15 of the relay module
• Not OK (ETS type) - Voltage is high. to battery negative (B-).
Proceed to 13.
• If the blown fuse is F10, measure the
7. (ETR). Check Fuses. resistance from RM-39 of the relay module
to battery negative (B-).
• If the blown fuse is F16 (on the sub-panel),
b. Check fuses F2 and F10 on the relay module. measure the resistance from terminal 2
(load side) of the fuse holder to battery
c. If the engine is a Series 3408 or Series 3412 negative (B-).
and has the auxiliary fuel control relay (AFCR)
installed, also check F16 on the rear inside Expected Result: For a fuse that is blowing,
wall of the panel. the circuit resistance should be less than 3
ohms.
Expected Result: None of these fuses should
be blown (open). Results:
Results: • OK - Resistance is greater than 3 ohms and
fuse is no longer blowing. Carefully check
• OK - Proceed to 8. ALL wires connected to the appropriate
terminal of the relay module for abrasion or
• Not OK - One or more of the fuses are worn spots in the insulation that could be
blown. Proceed to 9. causing the short. Check wires in the panel,
generator panel, and on the engine harness
8. (ETR). Check Voltage At Relay Module. Fuse F4 itself. Refer to the various wiring diagrams
remains removed from the relay module. as necessary. Repair or replace wiring as
necessary. STOP.
123
• Not OK - If a resistance is less than 3 ohms, a. Recheck the voltage on RM-15 of the relay
there is a short to battery negative (B-). module. See 8.
(NOTE: On some ETR fuel systems with a
dual coil fuel solenoid, the correct normal Expected Result: The voltage should be ±
resistance can measure less than 1 ohm.) 2.0 DCV of the system voltage previously
Remove one component or wire at a time measured in 3.
that is in series with the load side of the
fuse terminal until the faulty component or Results:
wire is isolated. Repair or replace faulty
component or wiring. STOP. • OK - The voltage is correct. There is
• Not OK - If a resistance is greater than 3 relay module and the fuel solenoid.
ohms and the fuse still blows when all wires Repair the wiring. See the “Main Chassis
are removed from the appropriate terminal, Wiring Diagram” in Testing and Adjusting,
replace the relay module. See Testing and “Schematics & Wiring Diagrams”. STOP.
10. (ETR). Check Low Voltage Condition. This replace the relay module. See Testing and
Step continues troubleshooting from 8. Fuse F4 Adjusting, “Relay Module - Replace”. STOP.
remains removed from the relay module. See
the “Main Chassis Wiring Diagram” in Testing 13. (ETS). Check Voltage At Relay Module. This
and Adjusting, “Schematics & Wiring Diagrams”. Step continues troubleshooting from 6. Fuse F4
Prepare to make voltage measurements at the remains removed from the relay module. Prepare
relay module. to measure the voltage at the relay module.
a. Turn the ECS to OFF/RESET and then to a. Turn the ECS to OFF/RESET and then to
START. START.
b. At the relay module, measure the voltage from b. At the relay module, measure the voltage from
RM-4 to the B- terminal and from RM-31 to RM-15 to the B- terminal.
the B- terminal.
Expected Result: The voltage should be ±2.0 0 to 2.0 DCV.
DCV of the system voltage that was measured
in Step 3. Results:
Results: • OK - Voltage is correct. Therefore, a wire or

a component between RM-15 of the relay
• OK - Proceed to Step 11. module and the fuel solenoid is shorted
to battery positive (B+). Repair the circuit.
• Not OK - Voltage is NOT correct. Check the See the “Main Chassis Wiring Diagram”
wiring and recheck the fuse F2. STOP. in Testing and Adjusting, “Schematics &
11. (ETR) Check For Other Faults.
14. (ETS) Check FCR And EFCR. Fuse F4 remains
b. Check the upper display for any active faults. removed from the relay module.
Expected Result: Only CID 566 FMI 7 is a. Remove fuse F2 from the relay module.
active.
Results: START.
• OK - Only CID 566 FMI 7 is active. Proceed c. Make sure that “K7” is not shown on the lower
to Step 12. GSC display. If “K7” is showing, make sure
that no other faults are active.
is active. Correct the other fault. Proceed d. At the relay module, measure the resistance
to the corresponding troubleshooting from RM-4 to RM-15. A measurement of less
procedure. STOP. than 100 ohms indicates there is a faulty
component shorting RM-15 to RM-4.
12. Recheck Voltage.
124
e. Disconnect the wire from RM-4 of the relay • Not OK - Supply voltage is low. Check fuse
module and watch for a change in resistance. F6 on the relay module and fuse F11 on the
rear wall of the panel. If blown, proceed to
Expected Result: Both measurements should 9. If fuse is OK, proceed to 16.
be greater than 10k ohms.
16. Check Voltage At Relay Module. Fuse F4
Results: remains removed from the relay module. Prepare
to make a voltage measurement at the relay
• OK - Both resistance measurements are module.
greater than 10k ohms. Check for a short
from battery positive (B+) to RM-15 of the a. Turn the ECS to OFF/RESET and then to
relay module. Repair the shorted wiring. If START.
the short is internal to the relay module,
replace the relay module. See Testing and b. At the relay module, measure the voltage from
Adjusting, “Relay Module - Replace”. STOP. RM-24 to the B- terminal of the relay module.
• Not OK - The resistance increases to Expected Result: The voltage should be ±

greater than 10k ohms as the wire on RM-4 2.0 DCV of the system voltage previously
of the relay module is removed. Repair measured in 3.
the shorted wiring to the emergency fuel
control relay (EFCR) or replace the EFCR Results:
as necessary. STOP.
• OK - Voltage is correct. There is an open
• Not OK - Resistance remains less than 100 between RM-24 of the relay module and
ohms. The short is internal to the relay the electronic governor. Check the wiring.
module. Replace the relay module. See See the “Main Chassis Wiring Diagram”
Testing and Adjusting, “Relay Module - in Testing and Adjusting, “Schematics &
Replace”. STOP. Wiring Diagrams”. STOP.
15. Check Supply Voltage Of Electronic Governor. • Not OK - Voltage is low. Proceed to 17.
This Step continues troubleshooting from 5 or 6 .
Fuse F4 remains removed from the relay module. 17. Check Low Voltage Condition. Fuse F4
Prepare to make a voltage measurement from remains removed from the relay module.
the electronic governor to the relay module. See the “Main Chassis Wiring Diagram” in
Testing and Adjusting, “Schematics & Wiring
a. Turn the ECS to OFF/RESET and then to Diagrams” for reference. Prepare to make voltage
START. measurements at the relay module.
b. Measure the voltage from the positive supply a. Turn the ECS to OFF/RESET and then to
terminal of the electronic governor to the B- START.
terminal of the relay module.
Expected Result: The voltage should be ± RM-8 to the B- terminal.
2.0 DCV of the system voltage previously
measured in 3. c. At the relay module, measure the voltage from
Results:
• OK - Supply voltage is correct. The fault 2.0 DCV of the system voltage previously
is in the electronic governor or actuator measured in 3.
system. For the 2301A governor, refer
to module Systems Operation & Testing Results:
and Adjusting, SENR4676. For the 2301A
load sharing governor, refer to module • OK - Voltage is correct. Proceed to Step 18 .
Systems Operation & Testing and Adjusting,
SENR3585. For 524 and 1724 electrically • Not OK - Voltage is not correct. Check the
powered governor systems, refer to module wiring and recheck the fuse F6. STOP.
General Service Information, SENR6430.
STOP. 18. Check For Faults.
125
b. Check the upper display for any active faults. 21. Check Voltage At Relay Module. Fuse F4
remains removed from the relay module. Prepare
Expected Result: Only CID 566 FMI 7 is to make a voltage measurement at the relay
active. module.
Results: a. Turn the ECS to OFF/RESET and then to

START.
• OK - Only CID 566 FMI 7 is active. Proceed
to Step 19. b. At the relay module, measure the voltage from
is active. Correct the other fault. Proceed Expected Result: The voltage should be ±
to the corresponding troubleshooting 2.0 DCV of the system voltage previously
procedure. STOP. measured in 3.
19. Recheck The Voltage. Results:
a. Recheck the voltage on RM-24 of the relay • OK - The voltage is correct. A wire or a
module. See 16. component between RM-19 of the relay
module and the air shutoff solenoid is
Expected Result: The voltage should be ± shorted to battery positive (B+). Repair
2.0 DCV of the system voltage previously the circuit. See the “Main Chassis Wiring
measured in Step 3. Diagram” in Testing and Adjusting,
“Schematics & Wiring Diagrams”. STOP.
Results:
• Not OK - The voltage is high. Proceed to 22 .
• OK - The voltage is correct. There is
an open circuit between RM-24 of the 22. Check ASR. Fuse “F4” remains removed from
relay module and the fuel solenoid. the relay module.
Repair the wiring. See the “Main Chassis
Wiring Diagram” in Testing and Adjusting, a. Remove fuse F3 from the relay module.
“Schematics & Wiring Diagrams”. STOP.
b. Turn the ECS to OFF/RESET.
replace the relay module. See Testing and c. Make sure that “K6” is not shown on the lower
Adjusting, “Relay Module - Replace”. STOP. GSC display. If “K6” is showing, make sure
that no other faults are active.
20. Check Voltage At Air Shutoff Solenoid. Prepare
to make a voltage measurement at the air shutoff d. At the relay module, measure the resistance
solenoid (air solenoid may activate for as little as from RM-5 to RM-19. A measurement of less
15 seconds). than 100 ohms indicates the air shutoff relay
is shorted.
Expected Result: The resistance should be
b. Turn the ECS to OFF/RESET and then to greater than 10k ohms.
START.
Results:
c. At the air shutoff solenoid, measure the
voltage across the terminals of solenoid. • OK - Resistance is greater than 10k ohms.
Check for a short from battery positive (B+)
Expected Result: The voltage should be from to RM-19 of the relay module. Repair the
0 to 2.0 DCV. shorted wiring. If the short is internal to the
relay module, replace the relay module.
Results: See Testing and Adjusting, “Relay Module -
Replace”. STOP.
• OK - Voltage is correct. If the air shutoff
remains tripped or cannot be reset, the • Not OK - Resistance is less than 100 ohms.
fault is in the air shutoff. Refer to the Engine The short is internal to the relay module.
Service Manual. STOP. Replace the relay module. See Testing and
126
i01191415 A spare fault informs the operator of an undesirable

condition (fault) that exists. The spare inputs are
CID 590 FMI 9 Engine programmed into the GSC to meet the requirements
Electronic Control Module of the customer or application. An active spare
input causes an alarm fault or a shutdown fault.
Abnormal Update - Test For programming of the spare inputs, see Systems
Operation, “Spare Input/Output Programming OP6”.
SMCS Code: 1901-038 The programmer (customer, operator, or service
personnel) is responsible for noting the actual
The CID 590 indicates that setpoint P23 has been conditions that cause a SP fault code. The GSC
incorrectly programmed to “2” for an engine with does not diagnose the spare inputs and spare faults
electronic unit injection. are not recorded in the fault log.
• Verify that the engine does not have electronic The GSC treats an active input state as a fault.
unit injection. The active state is programmable on the GSC to
be either a high or a low (factory default) voltage
• Program setpoint P23 to “0” for an engine with level. A high level is within the range of +5 DCV to
mechanical unit injection. See Systems Operation, the positive battery. If the input is left floating (for
“Engine/Generator Programming OP5”. example an open switch), the GSC pulls the input
voltage up to 10.5 DCV and the input is treated as
high level. A low level on the input is B − (ground).
i01159947
SP Fault Code - Troubleshoot When a spare fault occurs (active), the GSC
determines the type of fault (alarm or shutdown).
SMCS Code: 4490-035 The GSC also FLASHES the corresponding fault
alarm indicator or fault shutdown indicator. For
a shutdown type of fault, the SP fault code is
immediately shown on the upper display. For an
alarm type of fault, the alarm code key is pressed
first. Then the SP fault code is shown on the upper
display. After a spare fault is corrected or is not
present, the SP fault code is no longer shown on
the upper display.
g00515355
Illustration 69
Table 17
Upper Display With SP Fault Code SP1 Showing
Spare Fault Codes
Spare Fault GSC Terminal Related
Code Connector Strip Setpoints(1)
Contact
SP1 Spare 23 SP1 SP01, SP02,
Fault 1 SP08
Fault 2 SP09
Fault 3 SP10
(1) See Spare Input/Output Programming OP6 within the topic
Service Mode in the Systems Operation section.
Illustration 70
g00598329 SP fault codes are associated with the spare inputs.
The SP fault code that is shown on the upper
System Schematic For Spare Fault Inputs
display, identifies the spare input that caused the
alarm fault or shutdown fault. The spare inputs are
accessed on the terminal strip within the control
panel on the rear wall.
When a SP fault code is showing on the upper

display, check the programming notes in order to
determine the cause.
127
Note: On generators equipped with the optional

reverse power relay, the relay is always connected
to the spare fault 1 (SP1) input of the GSC. An SP1
fault code is shown when the reverse power relay
has opened.
Troubleshooting Procedure
In order to troubleshoot spare faults, use the
following general procedure.
1. Check for obvious causes which are related to

the device that is responsible for the spare fault.
2. Verify that the programming of the spare fault

(alarm or shutdown) is appropriate for the
application.
3. Check the function of the responsible device.

Reset the fault by turning the engine control
switch (ECS) to the OFF/RESET position. Verify
that the fault is still present.
4. Disconnect the responsible device from the

spare fault input and verify if the fault still exists.
5. Check the wiring to the corresponding spare

fault input for an unwanted short to either battery
negative (“B-”) or battery positive (“B+”).
i01131280
AL Fault Code - Troubleshoot

SMCS Code: 4490-035
g00515350
Illustration 71
Upper Display With AL Fault Code “AL3”
An alarm fault informs the operator of a condition

that could cause a dedicated fault shutdown. An
alarm fault precedes certain dedicated shutdown
faults. Alarm faults are activated automatically by
the GSC and the faults depend on certain setpoints.
The GSC does not record alarm faults in the fault
log.
When an alarm fault occurs, the GSC FLASHES the

fault alarm indicator. The corresponding alarm code
is shown on the upper display after the alarm codes
key is pressed. When the alarm fault is no longer
active, the alarm fault code is no longer shown on
the upper display.
128
Table 18
Troubleshooting AL Fault Codes

AL Fault Code Description Troubleshooting
AL1 High Water Temperature Alarm See Testing And Adjusting, “Troubleshooting
Coolant temperature increases to within Dedicated Shutdown Indicators”.
6 C (11 F)of setpoint P15
 
AL2 Alarm for Low Engine Coolant Temperature See Testing And Adjusting, “Troubleshooting
Coolant temperature decreases to setpoint Dedicated Shutdown Indicators”.
P16.
AL3 Alarm for Low Engine Oil Pressure See Testing And Adjusting, “Troubleshooting
Oil pressure drops to within 34 kPa (5 psi) Dedicated Shutdown Indicators”.
of the P13 or P14 setpoint
Troubleshooting Procedure c. Compare the two temperatures.
If the operation of the AL fault codes is suspected Expected Results: The actual coolant
to be incorrect, perform this procedure. temperature that is showing on the lower
display should be greater than setpoint P16.
1. Check For A Diagnostic Fault. This actual
AL2 fault temperature should not cause an
code.
a. Check for an active CID 110 diagnostic code
or a CID 269 diagnostic code. See Testing Results:
And Adjusting, “Troubleshooting Diagnostic
Codes”. • OK - The actual temperature is greater
than the setpoint P16 and the alarm fault
Expected Result: CID 110 or CID 269 should indicator does not FLASH and AL2 fault
not be showing. code is not showing on the upper display
when the alarm code key is pressed. The
Results: problem is not present now. The problem
may be intermittent. Check the harness and
• OK - Proceed to next step. the electrical connections of the circuit for
the coolant temperature. See Testing And
• NOT OK - Correct the active CID 110
or CID 269 prior to proceeding with this
Adjusting, “Electrical Connector - Test”.
STOP.
procedure. See Testing And Adjusting,
“Troubleshooting Diagnostic Codes”. STOP. • OK - The temperature that is showing on
the lower display is greater than setpoint
2. Identify The AL Fault Code That Is Suspected P16. Therefore, the temperatures are not
To Be Incorrect. correct for an AL2 fault code. If the AL2
fault remains active, replace the GSC. See
• If AL fault code AL1 or AL3 is suspected to Testing And Adjusting, “EMCP Electronic
be incorrect, then see Testing And Adjusting, Control (Generator Set) - Replace” for more
“Troubleshooting Dedicated Shutdown information. STOP.
Indicators”.
• NOT OK - The temperature that is showing
• If AL fault code AL2 is suspected to be on the lower display is less than setpoint
incorrect, go to 3. P16. Therefore, the temperatures are correct
for an AL2 fault code. The GSC is operating
3. Check The Function Of The Low Engine properly. Make sure that the setpoint P16
Coolant Temperature. is reasonable for the local climate. Adjust,
if necessary. Refer to the Engine Service
a. Note the setpoint P16 (low water temperature Manual in order to find the cause of the low
alarm), see Systems Operation, “Setpoint engine coolant temperature. STOP.
Viewing OP2”.
b. Check and note the actual coolant

temperature that is showing on the lower
display.
129
Note: If desired, check the accuracy of the • Emergency Stop

temperature that is shown on the lower display
of the GSC. Install an accurate engine coolant • High Water Temperature
temperature gauge with the sensing element in an
area of high coolant flow. Also, install the gauge as • Engine Overspeed
close as possible to the coolant temperature sensor
for the EMCP II. • Low Coolant Level
• Overcrank
i01131318
Troubleshooting Dedicated To find the cause of a dedicated shutdown fault,

perform the correct procedure.
Shutdown Indicators
SMCS Code: 4490-035-IND i01131347
Indicator for Low Oil Pressure

- Troubleshoot
SMCS Code: 4490-035-IND
g00595806
Illustration 72
Display Area Of Generator Set Control (GSC)
(1) Dedicated shutdown indicators
(2) Fault shutdown indicator
(3) Fault alarm indicator
(4) Upper display g00595836
Illustration 73
(5) “DIAG” indicator
(6) Lower display Schematic For Pressure Sensor (Engine Oil)
The dedicated shutdown indicators inform the To find the cause of a low oil pressure shutdown,
operator of the system that is responsible for an perform this procedure.
engine shutdown. The symbol and the nomenclature
that is nearest to the indicator identifies the 1. Check for a diagnostic fault.
responsible
are activatedsystem. Dedicated
automatically shutdown
by the faults
GSC and the a. Check for a CID 100 (oil pressure sensor) or a
faults depend on certain setpoints. When the GSC CID 269 (sensor power supply) that is active.
decides that operating conditions are critical, See Testing And Adjusting, “Troubleshooting
the GSC FLASHES the corresponding shutdown Diagnostic Codes”.
indicator. Also, the GSC will shut down the engine.
The GSC does not record dedicated shutdown Expected Result: CID 100 or CID 269 should
faults in the fault log. not be showing.
The dedicated shutdown indicators (faults) are Results:

listed below.
• Low Oil Pressure
130
• Not OK - Correct the active CID 100 or c. When the engine is at idle speed, compare
CID 269 prior to proceeding with this the actual pressure that is showing on the
procedure. See Testing And Adjusting, lower display with setpoint P14. The actual
“Troubleshooting Diagnostic Codes”. STOP. pressure that is showing should be greater
than setpoint P14.
2. Check obvious causes.
d. When the engine is at rated speed, compare
a. Check for low oil pressure. the actual pressure that is showing on the
lower display with setpoint P13. The actual
b. Check oil level. pressure that is showing should be greater
than setpoint P13.
c. Check for oil leaks.
Expected Result: The actual pressure at
d. Check for other obvious causes of low oil idle speed and at rated speed should be
pressure. greater than the setpoint value. These actual
pressures should not cause a low oil pressure
Expected Result: No obvious cause should shutdown.
exist.
Results:
Results:
• OK - Both actual pressures are greater
• OK - Proceed to 3. than the corresponding setpoint value and
the low oil pressure indicator does not
• Not OK - An obvious cause does exist. FLASH. The problem is not present now.
Correct the fault. Refer to the Engine The problem may be intermittent. Check the
Service Manual. STOP. harness and all the electrical connections
of the oil pressure circuit. See Testing And
3. Check setpoints. Adjusting, “Electrical Connector - Inspect”.
STOP.
This step checks the setpoints P12 (oil step
speed), P13 (low oil pressure at rated speed) • OK - Both actual pressures are greater
and P14 (low oil pressure at idle speed). than the corresponding setpoint value
and the low oil pressure indicator remains
a. View the setpoints and note the setpoints FLASHING. Therefore, the GSC is faulty.
P12, P13, and P14. See Systems Operation, Replace the GSC. See Testing And
“Engine/Generator Setpoint Viewing OP2”. Adjusting, “EMCP Electronic Control
b. Compare the setpoints that are viewed with
the specified setpoints of the particular • Not OK - Actual pressure showing is less
generator set. than the setpoint for rated speed or idle
speed. The pressures are correct for a
Expected Result: The setpoint value that is low oil pressure shutdown. Therefore, the
viewed and the setpoint value that is specified engine should shut down and the low oil
should agree. pressure indicator should FLASH. The GSC
is operating properly. Refer to the Engine
Results: Service Manual in order to find the cause of
low oil pressure. STOP.
Note: Check the accuracy of the pressure that is
• Not OK - The setpoints do not agree.
Reprogram setpoints P12, P13 and P14.
shown on the lower display of the GSC. Install an
accurate engine oil pressure gauge as close as
See Systems Operation, “Engine/Generator possible to the engine oil pressure sensor for the
Programming OP5”. STOP. EMCP II.
4. Check the function of low oil pressure.
a. Turn the ECS to the OFF/RESET position and

then turn the ECS to the START position.
b. Allow oil pressure to stabilize.
131
i01160917
Indicator for Emergency Stop

- Troubleshoot
g00618031 g00618034
Illustration 74 Illustration 75
System Schematic For Emergency Stop Circuit On ETS Systems System Schematic For Emergency Stop Circuit On ETR Systems
In order to find the cause of an emergency stop

shutdown, perform this procedure.
1. Check the ESPB.
132
a. Deactivate the ESPB by pulling the button. • Not OK - The emergency stop indicator is
Some versions of ESPB must be turned FLASHING. Replace the GSC. See Testing
clockwise before popping out. And Adjusting, “EMCP Electronic Control
(Generator Set) - Replace”.
b. Turn the ECS to the OFF/RESET position and
then turn the ECS to the STOP position.
i01131411
Expected Result: The ESPB should pop out. Indicator for High Water
The indicator for emergency stop should be
OFF. Temperature - Troubleshoot
Results: SMCS Code: 4490-035-IND
• OK - The system is operating correctly. The

problem may be intermittent. Check the
harness and all the electrical connections
of the circuit for the ESPB. See Testing And
STOP.
• Not OK - The ESPB does not pop out, then

replace the ESPB. STOP.
• Not OK - The ESPB pops out and the
emergency stop indicator is FLASHING.
Proceed to 2.
2. Check the indicator for the emergency stop.
Note: This step creates diagnostic codes.

Clear these created diagnostic codes after
a. The ECS remains in the STOP position. Illustration 76

g00596060
Schematic For Temperature Sensor (Engine Coolant)

b. Disconnect the harness connector from the
GSC. In order to find the cause of a shutdown due to a
high water temperature, perform this procedure.
c. Temporarily install a jumper from contact 39
of the GSC to ground. This simulates the 1. Check for a diagnostic fault.
OFF/RESET position of the ECS.
a. Check for an active CID 110 or CID 269
d. Check the operation of the indicator for the diagnostic code. See Testing And Adjusting,
emergency stop. “Troubleshooting Diagnostic Codes”.
Expected Result: The indicator for the Expected Result: CID 110 or CID 269 should
emergency stop should be OFF. not be showing.
Results: Results:
• OK - Therefore, the fault is with the ESPB or • OK - Proceed to 2.
the related wiring. Troubleshoot the circuit.
See the Generator Set Wiring Diagram in
Testing And Adjusting, “Schematics and
• Not OK - Correct the active CID 110 or
CID 269 prior to proceeding with this
Wiring Diagrams”. Repair faulty components procedure. See Testing And Adjusting,
or replace faulty components. Repair the “Troubleshooting Diagnostic Codes”. STOP.
wiring or replace the wiring, if necessary.
STOP. 2. Check obvious causes.
a. Check water level.
133
b. Check fan drive belts. • OK - The actual temperature is less than

the setpoint P15 and the high water
c. Check for other obvious causes of high water temperature indicator does not FLASH. The
temperature. problem is not present now. The problem
may be intermittent. Check the harness and
Expected Result: No obvious cause should all the electrical connections of the circuit
exist. for the water temperature. See Testing And
Result: STOP.
• OK - Proceed to 3. • OK - The actual temperature is less than the

setpoint P15 and the high water temperature
• Not OK - Correct the active CID 110 or indicator remains FLASHING. Therefore,
CID 269 prior to proceeding with this the GSC is faulty. Replace the GSC. See
procedure. See Testing And Adjusting, Testing And Adjusting, “EMCP Electronic
“Troubleshooting Diagnostic Codes”. STOP. Control (Generator Set) - Replace”. STOP.
3. Check Setpoint P15 (high water temperature). • Not OK - Actual temperature that is showing
is greater than the setpoint P15. The
a. View the setpoint P15. See Systems Operation, temperature is correct for shutdown due to
“Engine/Generator Setpoint Viewing OP2”. a high water temperature. Therefore, the
engine should shut down and the indicator
b. Compare the setpoints that are viewed with for high water temperature should FLASH.
the specified setpoints of the particular The GSC is operating properly. Refer to the
generator set. Engine Service Manual in order to find the
cause of high water temperature. STOP.
Expected Result: The setpoint value that is
viewed and the setpoint value that is specified Note: The following procedure checks the accuracy
should agree. of the temperature that is shown on the lower display
of the GSC. Install an accurate engine coolant
Results: temperature gauge with the sensing element in an
area of high coolant flow. Also, install the gauge as
• close as possible to the coolant temperature sensor
of the EMCP II.
i01131437
Reprogram setpoint P15. See Systems
Operation, “Engine/Generator Programming
Indicator for Engine Overspeed
OP5”. STOP. - Troubleshoot
4. Check the function of the high water SMCS Code: 4490-035-IND
temperature.
In order to find the cause of an engine overspeed
a. Turn the ECS to the OFF/RESET position and shutdown, perform this procedure.
1. Check setpoints.
b. Allow water temperature to stabilize.
This step checks setpoints P09 (ring gear teeth)
c. Check the actual water temperature that is and P10 (engine overspeed).
a. View the setpoints and note the setpoints
d. Compare the actual temperature that is P09 and P10. See Systems Operation ,
showing on the lower display with setpoint “Engine/Generator Setpoint Viewing OP2”.
P15.
b. Compare the setpoints that are viewed with
Expected Result: The actual temperature that the specified setpoints of the particular
is showing on the lower display should be less generator set.
than setpoint P15. This actual temperature
should not cause a shutdown due to a high Expected Result: The setpoint value that is
water temperature. viewed and the setpoint value that is specified
should agree.
Results:
134
Results: i01131452
• OK - Proceed to 2. Indicator for Low Coolant Level

- Troubleshoot
Reprogram setpoints P09, P10 and P14. SMCS Code: 4490-035-IND
Programming OP5”. STOP.
2. Check for possible causes.
a. Check for the possible causes of the engine

overspeed condition. Refer to the Engine
Service Manual and/or the Governor Service
Manuals.
Expected Result: No cause should be found.
Results:
• Not OK - The cause is found. Repair engine
components or replace engine components.
If necessary, repair governor components
or replace governor components. STOP.
3. Check the engine overspeed function. g00483875

Illustration 77
Note: Take precautions in order to stop the engine Schematic For Fluid Level Sensor (Engine Coolant)
manually when you are performing this step.
In order to find the cause of a low level shutdown,
a. When possible, disable the engine from perform this procedure.
reaching rated speed.
1. Check the coolant level.
b. Turn the ECS to the OFF/RESET position and a. Check the level of the engine coolant. See
the Operation And Maintenance Manual for
c. Slowly increase the RPM to rated speed. the engine.
Expected Result: The engine should not Expected Result: The coolant level should be
overspeed. The GSC should not shut down at the proper level. The coolant level should
the engine. The GSC should not issue an be above the probe of the fluid level sensor.
overspeed fault.
Result:
Results:
• OK - The engine reaches rated speed,
the GSC does not issue an overspeed • NOT OK - Coolant level is not correct. Find
fault and the GSC does not shut down the cause and
the Engine correct
Service the cause.
Manual. STOP.Refer to
the engine. The GSC and the system are
functioning properly. Perform a verification
of an overspeed. See Systems Operation, 2. Check for a diagnostic fault.
“Engine Setpoint Verification OP9”. STOP.
a. Turn the ECS to the OFF/RESET position and
• Not OK - The engine overspeeds and the then turn the ECS to the STOP position.
GSC issues an overspeed fault. Refer to the
Engine Service Manual and/or the Governor b. Wait for ten seconds.
Service Manual in order to find the cause of
the problem. STOP.
135
c. Check for an active CID 111. See Testing

And Adjusting, “Troubleshooting Diagnostic
Codes”.
Expected Result: CID 111 should not be

showing. The indicator for the low coolant
level should not be FLASHING.
Results:
• OK - No CID 111 diagnostic codes are

active. The indicator for the low coolant
level is OFF. Therefore, the fault may be
intermittent. Check the harness and all
the electrical connections of the circuit
for the low coolant level. See Testing
And Adjusting, “Electrical Connections -
Inspect”. STOP.
• NOT OK - CID 111 is active. Correct the

active CID 111. See Testing And Adjusting,
“Troubleshooting Diagnostic Codes”. STOP.
• NOT OK - No CID 111 is active. The
indicator for the low coolant level is
FLASHING. Therefore, the sensor is faulty.
Replace the fluid level sensor. STOP.
136
i01161084
Indicator for Overcrank -

Troubleshoot
g00616492
Illustration 78
System Schematic For Starting Motor Relay (SMR)
Note: On the earlier 103-1582 EMCP II Control

Panel (Chart), the SMC N/C contacts were used
to turn off the optional battery charger during
activation of the starting motor magnetic switch.
137
g00614757
Illustration 80
System Schematic For Fuel Control Relay On ETS Systems
To find the cause of an overcrank shutdown,

perform this procedure.
Illustration 79
g00614755 1. Preliminary Step. Initial Check.
System Schematic For Fuel Control Relay On ETR Systems Before you proceed with the troubleshooting
procedures, do the following preliminary checks.
Note: For 3408 and 3412 engines, the AFCR should
be connected to SR terminal 87 instead of the fuel
a. Check for active diagnostic codes with the
solenoid, and provided with F16.
exception of the CID 330 FMI 7 and CID 566
FMI 7. Also check for other flashing indicators
on the GSC. If the fault is present, then correct
the fault first. Go to the appropriate procedure
for that fault.
b. Check the fuel level and quality. Refer to the

Engine Service Manual.
138
c. Check for a plugged fuel filter. Refer to the a. Make sure that the engine is off. Measure the
Engine Service Manual. system voltage at the batteries.
d. Check for a plugged air filter. Refer to the Expected Result:

Engine Service Manual.
For 24 volt systems, the voltage should be
e. Check the air shutoff solenoid (if equipped) for from 24.8 to 29.5 DCV.
activation. The solenoid must be deactivated
in order for the engine to start. See Testing For 32 volt systems, the voltage should be
And Adjusting, “Troubleshooting Diagnostic from 33.1 to 39.3 DCV.
Codes”.
Results:
f. Check the optional prelube system for proper
operation. See “DC - Schematic Prelube Pump • OK - Proceed to 4.
Option” in Testing And Adjusting, “Schematics
And Wiring Diagrams”. • NOT OK - Further checking of the battery
system is necessary. See Testing And
g. Check fuse “F4” and “F2”on the relay module. Adjusting, “Troubleshooting Diagnostic
If either fuse is blown, proceed to 10. Codes”. STOP.
h. Check the engine starting system and the fuel 4. Check the procedure for starting the engine.
system. (To check the fuel control solenoid,
see Testing And Adjusting, “Troubleshooting Steps 4 through 9 require voltage measurements
Diagnostic Codes”.) If there is a fault, refer to be made during simulated engine cranking.
to the Engine Service Manual. If there is no The starting motor is disabled.
engine fault or fuel system fault, proceed to 2 .
Note: The GSC is attempting to crank whenever
2. Check setpoints. the K4 indicator is being displayed on the lower
display. Be aware of the 10 second crank cycle that
This step checks setpoints P17 (total cycle crank is factory set. Ensure that the K4 indicator is ON
time) and P18 (cycle crank time). while you are making the following measurements. If
necessary, a helper could observe the GSC display.
a. View the setpoints and note the setpoints More than one start may be required to complete
P17 and P18. See Systems Operation, this test.
a. Disconnect the wire for B+ on the pinion
b. Compare the setpoints that are viewed solenoid of the starting motor. The wire
with the setpoints that are specified for the remains disconnected for all of the remaining
particular generator set. The factory default steps of this procedure.
values are 90 seconds for P17 and 10
seconds for P18. b. Prepare to measure the DC voltage from the
disconnected “B+” pinion solenoid wire to
Note: Engines that are equipped with prelube “B−” (ground).
pumps may require cycle crank times of thirty
seconds or more. c. Turn the ECS to the OFF/RESET position and
Expected Result: The setpoint value that is
viewed and the setpoint value that is specified d. Measure the voltage.
should agree.
Expected Result: The voltage should be the
Results: system voltage that was noted in 3 , ± 2.0 DCV.
• OK - Proceed to 3. Results:
• Not OK - The setpoints do not agree. • OK - Therefore, the starting motor is faulty.
Reprogram setpoints P17 and P18. See Repair the starting motor or replace the
Systems Operation, “Engine/Generator starting motor. Refer to the Engine Service
Programming OP5”. STOP. Manualor the Service Manual, “Starting
Motor”. STOP.
3. Check the battery voltage.
• NOT OK - Proceed to 5.
139
5. Check the procedure for starting the engine. b. Turn the ECS to the OFF/RESET position and
The conditions of 4 remain. “B+” wire is
disconnected from the pinion solenoid. c. Measure the voltage.
a. In the junction box, prepare to measure the Expected Result: The voltage should be the
DC voltage from “B−” (ground) to the terminal same as the system voltage noted in 3 , ±2.0
TS1-25. DCV.
b. Turn the ECS to the OFF/RESET position and Results:
• OK - Therefore the emergency stop push
c. Measure the voltage. button (ESPB) or the related wiring is faulty.
Troubleshoot the ESPB and the related
Expected Result: The voltage should be the wiring. See the Testing And Adjusting,
same as the system voltage that is noted in “Schematics And Wiring Diagram”. STOP.
3, ±2.0 DCV.
• NOT OK - Proceed to 8.
Results:
8. Check the procedure for starting the engine.
• OK - Therefore, the engine wire harness is
faulty. Repair the engine wire harness or The conditions of 4 remain. “B+” wire is
replace the engine wire harness. See the disconnected from the pinion solenoid.
Testing And Adjusting, “Schematics And
Wiring Diagram”. STOP. a. Prepare to measure the DC voltage from RM-6
of the relay module to “B−” (ground).
• Not OK - Proceed to 6.
6. Check the procedure for starting the engine. then turn the ECS to the START position.
The conditions of 4 remain . “B+” wire is c. Measure the voltage.

disconnected from the pinion solenoid.
a. Prepare to measure the voltage from terminal same as the system voltage noted in 3 , ±2.0
TS1-5 in the generator housing to “B−” DCV.
(ground).
Results:
then turn the ECS to the START position. • OK - Therefore, the relay module is faulty.
Replace the relay module. First, make sure
c. Measure the voltage. that the “K4” indicator is ON. See Testing
And Adjusting, “Relay Module - Replace”.
Expected Result: The voltage should be the STOP.
same as the system voltage noted in 3 , ±2.0
DCV. • Not OK - Proceed to 9.
Results: 9. Check the procedure for starting the engine.
• OK - Therefore, the starting motor magnetic The conditions of 4 remain. “B+” wire is
switch (SMMS) is faulty. Also, the wiring disconnected from the pinion solenoid.
could be faulty. Troubleshoot the SMMS and
the wiring. See the Testing And Adjusting, a. Prepare to measure the DC voltage from
“Schematics And Wiring Diagram”. STOP. RM-33 of the relay module to “B−” (ground).
• Not OK - Proceed to 7. b. Turn the ECS to the OFF/RESET position and
7. Check the procedure for starting the engine.
c. Measure the voltage.
The conditions of 4 remain. “B+” wire is
disconnected from the pinion solenoid. Expected Result: The voltage should be the
same as the system voltage noted in 3 , ±2.0
a. Prepare to make a voltage measurement from DCV.
RM-18 of the relay module to “B−” (ground).
140
Results: Note: If any fault indicator or fault code is showing

on the GSC, then proceed to the appropriate
• OK - Therefore, fuse “F4” is blown. Proceed procedure for that fault.
to 10.
Undiagnosed Problem List
• Not OK - Therefore the B+ terminal or
the wiring to RM-33 is faulty. Repair the
• The starting motor remains engaged or the
wiring or replace the wiring. See the Testing starting motor continues to run after the engine
And Adjusting, “Schematics And Wiring
has started.
Diagram”. STOP.
10. Troubleshoot a blown fuse.

• There is no engine shutdown when a shutdown
fault occurs.
a. Remove fuse “F4” from the relay module.
• All the fault indicators of the remote annunciator
flash and/or all the fault indicators of the control
b. At the relay module, measure the resistance panel alarm module flash. The indicators flash
from RM-18 to “B−” (ground).
once per two seconds (0.5 Hz).
Expected Result: A short to “B−” (ground)
will measure 5 ohms or less.
• Fault shutdown indicator on the GSC flashes four
to five times per second (4 to 5 Hz).
Results: • The display of the GSC is showing 0 volts or

0 amperes for one or more AC phases with
• OK - Resistance is greater than 5 ohms the genset that is running and the load that is
and fuse is no longer blowing. Carefully connected.
check ALL the wires that are connected to
the appropriate terminal of the relay module
for abrasion or worn spots in the insulation.
• The AC voltage and/or current values are
inaccurate.
These wires could cause a short. Check the
wires in the panel, the generator panel, and
the engine harness. Refer to the various
wiring diagrams. If necessary, repair the
wiring or replace the wiring. STOP.
• Not OK - Resistance is 5 ohms or less.

There is a short to ground. See the Testing
And Adjusting, “Schematics And Wiring
Diagram”. Remove one component or wire
at a time that is in series with RM-18 until
the faulty component or wire is isolated.
Repair the faulty component or replace the
faulty component. Repair wiring or replace
wiring. STOP.
i00941663
Troubleshooting Undiagnosed
Problems
SMCS Code: 4490-038
Undiagnosed problems are NOT accompanied

by any type of fault indicator or fault code on the
GSC. To troubleshoot an undiagnosed problem,
find the description that best fits the problem in
the Undiagnosed Problem List and proceed to the
corresponding procedure.
141
i01161511
Engaged Starting Motor -

Troubleshoot
SMCS Code: 1453-035
g00616492
Illustration 81
The starting motor remains engaged or the starting b. Compare the setpoints that are viewed
motor continues to run after the engine has started. with the setpoints that are specified for the
particular generator set. The factory default
1. Check setpoints. value for P11 is 400 rpm. The factory default
value for P17 is 90 seconds. The factory
This step checks setpoints P11 (crank terminate default value for P18 is 10 seconds.
speed), P17 (total cycle crank time) and P18
(cycle crank time). Note: Engines that are equipped with prelube
pumps may require cycle crank times of 30 seconds
a. View the setpoints and make a note of the or more.
setpoints P11, P17 and P18. See Systems
Operation, “Engine/Generator Setpoint Expected Result: The setpoint value that is
Viewing OP2”. viewed and the setpoint value that is specified
should agree.
142
Results: 4. Check the procedure for starting the engine.
• OK - Proceed to 2. The conditions of 3 remain. The fuel delivery is

disabled and the engine is cranking.
• Not OK - The viewed setpoint does
not agree with the specified setpoint. a. Stop the engine. Turn the battery disconnect
Reprogram setpoints P11, P17 and P18. switch to the OFF position.
Programming OP5”. Proceed to 2. b. Remove all wires from terminals TS1-25 in the
generator housing. For dual starting motors,
2. Check the procedure for starting the engine. remove all the wires from terminal TS1-26.
The remaining steps of this procedure require c. Turn the ECS to the START position and
checks to be made during a simulated engine attempt to crank the engine.
starting. The fuel delivery system is disabled.
Expected Result: The engine should not
a. Disable the fuel shutoff solenoid or the crank.
governor in order to prevent the engine from
starting but not from cranking. Results:
b. Prepare to manually stop the engine from • OK - The engine does not crank. Therefore,
cranking. If necessary, turn the battery the starting motor magnetic switch (SMMS)
disconnect switch to the OFF position. or related wiring is faulty. Troubleshoot the
SMMS and the related wiring. See Testing
c. Turn the ECS to START and allow the engine And Adjusting, “Schematics & Wiring
to crank. Diagram”. STOP.
d. Turn the ECS to OFF/RESET. • Not OK - Engine continues to crank.

Proceed to 5.
Expected Result: The engine should stop
cranking. 5. Check the procedure for starting the engine.
Results: The conditions of 4 remain. The fuel delivery is

disabled and the engine is cranking.
a. Stop the engine. Turn the battery disconnect
• Not OK - Engine continues to crank. switch to the OFF position.
Proceed to 3.
b. Disconnect the B+ wire on the pinion solenoid
3. Check the procedure for starting the engine. of the starting motor.
The conditions of 2 remain. The fuel delivery is c. Turn the ECS to START and attempt to crank
disabled and the engine is cranking. the engine.
a. While the engine is still cranking from the Expected Result: The engine should not
preceding step, push the emergency stop crank.
push button.
Results:
Expected Result: The engine should stop
cranking. • OK - The engine does not crank. Therefore,
a wire in the engine harness is shorted
Results: to the +battery. Troubleshoot the wiring.
See the “Generator Set Wiring Diagram” in
• OK - Check the wire on RM-18 of the relay Testing And Adjusting, “Schematics And
module for a short to “B+”. If a short is Wiring Diagrams”. STOP.
not found, replace the relay module. See
Testing And Adjusting, “Relay Module - • Not OK - Engine continues to crank.
Replace”. STOP. Therefore, the starting motor is faulty.
Troubleshoot the starting motor. Refer to the
• Not OK - Engine continues to crank. Service Manual, “Starting Motor” and/or the
Proceed to 4. Engine Service Manuals. STOP.
143
6. Check the cycling for the starting motor.
This step continues troubleshooting from 2.

The conditions of 2 remain. The fuel delivery is
disabled.
Turn the ECS to the START position.
a. Expected Result: The starting motor should

cycle on and off according to setpoint P18
(cycle crank time).
Results:
• OK - If the starting motor cycles correctly,

the problem is not present. STOP.
• Not OK - If the starting motor remains ON

and does not stop, the starting motor is
faulty. Troubleshoot the starting motor. Refer
to the Starting Motor and/or Engine Service
Manuals. STOP.
i01161541
No Engine Shutdown -
Troubleshoot
SMCS Code: 4490-035
g00614752
Illustration 82
System Schematic For Unexpected Shutdown
Note: A slave relay is used only for 3500 engines

with the 2301A Governor and no fuel shutoff
solenoid.
144
g00614757
Illustration 84
Fuel Control Relay For ETS Systems
The engine does not shut down when a shutdown

fault occurs.
Illustration 83
g00614755 1. Check for any diagnosed faults.
Fuel Control Relay For ETR Systems a. Check the display area of the GSC for a
fault indicator that is FLASHING. Check for a
Note: For 3408 and 3412 engines, the AFCR should diagnostic code on the upper display.
be connected to SR terminal 87 instead of the fuel
solenoid. The AFCR should be provided with F16.
145
Note: If the fault alarm indicator is ON • OK - The engine shuts down. Therefore, an
CONTINUOUSLY, then the GSC is programmed unwanted voltage is present at RM-15 of the
to override the normal shutdown response and relay module. Check the related wiring for
the GSC is programmed to treat the condition as this unwanted short. If no short to ground
an alarm fault. The engine continues to run and (B−) is found in the related wiring, then
the engine is able to start. This is not a problem. replace the relay module. See Testing And
To view the setpoints, see Systems Operation, Adjusting, “Relay Module - Replace”. STOP.
“Engine/Generator Setpoint Viewing OP2”. To
reprogram the setpoints, see Systems Operation, • Not OK - The engine does NOT shut down.
“Engine/Generator Programming OP5”. Proceed to 4.
Expected Result: The engine does not shut 4. ETR System Check (continued). The engine
down when a shutdown fault occurs. remains running and the fault shutdown indicator
is FLASHING.
Results:
• Not OK - If all fault indicators are OFF and switch to OFF.
a fault exists that should cause the GSC to
shutdown the engine, then proceed to 13 . b. Remove all wires from terminal TS1-7 in the
generator housing.
• Not OK - If the fault shutdown indicator is
FLASHING and the engine remains running. c. Turn the ECS to START and attempt to start
For ETR fuel systems, proceed to 2. For the engine.
ETS fuel systems, proceed to 6. For 3500
engines with a electronic governor, proceed Expected Result: The engine should NOT
to 12. start.
2. System check. Results:
The engine remains running and the fault • OK - The engine does not start. There is
shutdown indicator is FLASHING. a error in the wiring or there is a short
to +battery between TS1-7 and the relay
a. Turn the ECS to OFF/RESET. module. On 3408 and 3412 engines, the
auxiliary fuel control relay (AFCR) on the
Expected Result: The engine should shut subpanel could be faulty. Troubleshoot and
down. repair the wiring. See Testing And Adjusting,
“Schematics and Wiring Diagrams”. STOP.
Results:
• Not OK - The engine starts and runs.
• OK - The engine shuts down. The system is Proceed to 5.
functioning properly. Start the engine again.
If the fault shutdown indicator is FLASHING 5. ETR System Check (continued). The engine
and the engine does not shut down, replace remains running and the fault shutdown indicator
the GSC. See Testing And Adjusting, is FLASHING.
Replace”. STOP. a. Stop the engine. Turn the battery disconnect
switch to OFF.
• Not OK - The engine does NOT shut down.
Proceed to 3. b. Remove both wires from the fuel solenoid.
3. System check. c. Turn the ECS to START and attempt to start

the engine.
The engine remains running and the fault
shutdown indicator is FLASHING. Expected Result: The engine should NOT
start.
a. Push the emergency stop push button (ESPB).
Results:
Expected Result: The engine should shut
down.
Results:
146
• OK - The engine does not start. Therefore, Expected Result: The voltage should be the
wire 850-907 or wire 907-950 is shorted same as the system voltage that was noted
to +battery in the engine harness. in 6 ± 2.0 DCV.
Troubleshoot and repair the wiring. See
Testing And Adjusting, “Schematics and Results:
• OK - The voltage is correct. Therefore, the
• Not OK - The engine starts and runs.
Therefore, the fuel solenoid is stuck or
fuel solenoid is stuck or otherwise faulty.
Troubleshoot and repair the faulty solenoid.
otherwise faulty. Refer to the Engine Service Refer to the Engine Service Manual. STOP.
Manual. STOP.
• Not OK - Voltage is not correct. Proceed
6. ETS System Check. This step continues to 8.
troubleshooting from 1. The engine remains
running and the fault shutdown indicator is 8. ETS System Check (continued). The engine
FLASHING. remains stopped. The ECS remains in the STOP
position.
switch to OFF. a. Pull out the ESPB and then push in the ESPB.
b. Turn the ECS to STOP. b. Measure the voltage from terminal TS1-7 in
the generator housing to ground.
c. Measure the DC voltage of the batteries.
Expected Result: For 24 volt systems, voltage same as the system voltage that was noted
should be from 24.8 to 29.5 DCV. For 32 volt in 6 ± 2.0 DCV.
systems, voltage should be from 33.1 to 39.3
DCV. Results:
Results: • OK - The voltage is correct. Therefore,

there is an open in the engine wire harness.
• OK - Proceed to 7. Troubleshoot and repair the engine harness.
See Testing And Adjusting, “Schematics
• Not OK - Voltage is NOT correct. See and Wiring Diagrams”. STOP.
CID 168 in Testing And Adjusting,
“Troubleshooting Diagnostic Codes”. • Not OK - Voltage is not correct. Proceed
to 9.
Note: On ETS fuel systems, if the GSC is turned
off and the display area is blank, then the GSC is 9. ETS System Check (continued). The engine
not able to shutdown the engine. Check for wiring remains stopped. The ECS remains in the STOP
errors in the power connections to the GSC and position.
for discharged batteries.
a. Pull out the ESPB and then push in the ESPB.
7. ETS System Check (continued). The engine
remains stopped. The ECS remains in the STOP b. Measure the voltage from RM-15 of the relay
position. module to ground.
a. Push the emergency stop push button (ESPB). Expected Result: The voltage should be the
same as the system voltage that was noted
b. At the fuel solenoid, measure the voltage in 6 ± 2.0 DCV.
across the terminals.
Results:
Note: The emergency stop push button and the
fuel control timer module will attempt to provide • OK - The voltage is correct. Therefore, there
+battery to the fuel solenoid for 70 seconds. Pull is an open in the wiring between RM-15
out the emergency stop push button and then push of the relay module and terminal TS1-7.
the button in again in order to reset the timer if more Troubleshoot and repair the wiring. See
time is necessary to complete this step. Testing And Adjusting, “Schematics and
147
• Not OK - Voltage is not correct. Proceed • Not OK - Resistance is greater than 3 ohms
to 10. and the fuse still blows when all wires are
removed from the appropriate terminal.
10. ETS System Check (continued). The engine Replace the relay module. See Testing And
remains stopped. The ECS remains in the STOP Adjusting, “Relay Module - Replace”. STOP.
position.
12. 3500 Engines With Electronic Governor. This
a. Pull out the ESPB and then push in the ESPB. step continues troubleshooting from 1. The
engine remains running and the fault shutdown
b. Measure the voltage from RM-31 of the relay indicator is FLASHING.
module to ground.
a. Remove fuse “F6” from the relay module. The
Expected Result: The voltage should be the engine should shut down.
same as the system voltage that was noted
in 6 ± 2.0 DCV. b. At the relay module, measure the resistance
from RM-8 to RM-24. The resistance should
Results: be at least 5000 ohms.
• OK - The voltage is correct. Fuse “F2” is Expected Result: The engine should shut
probably open. Replace fuse “F2”. Go to 11 down and the resistance should be at least
if the fuse opens again. 5000 ohms.
• Not OK - Voltage is not correct. Therefore, Results:

there is an open in the wiring between
RM-31 of the relay module and +battery. • OK - The engine shuts down and the
Troubleshoot and repair the wiring. See resistance is correct, the electronic
Testing And Adjusting, “Schematics and governor is incorrectly being supplied
Wiring Diagrams”. STOP. battery positive (B+). Troubleshoot and
repair the related wiring. See Testing
11. ETS System Check (continued). Troubleshoot And Adjusting, “Schematics and Wiring
Blown Fuse. Diagrams”. STOP.
a. Remove fuse “F2”. • Not OK - The engine shuts down and

the resistance is NOT correct, there is a
b. At the relay module, measure the resistance wiring error or the relay module is faulty.
from RM-15 to ground. Check the wiring to RM-8 and RM-24 of the
relay module. See Testing And Adjusting,
Expected Result: A short to ground will “Schematics and Wiring Diagrams”. Repair
measure 5 ohms or less. any wiring errors. If the wiring is correct,
then replace the relay module. See Testing
Note: On some ETR fuel systems with a dual coil And Adjusting, “Relay Module - Replace”.
fuel solenoid, the correct normal resistance can STOP.
measure less than 1 ohm.
• Not OK - The engine continues to run. The
Results: rack or the electric actuator are stuck in the
ON position. Troubleshoot and repair the
• OK - Resistance is greater than 5 ohms and rack or the electric actuator. Refer to the
fuse is no longer blowing. Carefully check Service Manual for the particular electronic
ALL of the wires that are connected to governor. For the 2301A Speed Control,
RM-15 of the relay module for abrasion or refer to Service Manual, SENR4676 . For
worn spots in the insulation. Check wires in the 2301A Load Share, refer to Service
these locations: panel, generator panel, and Manual, SENR3585. For the 524 Electrically
engine harness. Refer to the various wiring Powered Governor System and the 1724
diagrams. Repair the wiring or replace the Electrically Powered Governor System, refer
wiring. STOP. to Service Manual, SENR6430 .
• Not OK - Resistance is 5 ohms or less. 13. Determine Fault. This step continues
There is a short to ground. Remove one wire troubleshooting from 1.
at a time from the side of the fuse terminal
with the load. Repeat this action until the Note: For a fault with the coolant loss sensor that
faulty component or wire is isolated. Repair does not shut down the engine, see CID 111 in the
the wiring or replace the wiring. STOP. Testing And Adjusting, “Troubleshooting Diagnostic
Codes”.
148
a. Make a note of all the engine information that i01189061

is showing on the lower display of the GSC
when the following faults do not shut down the Alarm Module or Remote
engine: engine overspeed, low oil pressure, Annunciator - Troubleshoot
and high water temperature.
SMCS Code: 4490-035
b. View the related setpoints. See Systems
Operation, “Engine/Generator Setpoint
Viewing OP2”.
c. Compare the engine information that is

showing on the lower display with the related
setpoints.
Expected Result: The information on the

lower display and the related setpoint values
should agree.
Results:
• OK - The information showing on the lower

display is within the related setpoint, then
the GSC is not causing the shutdown. STOP.
• Not OK - The information showing on

the lower display is beyond the related
setpoint, then the GSC is faulty. Replace
the GSC. See Testing And Adjusting,
Replace”. STOP.
g00481278
Illustration 85
System Schematic For Alarm Module (ALM)
All the fault indicators of the remote annunciator

flash and/or all the fault indicators of the control
panel alarm module flash. The indicators flash once
per two seconds (0.5 Hz).
149
Note: The maximum number of modules (Alarm, a. Reconnect the harness connector to the GSC.
Remote Annunciator, or Customer Interface
Module), that can be connected to the GSC is three. b. At the alarm module, measure the DC voltage
(There is no limit on the number of Custom Alarm from terminal 2 to terminal 7. The voltage will
Modules that can be used in an application.) The be changing. The voltage should be between
maximum distance between a module and the GSC 1 and 10 DCV.
is 305 m (1000 ft). If these specifications are not
met, the information on the data link can be erratic. Note: If you are troubleshooting a remote
Also, the indicators on the alarm module could annunciator, measure the DC voltage from contact
flash. If the conditions are not in compliance with 35 to contact 31 of the GSC harness connector.
the specifications, reduce the number of modules Make the measurement by using the 7X-1710
and/or shorten the distance to the GSC. Multimeter Probe Group. Do not disconnect the
harness from the GSC. This voltage measurement
The data link will malfunction under the following should agree with the preceding measurement of
conditions with multiple modules: 2.b. If the voltages do not agree, the wire is faulty.
The wire is faulty from terminal 2 of the remote
• One of the modules is powered down. (“B+” or annunciator to the terminal in the internal panel.
“B-” is disconnected.)
c. Disconnect all wires from terminal 2 of the
• The module that is powered down remains alarm module. Again measure the DC voltage
connected to the data link. from terminal 2 to terminal 7 at the alarm
module. The voltage should be 10.5 ± 1.0
Under these conditions, the indicators that are DCV.
controlled by the data link of the other modules that
are powered up will flash at .5 Hz. Expected Result: For 2.b , the voltage should
be between 1 and 10 DCV. For 2.c, the
1. Check the data wire. voltage should be 10.5 ± 1.0 DCV.
a. Turn the ECS to OFF/RESET. Results:
b. Disconnect the harness connector from the • OK - Both voltage measurements are
GSC. correct. Therefore, replace the alarm
module. STOP.
c. Check for an open. Measure the resistance
from terminal 2 of the alarm module to • Not OK - Both voltage measurements are
contact 35 of the GSC harness connector. The low. Therefore, replace the alarm module.
resistance should be 5 ohms or less.
• Not OK - The first measurement is low
d. Check for a short. Measure the resistance and the second measurement is high.
from contact 35 of the GSC harness connector Therefore, replace the GSC. See Testing
to the battery (B+) and ground (B−) at the And Adjusting, “EMCP Electronic Control
relay module. The resistance should be (Generator Set) - Replace”. STOP.
i01164022
should be 5 ohms or less. For 1.d, the
Erratic GSC Operation -
Troubleshoot
Results:
SMCS Code: 4490-035
correct. Proceed to next step. The fault indicator on the GSC flashes four to five
times per second (4 to 5 Hz). The displays of the
• Not OK - One or more of the resistance GSC may be unclear. The GSC does not respond to
measurements are NOT correct. Therefore, any position of the engine control switch (ECS).
the harness wiring with the incorrect
resistance is faulty. Troubleshoot the faulty This is an internal fault of the GSC that can be
wiring and repair the faulty harness wiring. temporary or permanent. The fault is caused by a
STOP. component failure in the GSC. The fault could also
be caused by extremely severe electromagnetic
2. Measure the voltage at the alarm module. interference or radio frequency interference. The
relays in the relay module are automatically turned
The ECS remains in the OFF/RESET position. off when this fault occurs.
150
• The engine will shut down if the engine is

equipped with the 2301A governor.
• The engine will run at idle speed if the engine is

equipped with the 8290 governor. The ESPB will
shut down the engine.
• This fault will shut down ETR engines with

mechanical governors.
• This fault will cause ETS engines with mechanical

governors to run at idle speed. The ESPB will
shut down the engine.
1. Reset the GSC.
a. Turn the ECS to OFF/RESET. If the GSC does

not power down, remove the jumper that
connects terminals 6 and 9 on the ECS.
b. Turn the ECS to STOP.
Expected Result: The GSC should power up

with an identifiable display. The GSC should
respond to the ECS.
Results:
• OK - The GSC operates correctly. Therefore,

the fault is gone. STOP.
• NOT OK - The GSC does NOT operate

correctly and the fault shutdown indicator
still flashes at a rate of four to five times
a second (4 to 5 Hz). Therefore, the GSC
is faulty. Replace the GSC. See Testing
And Adjusting, “EMCP Electronic Control
151
i01203811
Zero Display of Voltage or

Current - Troubleshoot
SMCS Code: 4490-035
g00643710
Illustration 86
System Schematic For AC Transformer Box (ATB)
The display of the GSC is showing 0 volts or 0

amperes for one or more AC phases with the genset
that is running and the load that is connected.
When the engine-generator, or any source to
which the engine-generator is synchronized to, is
For AC voltage problems, begin troubleshooting at
operating, voltages up to 600V are present in the
step 1.
control panel.
For AC current problems, begin troubleshooting at
Do not short these terminal with line voltage to
step 4.
ground with any part of the body or any conduc-
tive material. Loss of life or injury could result
1. Check the fuses.
from electrical shock or injury from molten met-
al.
152
a. Check the three fuses on the AC transformer Expected Result: All connectors are OK and
box (ATB). the problem is no longer present.
The fuses should not be blown. Results:
Expected Result: The fuses should not be • OK - All connectors are OK and the problem
blown. is no longer present. This procedure has
fixed the fault. STOP.
Results:
• NOT OK - Problem remains and concerns
• OK - Fuses are OK. Proceed to next step. AC voltage. It is unlikely that the GSC is
faulty. Replace the ATB. If the problem
• NOT OK - One or more of the fuses are persists, then replace the GSC. STOP.
blown. Check for a shorted component
or wiring error. Troubleshoot the fault and • NOT OK - Problem remains and concerns
repair the fault. See the “Generator Set AC current. Proceed to next step.
Wiring Diagram” in Testing And Adjusting,
“Schematics and Wiring Diagram”. STOP. 4. Check the current transformers.
2. Check the generator output. a. Stop the engine.
a. With the engine running and the circuit b. At terminals 51, 52 and 53 of the ATB,
breaker open or the load removed, measure disconnect only the wires that lead away from
the voltage between all three fuses on the the ATB. These disconnected wires go to the
ATB. current transformers (CT1, CT2, and CT3).
Expected Result: The line to line voltage c. Measure the resistance from terminal 50 to
should measure correctly for all three phases. each of the disconnected wires.
Results: Expected Result: The resistance should be

less than 5 ohms.
• OK - The voltages are correct and the
problem remains. Proceed to next step. Results:
• NOT OK - One or more of the voltages • OK - The resistance is correct. Therefore,
are NOT correct, the wiring or connections the current transformers are good. Proceed
are faulty. Check for wiring errors between to next step.
the ATB and the generator buss, see
the “Generator Set Wiring Diagram” in • NOT OK - One or more of the resistance
Testing And Adjusting, “Schematics And measurements are NOT correct. A current
Wiring Diagram”. Also check the electrical transformer or related wire is open. Check
connections at the ATB terminal. See for an open CT or wiring. See “Generator Set
Testing And Adjusting, “Electrical Connector Wiring Diagram” in Testing And Adjusting,
Inspection”. STOP. “Schematics And Wiring Diagrams”. STOP.
3. Check the connections. 5. Check the ATB.
a. Stop the engine. a. Stop the engine.
b. Check the harness connector and crimp b. Remove the harness connector from the GSC.
terminals of the ATB.
c. At the GSC harness connector, measure the
c. Check the GSC harness connector. See resistance: from contact 4 to contact 16, from
Testing And Adjusting, “Electrical Connector - contact 5 to contact 16, and from contact 6
Inspect”. to contact 16. Allow each measurement to
stabilize.
d. Check for one or more broken wires between
the ATB and the GSC. See “Generator Set Expected Result: Each of the three
Wiring Diagram” in Testing And Adjusting, resistances should be 120 ± 20 ohms.
“Schematics And Wiring Diagrams”.
Results:
153
• OK - Proceed to next step.

measurements at the GSC harness
connector is NOT correct. Therefore, the
ATB or the related wiring is faulty. Check
for an open or short in the wiring from
the GSC harness connector to the ATB
harness connector. See “Generator Set
Wiring Diagram” in Testing And Adjusting,
“Schematics And Wiring Diagram”. Check
the electrical connections at the GSC
and ATB harness connectors and at
the ATB terminal strip. See Testing And
If necessary, repair the wiring or replace
the wiring. If the fault is not found, replace
the GSC. STOP.
6. Check the ATB.
The wires that were disconnected in step 4

remain disconnected. The only wires that are
connected to these terminals should lead into
the ATB.
a. At the terminal strip of the ATB, measure

the resistance: from terminal 51 to 50, from
terminal 52 to 50, and from terminal 53 to 50 .
Expected Result: All resistances should be

less than 1 ohm.
Results:
• the
OK - All resistances are correct, then
ATB checks good. The fault is in
the GSC or the GSC harness connector.
Check the GSC harness connector. See
“Generator Set Wiring Diagram” in Testing
And Adjusting, “Schematics and Wiring
Diagram”. If the connector is good and the
fault remains, then replace the GSC. See
Testing And Adjusting, “EMCP Electronic
Control (Generator Set) - Replace”. STOP.

measurements are NOT correct. The ATB is
faulty. Replace the ATB. STOP.
154
i01188876
Inaccurate Display of Voltage

or Current - Troubleshoot
SMCS Code: 4490-035
g00481725
Illustration 87
Functional Block Diagram Of AC Voltage Display in EMCP II
Table 19
AC Voltage Range Selection

GSC P20 External Potential Input Voltage Range GSC Internal Jumper
Setpoint Transformer For AC Transformer Multiplier
Box (ATB)
700 None 0 - 700 5 Required
150 None 0 - 150 1 None
300 2:1 0 - 150 2 None
500 3.33:1 0 - 150 3.33 None
600 4:1 0 - 150 4 None
750 5:1 0 - 150 5 None
3000 20:1 0 - 150 20 None
4500 30:1 0 - 150 30 None
5250 35:1 0 - 150 35 None
9000 60:1 0 - 150 60 None
15000 100:1 0 - 150 100 None
18000 120:1 0 - 150 120 None
30000 200:1 0 - 150 200 None
The AC voltage and/or current values are inaccurate. The jumper block is located in the relay module.
The jumper block connects a “divide-by-five circuit”
Note: For related information, see Testing And to the ACV input of the GSC. The “divide-by-five
Adjusting, “AC Voltage Range - Adjust”. circuit” reduces the ACV input to a controllable level
for the GSC when P20 is 700. When setpoint P20 is
The P20 setpoint determines the proper AC voltage 700, a multiplier of five is needed to compensate for
range and the internal multiplier that are used by the presence of the “divide-by-five circuit”. This is
the GSC for calculating AC voltage. The GSC uses done even though no external potential transformer
the internal multiplier in order to compensate for is present.
the turns ratio of the external potential transformers.
The turns ratio of the external potential transformer
must match the internal multiplier in order to ensure
an accurate AC voltage calculation by the GSC.
155
Note: In order to prevent an inaccurate calculation i00944933

of the voltage by the GSC, the jumper block should
NOT be installed when P20 is programmed to a Electrical Connector - Inspect
value that is different from 700. The other values
(150 through 30 000) are used with an external SMCS Code: 7553-040
potential transformer. The values result in input
voltages from 0 to 150 ACV at the AC Transformer Many of the troubleshooting procedures in this
Box (ATB). No further reduction of the input voltage Testing And connectors
of electrical Adjusting section require
and crimp the inspection
terminals.
is required.
Perform the following steps in order to test an
Do the following procedure to determine the cause electrical connector or crimp terminal. These steps
of inaccurate AC voltage and/or current values on can be helpful when you are troubleshooting
the GSC. an intermittent problem. If a faulty connection is
found, repair the connection. Then return to the
1. Check setpoints P20 (full scale voltage) and original troubleshooting procedures. Check if the
P21 (full scale current). In order for the GSC to original fault is solved. Continue with the original
operate correctly, the current transformers (CT) troubleshooting procedure.
must have 5 amp secondaries. See Testing
And Adjusting, “Engine/Generator Setpoint Note: Avoid unnecessary disconnecting and
Viewing OP2” and Testing And Adjusting, connecting of connector halves in order to
“Engine/Generator Programming OP5”. Typical troubleshoot system faults. This practice can cause
factory setpoints are as follows: 700 V for P20 the connector contacts within the connector to wear
out prematurely.
and 600 A for P21. The setpoints should be
correct for the generator set application.
1. Check the hex screw for the connector. Make
2. Refer to table 19 and illustration 87 in order to sure that the 40-pin harness connector on the
help determine the proper setpoints and any rear of the GSC is aligned and seated properly
necessary external potential transformers. and that the hex screw is tight. Any unused
locations in the 40-pin harness connector should
3. If only the voltage is inaccurate, check the be plugged to keep out dirt, water and other
jumper for the AC voltage range for correct contaminates.
installation. The jumper should be installed for
systems with a full scale AC voltage input of 700 2. Pull test each wire. Each connector contact and
volts (P20 = 700). The jumper should NOT be wire in the various harness connectors should
installed for systems with 150 volt full scale AC easily withstand 10 pounds of pull and the wires
inputs. Also, the jumper should NOT be installed should
checks remain
whetherin the
the wire
connector body.
in each This test
connector
for any unit with external potential transformers.
For information regarding the installation of the contact was crimped properly. This test also
jumper, see Testing And Adjusting, “AC Voltage checks that the connector contact was inserted
Range - Adjust”. into the connector body completely. Repair
the connectors or repair the crimped wires as
4. Check Systems Operation, “Voltmeter/Ammeter the repair is needed. When you are replacing
Programming OP8”. OP8 is the option for connector contacts, use only the 1U-5804 Crimp
programming the calibration value of the Tool. Make sure that the connector contact and
voltmeter and the ammeter. The calibration the tool are matched to the american wire gauge.
values, written on the ATB bar code sticker, must Connector contacts should always be crimped
be programmed into the GSC to ensure accurate onto the wire. Connector contacts should never
voltage and current values. be soldered.
Also do the
terminals onpull
thetest for the
terminal pre-insulated
strips. crimp
Repair the
terminals, as needed. When you are replacing
crimp terminals, use the proper crimping tool
and use the techniques for the type and brand
of crimp terminal. Use an adequately sized
terminal for the american wire gauge. If desired,
crimp-on spade terminals and ring terminals
may be soldered to the wire for an improved
electrical connection.
3. Visually inspect the wiring. Look for worn out

wires. Check for pinched harnesses or damaged
harnesses.
156
4. Visually inspect connectors and crimp

terminals. Verify that connector contacts within
the connectors are not corroded or damaged.
Verify proper alignment of connectors and
location of connector contacts within the
connector. Verify that the two halves of the
connector are seated and locked together.
Check all crimp terminals for corrosion and

damage. When you are wiggling each wire on a
crimp terminal, the ends of the bare wires on
the open end of the terminal barrel should be
tight and not move. Also, check tightness of the
screws on the terminal strip. Repair the wires,
as needed.
5. Check individual connector contacts. This is

especially important for intermittent problems.
Using a new connector contact, insert it into
each of the mating connector contacts. Check
for a snug fit between the mating connector
contacts. Repeat this procedure for the other half
of the connector. Use a new connector contact
of the correct type.
i00945067
AC Voltage Range - Adjust

SMCS Code: 4490-025
g00481725
Illustration 88
Functional Block Diagram Of AC Voltage Display in EMCP II
157
g00311253
Illustration 89
Relays In Relay Module
(1) Jumper block.
158
Table 20
AC Voltage Range Selection

GSC P20 External Potential AC Transformer Box GSC Internal Jumper
Setpoint Transformer (ATB) Input Voltage Multiplier
Range
700 None 0 - 700 5 Required
150 None 0 - 150 1 None
300 2:1 0 - 150 2 None
500 3.33:1 0 - 150 3.33 None
600 4:1 0 - 150 4 None
750 5:1 0 - 150 5 None
3000 20:1 0 - 150 20 None
4500 30:1 0 - 150 30 None
5250 35:1 0 - 150 35 None
9000 60:1 0 - 150 60 None
15000 100:1 0 - 150 100 None
18000 120:1 0 - 150 120 None
30000 200:1 0 - 150 200 None
Jumper block (1) is used to select the voltage The jumper block is located in the relay module.
range of the voltmeter of the GSC. Jumper block The jumper block connects a “divide-by-five
(1) is installed for systems with 700 volts full scale circuit” to the AC voltage input of the GSC. The
AC inputs. Jumper block (1) is NOT installed for “divide-by-five circuit” reduces the AC voltage input
systems with 150 volts full scale AC inputs. Also, the to a controllable level for the GSC when P20 is
jumper block (1) is NOT installed on any unit with 700. When setpoint P20 is 700, a multiplier of five
external potential transformers. The relay module is needed to compensate for the presence of the
comes factory equipped with jumper block (1) that “divide-by-five circuit”. This is done even though no
is installed. external potential transformer is present.
Jumper block (1) is easily removed by grasping and Note: In order to prevent an inaccurate voltage
pulling. It is easily installed by aligning and then calculation by the GSC, the jumper block should
pushing the jumper block in. If a jumper block is NOT be installed when P20 is programmed to a
required but is not available, three separate jumpers value that is different from 700. The other values
can be substituted. Each of the three manufactured (150 through 30 000) are used with an external
jumpers connect a pair of pins. A pair of pins must potential transformer. The values result in input
not touch another pair of pins. voltages from 0 to 150 ACV at the AC Transformer
Box (ATB). No further reduction of the input voltage
The relay module must be removed from the GSC is required.
in order to gain access to the circuit board and
jumper block (1). See Testing And Adjusting, “Relay
The P20 setpoint determines the proper AC voltage

range and the internal multiplier that are used by the
GSC for calculating AC voltage. The GSC uses the
internal multiplier to compensate for the turns ratio
of the external potential transformers (if present).
The turns ratio of the external potential transformer
must match the internal multiplier in order to ensure
an accurate AC voltage calculation by the GSC.
159
i00945261 4. Connect a variable DC power supply to the

alarm module (positive to terminal 1, negative
Alarm Module Control - Adjust to terminal 7). Set the power supply voltage to
the desired low DCV alarm setpoint (between 8
SMCS Code: 4490-025 and 38 volts).
5. Turn the adjustment potentiometer fully clockwise.
6. After one minute, the indicator on the ALM

for low battery voltage FLASHES. Press the
alarm silence switch. The low battery voltage
indicator should change from FLASHING to ON
CONTINUOUSLY.
7. Slowly turn the adjustment potentiometer

counterclockwise until the low battery voltage
indicator turns OFF.
8. Replace the plug.
9. Disconnect the variable DC power supply and

reconnect the wires to terminals 1 and 7.
i00945358
Speed Sensor (Engine) - Adjust

SMCS Code: 1907-025
g00482185
Illustration 90
Alarm Module
(1) Plug.
For all alarm applications, the low DC volts alarm

setpoint is adjusted by a potentiometer that is
located under access plug (1) on the rear of the
module. The adjustment range is from 8 to 38 volts.
The alarm setpoint is factory set at 24 DCV.
g00289497
Adjustment Procedure Illustration 91
Speed Sensor
1. Gain access to the rear of the ALM. It is not (1) Speed sensor
necessary to remove the ALM unless necessary (2) Locknut
for access. All wiring remains connected to the (A) Air gap
terminals of the ALM unless otherwise noted.
This adjustment procedure is for the engine speed
2. Remove plug (1) in order to gain access to the sensor.
adjustment potentiometer. Moisture may enter
the ALM when plug (1) is removed. Remove 1. Remove the speed sensor (1) from the flywheel
plug (1) in a dry environment. Remove the plug housing. Remove all debris from the tip of the
in an air conditioned area if the relative humidity speed sensor. Align a ring gear tooth directly in
exceeds 60%. the center of the threaded sensor opening.
3. Disconnect the wires on terminals 1 and 7. 2. By hand, screw the speed sensor (1) into the
Secure these wires so that the wires do not hole until the end of the sensor contacts the
contact each other, ground or other electrical gear tooth.
connections.
160
3. Turn the sensor (1) in the counterclockwise c. Read the voltage that is shown on the
direction through 270 degrees (three-fourths multimeter.
turn).
Expected Result: The voltage reads at least
4. Tighten locknut (2) to 25 ± 5 N·m (18 ± 4 lb ft). .2 volts.
Note: Do not allow speed sensor (1) to turn as Results:

locknut (2) is tightened.
• YES - The voltage reads .2 volts or more.
The excitation circuit is correct. Proceed
i01160528
to 3.
Charging System - Test
• NO - The voltage is less than .2 volts.
SMCS Code: 1406-081 There is a fault in the wiring harness to
the alternator or there is a poor electrical
Often when problems with the charging system are connection. Correct the problem. Watch for
being investigated, the alternator is not the problem. a recurrence of the problem.
If a low battery condition is present test the batteries
first. See Special Instruction, SEHS7633, “Battery 2. CHECK THE RESISTANCE IN THE EXCITATION
Test Procedure” for more information. If the engine CIRCUIT. This step is only for alternators
cranks slowly, then test the starting system. See with external excitation when the terminal for
Service Magazine, SEPD0020, “Testing The Starter excitation is labelled: “IG”. See “Alternator
On The Engine” for more information. If a warning Specifications” if the method of excitation is
indicator for the charging system is ON, see unknown. Go to 3 if your alternator is self-excited.
Service Magazine, SEBD1751, “Difference Between
Alternator Indicator In Electronic Monitoring System a. Turn the disconnect switch to the ON position.
(EMS) And Low Voltage Indicator In Operating
Monitoring System (OMS)”. When a problem with b. Verify voltage at the excitation terminal.
the charging system is suspected, then complete Connect the red lead from a multimeter to the
the testing that is outlined in this Special Instruction. excitation terminal. Connect the black lead
See “Initial Troubleshooting Procedure” in order to a ground source . This is often the case
to begin troubleshooting. The procedures in this of the alternator.
Special Instruction are designed to guide you to
the problem with as little testing as possible. In c. Read the voltage that is shown on the
most cases, you will only use a few of the tests to multimeter.
diagnose a problem. The tests are labelled as T1
- T8 for easy reference. A descriptive title for each Expected Result: The voltage is within .5
test is included as well. volts of battery voltage.
Results:
Initial Troubleshooting Procedure
• YES - The voltage reads battery voltage.
1. CHECK THE RESISTANCE IN THE EXCITATION The excitation circuit is correct. Proceed
CIRCUIT. This step is only for alternators to 3.
with external excitation when the terminal for
excitation is labelled: “1”, “REG”, and “D+”. • NO - The voltage is more than .5 volts less
See “Alternator Specifications” if the method of than battery voltage. There is a fault in the
excitation is unknown. Go to 3 if your alternator wiring harness to the alternator or there is
is self-excited. Go to 2 for alternators that have a poor electrical connection. Correct the
an “IG” excitation terminal. problem. Watch for a recurrence of the
problem.
a. If the generator set is equipped with a
disconnect switch then turn the disconnect 3. CHECK THE SYSTEM VOLTAGE.
switch to the ON position.
a. Before you start the generator set, connect
b. Verify voltage at the excitation terminal. a voltmeter between the “B+” terminal and
Connect the red lead from a multimeter to the the case of the alternator. Disconnect all
excitation terminal. Connect the black lead to loads from the battery. Disconnect the battery
a ground source (alternator case ground). voltage to the EMCP II.
161
b. Turn the disconnect switch to the ON position

but do not start the engine.
Expected Result: This voltage should be

system voltage.
Results:
• YES - The voltage is system voltage. Go to 4

• NO - The voltage is less than system
voltage. Verify that the batteries are good
and verify that battery connections are
good. Go to “T4 Alternator Drive System -
Check” if the batteries are good.
4. CHECK OF THE INITIAL OPERATION OF THE

ALTERNATOR.
a. The voltmeter remains connected in the

configuration from 3.
b. Start the engine. Set the throttle to at least

75%. Read the voltage on the voltmeter.
Expected Result: The voltage is higher than

the voltage recorded in the previous Step 3 .
Results:
• YES - The voltage is higher than the voltage

observed in the previous Step 3. The
voltage is also lower than the maximum
voltage that is listed in the specifications
for the alternator. The alternator is partially
charging. See the following diagnostic flow
chart for reference in continued testing.
Proceed to “T1 Alternator Output - Test”.
• YES - The voltage is higher than the voltage

observed in the previous Step 3. The
voltage is also higher than the maximum
voltage that is listed in the specifications
for the alternator. The alternator is over
charging. Proceed to “T8 Alternator
Overcharging - Test”.
• NO - The voltage is not higher than the

voltage observed in 3. Proceed to “T4
Alternator Drive System - Check”.
Note: Severely discharged batteries can cause
low system voltage. This can occur even while the
engine is running above idle, and the alternator is
working properly. Proper low engine idle is also
important. Most of the alternators in Caterpillar
applications are self-excited. These alternators must
exceed a turn-on speed before the charging will
begin. Alternator output can be very low at idle.
162
g00508188
Illustration 92
T1 Alternator Output - Test 2. Connect the 9U-5795 Current Probe or 8T-0900

Ammeter to a DMM (digital multimeter). The
1. Ensure that the batteries are NOT fully charged. multimeter must have a peak hold feature. Clamp
the probe around alternator output wire (“B+”).
a. Fully charged batteries have open circuit Before you clamp the probe around the wire,
voltage of 25 volts on 24 volt systems. ensure that the probe is “zeroed” .
b. If the batteries are fully charged then crank 3. Set the digital multimeter to “peak hold” or “max
the engine for 30 seconds. This action mode” on the “mV” scale.
reduces the battery voltage. Operate the
lights for 10 minutes while the engine is off 4. Start the engine, and immediately set the throttle
as an alternative. to at least 75%. The peak current will appear on
the voltmeter in “peak hold” or “max” mode.
Expected Result: This current reading should be

at least 90% of the specified peak output.
163
Results: • YES - The current is below 0.050 amperes. The

charging system is currently good. The fault is
• OK - The current is at least 90% of the possibly an intermittent draw in the system.
specified peak output. See “Alternator The batteries may be faulty. Check that NO
Specifications” for exact numbers. Go to accessories were ON during the test.
“T2a Undesired Electrical System Current
- Test (For Generator Set Equipped With A • NO - The current is above 0.050 amperes.
Main Disconnect Switch)” or “T2b Undesired There is a draw in the system. Go to “T5
Electrical System Current - Test (For Any Alternator Current - Test”.
Generator Set)”.
T2b - Undesired Electrical System
• NOT OK - The current is less than 90% of the
specified peak output. Go to “T4 Alternator Current - Test (For Any Generator
Drive System - Check”. Set)
T2a - Undesired Electrical System 1. Turn off all accessories. Disconnect the voltage
supply to the EMCP II.
Current - Test (For Generator Set
Equipped With A Main Disconnect 2. Clamp a 9U-5795 Current Probe or 8T-0900
Ammeter around the main ground cable. Clamp
Switch) the tool with the positive side away from the
1. Turn off all of the accessories. Disconnect the battery. Reset the probe (zero) before you clamp
around the wire. Read the current.
voltage supply to the EMCP II.
Expected Result: The current is below 2
2. Clamp a 9U-5795 Current Probe or 8T-0900
amperes.
Ammeter around the main ground cable. Clamp
the tool with the positive side away from the
Results:
battery. Reset the probe (zero) before you clamp
the probe around the wire. Read the current.
• YES - The current is below 2 amperes.
Continue to 3.
Expected Result: The current is below 2
amperes.
• NO - The current is above 2 amperes. There
is a current draw in the system. Go to “T5
Results:
Alternator Current - Test”.
• YES - The current is below 2 amperes. 3. Remove the ground cable from the battery
Continue to 3.
terminal. For systems with 4 batteries, disconnect
the ground cables from both negative batteries.
• NO - The current is above 2 amperes. There
is a current draw in the system. Go to “T5
4. Connect an ammeter between the disconnected
Alternator Current - Test”.
battery ground cable and one of the negative
battery terminals. Connect the red positive lead
3. Turn the disconnect switch to the ON position.
of the ammeter to the cable. The negative lead
Connect an ammeter across the disconnect
should be connected to the battery terminal. If
switch terminals. Connect the red lead to the
a multimeter is being utilized for this test, use
terminal on the frame side. Connect the black
the 10 ampere connections in order to avoid
lead to the terminal on the battery side. If a
damage.
multimeter is being utilized for this test, use the
10A connections in order to avoid damage. Expected Result: The current is below .050
amperes (50 milliamperes).
4. Turn off the disconnect switch and read the
current.
Note: The standard acceptable current draw is 50
milliamperes. A current draw above 50 milliamperes
Expected Result: The current is below .050
usually indicates a problem.
amperes (50 milliamperes).
Results:
Note: The standard acceptable current draw is 50
milliamperes. A current draw above 50 milliamperes
usually indicates a problem. Contact a Caterpillar • YES - The current is below 0.050 amperes. The
charging system is currently good. The fault is
dealer for more information.
possibly an intermittent draw in the system.
The batteries may be faulty. Check that NO
Results:
accessories were ON during the test.
164
• NO - The current is above 0.050 amperes. • NO - If the voltage in 3 is more than 2 volts for
There is a draw in the system. Go to “T5 24 volt systems higher than the voltage in 4,
Alternator Current - Test”. there is high circuit resistance: corrosion, loose
connections, and damaged wiring. Continue
Note: The following alternators have a connector for to 5.
a regulator: 6T-1196 and 9G-6081. Disconnect the
regulator connector from the alternator. Recheck the 5. Check the voltage between the frame and the
current that was found in the previous Step. If the alternator B+ terminal. Record the voltage.
current is below 0.050 amperes (50 milliamperes)
the regulator is faulty. 6. Check the voltage between the frame and the
+ battery post. Step 6 should be completed as
quickly as possible after 5.
T3 Charging System - Test
Expected Result: The voltage difference
1. Verify that the alternator B+ terminal nut is tight
between 5 and 6 does not exceed 1 volt on 24
and verify that the wire has a good connection
volt systems.
to the B+ terminal.
Results:
2. Start the engine and set the throttle to at least 75
percent. Allow the engine to run for at least 3
minutes before you continue to 3 . The following • YES - The voltage difference does not exceed
the tolerance. The charging circuit is good.
table will assist in making calculations during
this test. Go to 7.
Table 21 • NO - The voltage difference exceeds the

tolerance. There is high resistance in the
Test Step Voltage The Voltage charging circuit: loose cables, corroded
Reading should be
cables, damaged cables, and faulty circuit
less than this
3 column for a 24 breaker. Correct the problem and retest the
volt system. system.
4
3 minus 4 = 2.0 volts 7. Check the voltage between the negative battery
post and the alternator case ground.
5
6 Expected Result: The voltage does not exceed
1 volt on 24 volt systems.
5 minus 6 = 1.0 volt
7 1.0 volt Results:
3. Measure the voltage between the alternator B+

• YES - The voltage difference does not exceed
the tolerance. The ground circuit is good.
terminal and the alternator case ground.
There is an internal problem with the alternator.
Go to “T6 Residual Magnetism Restoration”.
4. Measure the voltage across the battery. Put the
red lead on the + battery terminal, and put the
black lead on the negative battery terminal. 4
• NO - The voltage difference exceeds the
should be completed as quickly as possible
ground circuit: loose cables, corroded cables,
after 3.
loose alternator mounting, and poor engine
ground. Correct the problem and retest the
Expected Result: On 24 volt systems, the
system.
voltage is within 2 volts.
Results: T4 Alternator Drive System - Check
• YES - If the voltage in 3 is not more than 2 volts 1. Check the condition of the alternator drive belt. If
for 24 volt systems higher than the voltage in the drive belt is oily, clean the pulleys. Replace
4, this test is complete and the related wiring the drive belt, and retest the system. If the drive
is correct at this time. Replace the alternator belt is wet, dry the belt and retest the system. If
or disassemble the alternator and repair. the drive belt is worn, replace the belt and retest
the system.
165
2. Check the tension of the alternator drive belt. If 1. Start the engine and set the throttle to at least
the tension is off, adjust the tension. 75%.
3. Check the nut on the alternator pulley. If the nut 2. Connect a voltmeter between the “B+” terminal
is loose, tighten the nut and retest the system. and the alternator case ground.
4. If all of the previous steps find no problems go 3. If a wire is connected, disconnect the wire from
to “T3 Charging System - Test”. the “R” terminal.
Expected Result: The voltage stays the same.
T5 Alternator Current - Test
Results:
1. Disconnect all the loads from the battery.
Disconnect the voltage supply to the EMCP II.
• YES - The voltage stays the same. Continue
to 4.
2. Connect the 9U-5795 Current Probe or 8T-0900
Ammeter to a DMM (digital multimeter). Clamp
the probe around the alternator output wire • NO - The voltage rises and the alternator
begins charging. The wire to the “R” terminal
(“B+”). Before you clamp the probe around the
wire, ensure that the probe is “zeroed”. is shorted. Repair the wiring or replace
the wiring. Go to “Initial Troubleshooting
Procedure” and retest the system.
3. Read the current.
4. Connect one end of a jumper wire to the “B+”
Expected Result: The current is under 2
terminal of the alternator.
amperes.
5. Connect the other end of the jumper wire to the
Results:
“R” terminal (“D+” terminal for Bosch alternators)
of the alternator for two seconds.
• YES - The current is under 2 amperes.
Continue to 4.
Expected Result: The voltage output rises on
the “B+” terminal.
• NO - The current is over 2 amperes. There is
an internal problem with the alternator. Proceed
Results:
to “T6 Residual Magnetism Restoration”.
4. Disconnect the B+ terminal wire from the • OK - The voltage output rises. The alternator
alternator. Connect the red lead of the multimeter is now charging. Go to “Initial Troubleshooting
Procedure” and retest the system.
to the wire that was just disconnected. Connect
the black lead of the multimeter to the B+
terminal of the alternator. Set the multimeter on • NOT OK - The voltage output does not
rise. There is an internal malfunction in the
the 10 amp scale. Read the current.
alternator. See the appropriate service manual
or the alternator in order to test the internal
Expected Result: The current is under 0.015
components and connections.
amperes.
6. Remove the wire that is connected to the “I”
Results:
terminal. Check for a rise in voltage on the “B+”
terminal.
• YES - The current is under 0.015 amperes.
The alternator is operating correctly. There is a
current draw on the generator set. Go to “T7 Expected Result: The voltage rises.
Identifying Source Of Current Draw - Test”.
Results:
• NO - The current is over 0.015 amperes. There
is an internal problem with the alternator. Go to • YES - The voltage rises. There is a short
in the wiring to the terminal. Repair the
“T6 Residual Magnetism Restoration”.
wiring or replace the wiring. Go to “Initial
Troubleshooting Procedure” and retest the
T6 Residual Magnetism Restoration system.
This test is only for self-excited alternators. • NO - The voltage output does not rise. There
See Service Magazine, SEBD1672, July 1986, is an internal malfunction in the alternator.
“Brushless Alternators May Not Charge In Certain See the appropriate service manual or
Conditions” for additional information. the alternator in order to test the internal
166
T7 Identifying Source Of Current Table 22
Draw - Test Test Step Voltage Voltage should

Reading be less than
1. Disconnect all the loads from the battery. this column
4 for a 24 volt
Disconnect the system voltage from the EMCP II.
5 system.
2. Clamp a 9U-5795 Current Probe or 8T-0900
Ammeter around the main ground cable. Clamp 4 minus 5 = 2.0 volts
the tool with the positive side away from the 6
battery. Reset the probe (zero) before you clamp 7
the probe around the wire. Use the current
probe if the draw is above approximately 2 6 minus 7 = 1.0 volt
amperes. Use the Ammeter if the draw is below
approximately 2 amperes. 4. Measure the voltage between the alternator’s
“B+” terminal and the case for the alternator.
3. Monitor the current and remove the following
fuses one at a time: “F1”, “F4”, “F7”, and “F8”. 5. Measure the voltage across the battery. Put the
Check the current after each fuse is removed. red lead on the + battery terminal, and put the
After you remove a fuse, observe the current and black lead on the negative battery terminal. Step
reinstall the fuse. Start with the main fuses first, 5 should be completed as quickly as possible
and proceed to smaller circuits.
after 4.
4. If a removal of a fuse causes the current to drop, Expected Result: On 24 volt systems, the
then the problem is in that circuit. voltage is within 2 volts.
a. Check if any components on the circuit are Results:

ON.
• YES - If the voltage in 4 is not more than 2 volts
b. If everything is OFF, disconnect electrical for 24 volt systems higher than the voltage in
components on that circuit one at a time and 5, this step is complete and the related wiring
monitor current. is correct at this time. Go to 8.
c. After all of the components in that circuit have • NO - If the voltage in 4 is more than 2 volts for
been disconnected, check the current. If the 24 volt systems higher than the voltage in 5,
problem still exists then check the wiring for
corrosion or shorts to ground. there is high circuit
connections, resistance:
and damaged corrosion,
wiring. loose
Go to 6 .
Note: The standard acceptable current draw is 50 6. Check the voltage between the frame and the
milliamperes. A current draw above 50 milliamperes alternator B+ terminal. Record the voltage.
usually indicates a problem.
7. Check the voltage between the frame and the
T8a - Alternator Overcharging - Test + battery post. Step 7 should be completed as
quickly as possible after 6.
This test is for alternators that have an “IG” terminal
, an “S” terminal, or another sense terminal. Expected Result: The voltage difference
between 6 and 7 does not exceed 1 volt on 24
1. Clean the connection and tighten the connection volt systems.
to the wiring terminal on the alternator.
Results:
2. Verify that the alternator B+ terminal nut is tight
and verify that the wire has a good connection to • YES - The voltage difference does not exceed
the “B+” terminal. the tolerance. The charging circuit is good.
Go to 8.
percent. Turn ON all electrical accessories for all
test steps below. Allow the engine to run for at
least 3 minutes before you continue to 4. The
following table will assist in making calculations
during this test.
167
• NO - The voltage difference exceeds the Table 23

tolerance. There is high resistance in the Voltage Voltage should
Test Step
charging circuit: loose cables, corroded Reading be below this
cables, damaged cables, faulty circuit breaker, for 24 volt
and faulty main relay. Correct the problem. 4 system
Go to “Initial Troubleshooting Procedure” and 5
retest the system.
4 minus 5 = 2.0 volts
75 percent.
7
9. Measure the voltage between the sense terminal 6 minus 7= 1.0 volt
and the case of the alternator.
Expected Result: The voltage at the sense 4. Measure the voltage between the alternator B+
terminal is above the specification. terminal and the alternator case ground.
Results: 5. Measure the voltage across the battery. Put

the red lead on the positive battery terminal,
• YES - The voltage is over specification. There and put the black lead on the negative battery
is an internal malfunction in the alternator. terminal. Step 5 should be completed as quickly
See the appropriate service manual for as possible after 4.
the alternator in order to test the internal
components and connections. Expected Result: On 24 volt systems, the
voltage is within 2 volts.
• NO - The voltage is below that found in the
initial tests (B+ to alternator case). The sense Results:
circuit in the generator set has high resistance.
Correct the problem and retest the system . • YES - If the voltage in 4 is not more than
Go to “Initial Troubleshooting Procedure” at the 2 volts for 24 volt systems higher than the
beginning of this test. voltage in 5, this step is complete and the
related wiring is correct at this time. There is an
internal malfunction in the alternator. See the
T8b - Alternator Overcharging - appropriate service manual for the alternator
Test (Continued) in order to test the internal components and
connections.
This test is for alternators that do not have an “IG”
terminal, “S” terminal, or other sense terminal. • NO - If the voltage in 4 is more than 2 volts for
24 volt systems higher than the voltage in 5,
1. Clean the connection and tighten the connection there is high circuit resistance: corrosion, loose
to the wiring terminal on the alternator. connections, and damaged wiring. Go to 6 .
2. Verify that the alternator’s “B+” terminal nut is 6. Check the voltage between the frame and the
tight. Verify that the wire has a good connection alternator B+ terminal. Record the voltage.
to the “B+” terminal.
7. Check the voltage between the frame and the
3. Run the engine at 75 percent. Allow the engine to positive battery post. 7 should be completed as
run for at least 3 minutes before you continue to quickly as possible after 6.
4. The following table shows the measurements
taken during this test will be used. Expected
between 6Result: The voltage
and 7 does difference
not exceed 1 volt on 24
volt systems.
Results:
• YES - The voltage difference does not

exceed the tolerance. The charging circuit is
good. There is an internal malfunction in the
alternator. See the appropriate service manual
for the alternator in order to test the internal
168
• NO - The voltage difference exceeds the i01623439

charging circuit: loose cables, corroded Starting Motor Magnetic
cables, damaged cables, faulty circuit breaker, Switch - Test
and faulty main relay. Correct the problem.
Go to “Initial Troubleshooting Procedure” and SMCS Code: 1426-081
retest the system.
Alternator Specifications
Table 24
Alternator Specifications
Peak Minimum
Current Peak
Rating Current
(Amps) (Amps)
24 Volt Alternators
2P-1204, 3Y-8200 19 17
2Y-8310 21 19 g00482547
Illustration 93
6T-1395, 7T-2095, OR-3653 33 30 Magnetic Switches On Subpanel
6N-9294, OR-5217, OR-3482 35 32 (Two Switches That Are Shown Are For The System With Two
Starting Motors.)
5N-5692, OR-2698 45 41
5S-9088, 100-5047, 112-5041, 50 45 The starting motor magnetic switch (SMMS) for
OR-5206, OR-3667, OR-3668 the 24 DCV systems is mounted on the subpanel
within the control panel. Two switches are used in a
109-2362, 9W-3043 55 50 system with two starting motors. One switch is used
, OR-3652(D+), 112-8032 for each starting motor.
3E-7772(IG), OR-9437(IG), 60 54
105-3132(IG), 4N-3986, Test Procedure
OR-5203
1. Disconnect the jumper wire between terminals
155-7434, 132-2156(I),
107-7977(I), OR-8279(I) 70 63 TS1-4 and TS1-5 in the generator housing.
Measure the resistance between terminals TS1-5
107-7976, 114-2401, OR-8997, 75 68 and TS1-2.
3E-7577, OR-3615
9X-7803, OR-3749, 122-6657 100 90 • The resistance should measure 26 to 33 ohms
for the systems with one starting motor.
Parts-Service Only Discontinued 24 Volt Alternators
9G-6081, 6T-1196 40 36 • The resistance should measure 13 to 17 ohms
for the systems with two starting motors.
D+ - Diode trio output. Alternator requires external
excitation. If resistance is NOT correct, replace the defective
REG - Regulator Terminal. Alternator requires external magnetic switch. If the resistance is correct,
excitation. proceed to step 2.
I - Ignition Terminal. Alternator can be externally excited 2. Disconnect the cable that is going from the
through this terminal. pinion solenoid to the starting motor. Do this
IG - Ignition Terminal. System voltage must be supplied procedure on both starting motors of a system
to this terminal to turn on the alternator. Some of these with two starting motors.
alternators use the IG terminal as a sense terminal.
3. Connect a DC voltmeter. Connect the positive
cable to terminal TS1-24 and the negative cable
to terminal TS1-25 in the generator housing.
(If the second magnetic switch is tested in a
system with two starting motors, then connect
the negative cable to terminal TS1-26.)
169
Note: The jumper wire of step 4 can remain

connected for only ten seconds.
4. Connect a jumper wire from terminal TS1-1

to terminal TS1-5 in the generator housing.
Disconnect this wire immediately after the voltage
is measured. Do not leave the wire on more than
10 seconds. The correct measurement changes
from approximately 24 DCV to approximately 2
DCV.
If voltage is greater than 2.0 DCV, then replace

the magnetic switch. If the switch passes the
requirements of step 1 and 4, the switch is
functioning correctly. Reconnect the wires and
cables that were removed in this procedure.
i01134686
Pulse Width Modulated (PWM)

Sensor - Test Illustration 95
Schematic For Temperature Sensor (Engine Coolant)
g00596060
g00595836
Illustration 94
Schematic For Pressure Sensor (Engine Oil)
g00288430
Illustration 96
Pulse Width Modulated Signal
This test is provided in addition to the CID 100 and

CID 110 troubleshooting procedures. See Testing
And Adjusting, “Troubleshooting Diagnostic Codes”.
The pulse width modulated sensors are listed below.
• oil pressure sensor

• coolant temperature sensor
170
These PWM sensors produce a digital signal. In a Table 26

digital signal, the duty cycle varies as the condition
Sensor Specifications
changes. The frequency remains constant.
Engine Coolant Temperature Sensor (ECTS)(1)
Table 25
Temperature C ( F)
 
Signal Signal Duty

Sensor Specifications Voltage(2) DCV Cycle(2) %
(1)
Engine Oil Pressure Sensor (EOPS) −40
20)to − 29 (−40 to 1.18 to 1.23 10.0 to 10.6
Pressure kPa (psi) Signal Signal Duty
Voltage(2) Cycle(2) −29 to − 18 ( −20 to 0) 1.23 to 1.30 10.6 to 11.6
DCV %
−18 to −7 (0 to 20) 1.30 to 142 11.6 to 13.3
0 to 69 (0 to 10) 0.92 to 1.44 12.8 to 20.8
−7 to 4 (20 to 40) 1.42 to 1.63 13.3 to 16.2
69 to 138 (10 to 20) 1.44 to 1.92 20.8 to 28.1
4 to 16 (40 to 60) 1.63 to 1.97 16.2 to 21.1
138 to 207 (20 to 30) 1.92 to 2.40 28.1 to 35.4
16 to 27 (60 to 80) 1.97 to 2.43 21.1 to 27.5
207 to 276 (30 to 40) 2.40 to 2.89 35.4 to 42.6
27 to 38 (80 to 100) 2.43 to 3.00 27.5 to 35.6
276 to 345 (40 to 50) 2.89 to 3.34 42.6 to 49.6
38 to 49 (100 to 120) 3.00 to 3.67 35.6 to 45.0
345 to 414 (50 to 60) 3.34 to 3.89 49.6 to 56.6
49 to 60 (120 to 140) 3.67 to 4.35 45.0 to 54.7
414 to 483 (60 to 70) 3.89 to 4.29 56.6 to 64.0 60 to 71 (140 to 160) 4.35 to 5.00 54.7 to 63.9
483 to 552 (70 to 80) 4.29 to 4.74 64.0 to 70.5
71 to 82 (160 to 180) 5.00 to 5.58 63.9 to 72.0
552 to 621 (80 to 90) 4.74 to 5.25 70.5 to 78.1
82 to 93 (180 to 200) 5.58 to 6.05 72.0 to 78.6
621 to 690 (90 to 100) 5.25 to 5.74 78.1 to 85.0
93 to 104 (200 to 220) 6.05 to 6.42 78.6 to 83.8
(1) The base frequency is 350 to 650 Hz.
(2) The voltages and currents are guidelines for troubleshooting 104 to 116 (220 to 6.42 to 6.72 83.8 to 88.1
and are not considered exact. Tolerance is ±10%. 240)
116 to 125 (240 to 6.72 to 6.90 88.1 to 90.6
257)
125 to 135 (257 to 6.90 to 7.05 90.6 to 92.7
275)
(1)
(2) The voltages
The Base frequency is 370are
and currents to 550 Hz.
guidelines for troubleshooting
and are not considered exact. Tolerance is ±10%.
Test Procedure
Table 27
Tools Needed
9U-7330 Multimeter 1
Multimeter is optional for
frequency and duty cycle
measurements.
7X-1710 Multimeter Probe Group 1
This procedure requires the measurement of the

frequency and duty cycle of the sensor signal.
Use the 9U-7330 Digital Multimeter in order to
measure the frequency and the duty cycle. In order
to measure frequency, turn the rotary switch to AC
volts. Then, press the “HZ” button once. In order to
measure the duty cycle, turn the rotary switch to AC
volts and press the “HZ” button twice.
171
Note: The 6V-7070 Digital Multimeter does • NOT OK - A CID 269 is NOT active. The
not measure the frequency or the duty cycle. harness is faulty. Troubleshoot and repair the
However, the DC voltages are listed in the Sensor harness. STOP.
Specifications chart as an alternative to measuring
the frequency and the duty cycle. The 6V-7070 4. Check The Sensor Signal.
Digital Multimeter can be used for measurements
of the DC voltage. The ECS remains in the STOP position.
1. Perform Initial Preparations. a. Measure the frequency and the duty cycle of
the signal at the sensor connector. Conduct
a. Locate the suspect sensor. the measurements from contact “C” to contact
“B” of the sensor connector.
b. Identify the sensor wires and connector
contacts. See the preceding System b. Make a note of the measurements.
Schematics.
Expected Result: The measured frequency
c. DO NOT DISCONNECT ANY HARNESS and duty cycle should agree with the values
CONNECTORS AT THIS TIME. that are listed in the Sensor Specifications
chart.
d. Use the 7X-1710 Multimeter Probe in order
to make future measurements by probing Results:
through the back of the harness connectors.
• OK - The measurements agree. The sensor
2. Check Sensor Supply Voltage. is functioning correctly. Proceed to 5.
a. Turn the engine control switch (ECS) to • NOT OK - The measurements DO NOT
OFF/RESET. Then, turn the ECS to STOP. agree. Proceed to 7.
b. Measure the sensor supply voltage at the 5. Check The Signal At The GSC Harness
sensor connector. Perform the measurement Connector.
from contact “A” to contact “B” on the sensor
connector. a. Measure the frequency and the duty cycle of
the signal at the GSC harness connector.
7.5 to 8.5 DCV. • For the oil pressure signal, measure the
resistance from contact 8 to contact 31.
Results:
• For the coolant temperature signal, measure
• OK - The voltage is from 7.5 to 8.5 DCV. the resistance from contact 7 to contact 31.
Proceed to 4.
• For the oil temperature signal, measure the
• NOT OK - The voltage is equal to battery resistance from contact 14 to contact 31.
positive. The sensor supply is shorted to
battery positive in the engine harness. Expected Result: The measured frequency
Troubleshoot and repair the engine harness. and duty cycle should agree with the values
STOP. that were measured in Step 4.
• NOT OK - The voltage is not from 7.5 to 8.5 Results:

DCV and the voltage is not equal to battery
positive. Proceed to 3. • OK: The measurements agree. The sensor
is functioning correctly. Proceed to 7.
3. Check The Status Of The Fault.
• NOT OK - The measurements DO
Observe the GSC display. NOT agree. The harness is defective.
Troubleshoot and repair the engine harness.
Expected Result: A CID 269 is active. STOP.
Results: 6. Check The Status Of The Fault.
• OK - A CID 269 is active. Go to the procedure a. Check if sensor fault codes are still active.
in Testing And Adjusting, “Troubleshooting
Diagnostic Codes”. STOP. Expected Result: Sensor fault codes are still
active.
172
Results: i00946745
• OK - The GSC is faulty. Replace the EMCP Electronic Control (AC

GSC. See Testing And Adjusting, “EMCP Transformer Box) - Replace
Electronic Control (Generator Set) -
Replace”. STOP. SMCS Code: 1409-510
• NOT OK - If sensor fault codes are NOT

active, check the connectors and wiring.
See Testing And Adjusting, “Electrical
Connector - Inspect”. STOP.
7. Check The Engine Harness.
a. Disconnect the engine harness from the

sensor.
b. Disconnect the GSC+ from the harness.
c. Check the harness for an open circuit. A

correct circuit will be approximately 5 ohms
or less.
d. Check the signal wire for a short to battery
positive, battery negative and sensor supply.
A correct circuit will be greater than 5000
ohms.
Expected Result: For Step 7.c , the resistance

should be 5 ohms or less. For Step 7.d, the
Results:
• OK - All resistance measurements are Illustration 97

g00483140
correct. Therefore, replace the sensor. AC Transformer Box (ATB)

STOP.
The ATB is located on the subpanel within the
• NOT OK - One or more resistance control panel.
measurements are NOT correct.
Troubleshoot and repair the engine harness. Replacement Procedure
STOP.
1. Shut down the engine. Remove the positive lead
wire from the battery.
2. Make sure that all wires at the terminal strip of the

ATB are marked with the respective termination
point. During reassembly, these wires must be
reattached to the correct terminal. Remove all
external wires from the terminal strip.
3. Disconnect the ATB connector from the harness

connector.
4. Remove all mounting nuts and mounting screws

that fasten the ATB to the subpanel. Remove the
ATB.
5. Place the new ATB in the subpanel. Install the

mounting nuts and mounting screws. Tighten the
mounting nuts and mounting screws.
173
6. Reconnect the harness connector to the ATB. 8. Reprogram the setpoints, the spare inputs, the
Reconnect all the wires to the terminal strip that spare outputs, the hourmeter, the voltmeter, the
were removed. Reconnect the positive lead wire ammeter and the AC offset adjustment. See the
to the battery. If necessary, see the “Generator related topics in the Systems Operation. Use the
Set Wiring Diagram” in Testing And Adjusting, values from the original GSC. See step 1 .
“Schematics and Wiring Diagrams”.
7. Program the bar code (calibration value) for the

voltmeter/ammeter into the GSC. See Systems
Operation, “Voltmeter/Ammeter Programming
OP8”.
8. If the genset is operating in parallel with another

genset and the voltmeter values match, then
reprogram the AC offset. See Systems Operation,
“AC Offset Adjustment OP10”.
i00946899
EMCP Electronic Control

(Generator Set) - Replace
SMCS Code: 4490-510
Replacement Procedure
1. The new GSC must be reprogrammed after the

GSC has been installed. If the GSC that is being
replaced is functional, then make a note of the
value for the hourmeter, all engine setpoints,
any spare inputs, and any spare outputs that
are programmed. See Systems Operation,
2. Shut down the engine. Remove the positive lead

wire from the battery.
3. Remove the harness connector from the GSC.

A 4 mm hex wrench is required to turn the
fastening screw.
4. Make sure that all of the wires at the terminal

strips are marked with the respective termination
point. During reassembly, these wires must be
reattached to the correct terminal. Remove all of
the wires from the terminals and the wires from
the posts of the relay module.
5. Remove the six nuts that fasten the GSC to the

front panel. Remove the GSC.
6. Place the new GSC in the front panel. Install the

six nuts and tighten the six nuts.
7. Reconnect the harness connector to the GSC.

Reconnect all the wires to the terminals of the
relay module that were removed. Reconnect the
positive lead wire to the battery. If necessary,
see the “Generator Set Wiring Diagram” in
Testing And Adjusting, “Schematics and Wiring
Diagrams ”.
174
i00947086
Relay Module - Replace

SMCS Code: 4490-510
g00483398
Illustration 98
Relay Module At The Rear of The GSC
(1) Relay Module. (2) Screws. (3) Tape. (4) Desiccant package. (5) O-ring seal. (6) Connector of the cable.
Relay module (1) contains the relays, fuses and 2. Make sure that all of the wires at the terminal
terminals that are used in order to operate the strips are marked with the respective termination
external devices of the EMCP II. Relay module (1) point. During reassembly, these wires must be
is a component of the GSC. reattached to the correct terminal. Remove all of
the wires from the terminals and the wires from
Reference: Special Instruction, SEHS9710, “Relay the posts of the relay module (1).
3. Remove ten screws (2) that fasten relay module
Replacement Procedure (1) to the GSC.
1. Remove the positive lead wire from the battery.
175
4. Be aware that O-ring seal (5) exists. Partially ALS – Alarm Silence Push Button
separate relay module (1) from the GSC.
Carefully disconnect the cable clamp and the ALT – Alternator
cable connector (6) from relay module (1).
AR – Arming Relay
Verify the small jumper block on the PC board.
The small jumper block is near the cable for ASOS – Air Shutoff Solenoid
the ribbon cartridge. The jumper block of the
original relay module should match the jumper ASR – Air Shutoff Relay
block on the new relay module. See Testing And
Adjusting, “AC Voltage Range - Adjust”. ASSV – Air Start Solenoid Valve
5. Replace the desiccant package (4) with the new ATB – AC Transformer Box
desiccant package. Replace the tape that is
included with the new relay module. Attach the AUX – Auxiliary Terminal Strip
new desiccant package in the same manner as
the one that is removed. AUXREL – Auxiliary Relay (Crank Termination)
Note: Do not remove the new desiccant package AWG – American Wire Gauge
from the protective container until the relay module
is installed into the GSC. The length of time that BATT – Battery
is required to install the new relay module is
twenty minutes. Longer periods of time will cause BCF – Battery Charger Failure Switch
the desiccant package to become saturated with
moisture. C – Common
6. Install new O-ring seal (5) in the groove of relay CAM – Custom Alarm Module
module (1). Make sure that the O-ring seal (5) is
seated properly. Align the connector of the cable CAR – Custom Alarm Relay
and reconnect the connector of the cable (6) to
the relay module (1). Install the cable clamp. CB – Circuit Breaker
7. Place relay module (1) on the GSC. Check that CCM – Customer Communication Module
O-ring (5) remains seated. Align the screw holes
of relay module (1) and the GSC. Install ten CDM – Engine Cooldown Timer Module
screws (2) and tighten ten screws (2).
CIM – Customer Interface Module
8. Reconnect all the wires to the terminals of the
relay module that were removed. Reconnect the CT – Current Transformer
positive lead wire to the battery. If necessary,
see the “Generator Set Wiring Diagram” in CTR – Crank Termination Relay
Testing And Adjusting, “Schematics and Wiring
Diagrams”. D – Diode
DCV – DC Voltmeter
i01623481
Typical Generator DS – Disconnect Switch
Abbreviations ECLC – Engine Coolant Loss Sensor Connector
SMCS Code: 4490 ECLS – Engine Coolant Loss Sensor
A – Ammeter ECS – Engine Control Switch
ACT – Actuator ECTS – Engine Coolant Temperature Sensor
ADS – Engine Combustion Air Damper Position EFCR – Emergency Fuel Control Relay
Switch
EFL – Emergency Fuel Light
AFCR – Auxiliary Fuel Control Valve
EG – Electronic Governor (Speed Sensing)
ALM – Alarm Module
EGA – Electronic Governor Actuator
176
EGR – Electronic Governor Relay LFL – Low Fuel Level Light
EHC – Ether Hold-In Coil LFLAS – Low Fuel Level Alarm Switch
EHS – Ether Hold-In Switch LFS – Latching Fuel Control Solenoid
ENFR – Engine Failure Relay LOLAS – Low Oil Level Alarm Switch
EOTC – Engine Oil Temperature Sensor Connector LWLAS – Low Water Level Alarm Switch
EOTS – Engine Oil Temperature Sensor LWTL – Low Water Temperature Light
EOPS – Engine Oil Pressure Sensor MAN – Manual
EPC – Ether Pull-In Coil MPU – Magnetic Speed Pickup
EPS – Ether Pull-In Switch NC – Normally Closed
ES – Ether Solenoid NO – Normally Open
ESPB – Emergency Stop Push Button OCL – Overcrank Light
ESL – Emergency Stop Light OCR – Overcurrent Relay
F – Fuse OCT – Overcrank Timer
FCR – Fuel Control Relay OP – Oil Pressure
FCTM – Fuel Control Timer Module OPG – Oil Pressure Gauge
FRB – Fuel Rupture Basin OPL – Oil Pressure Light
FS – Fuel Solenoid OSL – Overspeed Light
FSOS – Fuel Shutoff Solenoid OSR – Oil Step Relay
GFR – Generator Fault Relay OVR – Overvoltage Relay
GOL – Generator On Load PEEC – Programmable Electronic Engine Control
GOV – Governor PL – Panel Illumination Light
GPHI – Ground Post (High Voltage) PLS – Panel Light Switch
GPLO – Ground Post (Low Voltage) POS – Positive
GS – Governor Switch POT – Potentiometer
GSC – Generator Set Control PP – Prelube Pump
GSM – Governor Synchronizing Motor PPMS – Prelube Pump Magnetic Switch
GSOV – Gas Shutoff Valve PPPS – Prelube Pump Oil Pressure Switch
HZ – Frequency Meter PR – Preregulator
KWR – Kilowatt Level Relay PS – Pinion Solenoid
IC – Remote Start/Stop Initiate Contact PWM – Electrical Converter (Pulse Width

Modulated)
L – Load Leads
178
g00600966
Illustration 99
179
i01623426
Reading DC Schematics
SMCS Code: 7566
g00489928
Illustration 100
Typical DC Schematic
(1) Symbol for terminal on relay module. (4) Symbol for terminal on terminal strip
(2) Pin identification on engine control within control panel.
switch. (5) Symbol for terminal on terminal strip
(3) Symbol for contact of GSC connector. within generator.
180
i00961244
Block Diagram of Generator

Set Control
SMCS Code: 4490; 7566
181
g00489936
Illustration 101
182
i00967906
Connector Contact
Identification of Generator
Set Control
SMCS Code: 4490; 7553
g00493031
Illustration 102
Back Of GSC
Top View Of GSC
The Instrument Door Is Open.
183
i01223913
Schematics and Wiring

Diagrams
SMCS Code: 7566
184
DC Schematic - Air Start
g00601039
Illustration 103
185
DC Schematic - Prelube Pump

Option
g00601043
Illustration 104
186
Wiring Diagram - Relay Driver

Module
g00621368
Illustration 105
187
DC Schematic - IEC (one of two)
g00621418
Illustration 106
188
DC Schematic - IEC (two of two)
g00621486
Illustration 107
189
DC Schematic - JIC (one of two)
g00621572
Illustration 108
191
AC Schematic - IEC
g00601124
Illustration 110
193
Wiring Diagram - Customer/

Contractor
g00621703
Illustration 112
194
Wiring Diagram - Customer

Interface Module (CIM)
g00601653
Illustration 113
195
Wiring Diagram - Harness
g00621704
Illustration 114
196
Wiring Diagram - Main Chassis

(one of two)
g00621712
Illustration 115
197
Wiring Diagram - Main Chassis (two

of two)
g00621713
Illustration 116
Wiring Diagram - 3500 Engines

(With Air Starting)
198
g00654044
Illustration 117
199
Wiring Diagram - 3500 Engines

(With Electric Starting)
200
g00654045
Illustration 118
201
Wiring Diagram - All Generator

Sets (Except 3500 Engines)
202
g00654133
Illustration 119
203
i01136288
Service Record
SMCS Code: 4490
Table 28
SERVICE TABLE - RECORD OF SETPOINT VALUES

Generator Description: Site, Serial No., EMCP II Model No., etc.
Setpoint Specified Actual Setpoint Description Possible Values Default
Value Value(1) Value
Setpoint Programming - OP5
P01 Fuel Solenoid Type 0 = ETR, 1 = ETS 0
P02 Units Shown 0 = Eng, 1 = metric 0
P03 Shutdown Override For Engine 0 = shutdown, 1 = alarm 0
Fault
P04 Shutdown Enable For Sensor 0 = alarm, 1 = shutdown 0
Fault
P05 Coolant Loss Sensor 0 = w/o sensor, 1 =
w/sensor
P06 Shutdown Override For Coolant 0 = shutdown, 1 = alarm 0
Loss Fault
P07 System Voltage 0 = 24 volts, 1 = 32 volts 0
P08(2) Upper Display 0 = enable, 1 = disable 0
P09 Ring Gear Teeth 95 to 350 teeth 136 teeth
P10 Engine Overspeed 500 to 4330 rpm 2120 rpm
P11 Crank Terminate Speed 100 to 1000 rpm 400 rpm
P12 Oil Step Speed 400 to 1800 rpm 1350 rpm
P13 Low Oil Pressure Shutdown At 34 to 420 kPa (5 to 60 psi) 205 kPa
Rated Speed (30 psi)
P14 Low Oil Pressure Shutdown At 20 to 336 kPa (3 to 50 psi) 70 kPa
Idle Speed (10 psi)
P15 High Water Temperature 85 to 123 C (185 to 253 F)
 
107 C 
Shutdown (225 F) 
P16 Low Water Temperature Alarm 0 to 36 C (32 to 97 F)

 
21 C (70 F)
 
P17 Total Cycle Crank Time 5 to 120 seconds 90 seconds

P18 Cycle Crank Time 5 to 60 seconds 10 seconds
P19 Cooldown Time 0 to 30 minutes 5 minutes
P20 AC Voltage Full Scale 150 V to 18000 V 700 V

P21 AC Current Full Scale 75 A to 40000 A 600 A
P22(3) GSC Engine Number 01 to 08 01
P23 Engine Type 0 = MUI diesel, 1 = spark 0
ignited, 2 = EUI diesel
P24 Crank Time Delay 0 to 20 seconds 5 seconds
Spare Input/Output Programming - OP6
SP01 Spare Fault 1 Active State 0 = Low, 1 = High 0
SP02 Spare Fault 1 Response 0 = Shutdown, 1 = Alarm 0
(continued)
204
(Table 28, contd)
SERVICE TABLE - RECORD OF SETPOINT VALUES

Generator Description: Site, Serial No., EMCP II Model No., etc.
Setpoint Specified Actual Setpoint Description Possible Values Default
Value Value(1) Value
SP03 Spare Fault 2 Active State 0 = Low, 1 = High 0

SP04 Spare Fault 0 = Shutdown, 1 = Alarm 0
SP05 Spare Fault 0 = Low, 1 = High 0
SP06 Spare Fault 0 = Shutdown, 1 = Alarm 0
SP07 Spare Output Active State 0 = Low, 1 = High 0
SP08 Spare Fault 1 Delay Time 0 to 250 seconds 0 seconds
SP11 Spare Output Response See Service Manual 7 = cooldown
Voltmeter/Ammeter Programming - OP8
AC01 A-B Voltage Calibration 0 to 255 NA(4)
(4)
AC02 B-C Voltage Calibration 0 to 255
(4)
AC03 C-A Voltage Calibration 0 to 255
(4)
AC04 A Current Calibration 0 to 255
(4)
AC05 B Current Calibration 0 to 255
(4)
AC06 C Current Calibration 0 to 255
(1) The actual value space is provided for recording and comparing values during future servicing or troubleshooting of the particular genset.
(2) P08 is engine type (0 = diesel, 1 = gas) on former 103-6177, 113-4500 and 117-6200 GSC ’s.
(3) Not present on former 103-6177, 113-4500 and 117-6200 GSC’s.
(4) The default value is not applicable (NA). A random value is assigned to the setpoint when a GSC internal memory fault (CID 268 0 occurs.
This table provides a record of setpoint values for a

singular genset. The table is intended to be an easy
reference for future servicing or troubleshooting of
a particular genset.
205
Index Section
Index
A CID 168 FMI 4 Electrical System Voltage Below
Normal - Test ....................................................... 73
AC Offset Adjustment OP10.................................. 38 CID 190 FMI 2 Speed Sensor (Engine) Incorrect
Procedure For Voltmeter Offset Adjustment ...... 38 Signal - Test ......................................................... 76
AC Voltage Range - Adjust.................................. 156 CID 190 FMI 3 Speed Sensor (Engine) Voltage
AL Fault Code - Troubleshoot .............................. 127 Above Normal - Test ............................................ 78
Troubleshooting Procedure .............................. 128 CID 248 FMI 9 CAT Data Link Abnormal Update -
AL Fault Codes ...................................................... 39 Test ...................................................................... 81
Alarm Mode ........................................................... 21 CID 268 FMI 2 EMCP Electronic Control (Generator
Alarm Module Control - Adjust ............................ 159 Set) Incorrect Signal - Test .................................. 81
Adjustment Procedure ..................................... 159 CID 269 FMI 3 Sensor Power Supply Voltage Above
Alarm Module Control (Custom)............................ 48 Normal - Test ....................................................... 82
Alarm Module Control (NFPA 110) ........................ 47 CID 269 FMI 4 Sensor Power Supply Voltage Below
Alarm Module or Remote Annunciator - Normal - Test ....................................................... 84
Troubleshoot ...................................................... 148 CID 330 FMI 7 Unexpected Shutdown Improper
Alarm Modules ...................................................... 42 Mechanical Response - Test................................ 86
Description of Change ....................................... 42 CID 331 FMI 2 Switch (Engine Control) Incorrect
Signal - Test ......................................................... 93
CID 333 FMI 3 Alarm Module Control Voltage Above
B Normal - Test ....................................................... 95
CID 333 FMI 4 Alarm Module Control Voltage Below
Block Diagram of Generator Set Control ............. 180 Normal - Test ....................................................... 97
CID 334 FMI 3 Spare Output Voltage Above Normal -
Test ...................................................................... 99
C High/Low Logic Circuit ....................................... 99
Serial Data Link ................................................. 99
Charging System - Test ....................................... 160 CID 334 FMI 4 Spare Output Voltage Below Normal -
Alternator Specifications .................................. 168 Test .................................................................... 101
Initial Troubleshooting Procedure..................... 160 High/Low Logic Circuit ..................................... 101
T1 Alternator Output - Test .............................. 162 Serial Data Link ............................................... 102
T2a - Undesired Electrical System Current - CID 336 FMI 2 Switch (Engine Control) Incorrect
Test (For Generator Set Equipped With A Main Signal - Test ....................................................... 103
Disconnect Switch)......................................... 163 CID 441 FMI 12 Electronic Governor Relay Failed -
T2b - Undesired Electrical System Current - Test Test .................................................................... 105
(For Any Generator Set)................................. 163 CID 442 FMI 12 Generator Fault Relay Failed -
T3 Charging System - Test .............................. 164 Test .................................................................... 107
T4 Alternator Drive System - Check ................ 164 CID 443 FMI 12 Crank Termination Relay Failed -
T5 Alternator Current - Test ............................. 165 Test .................................................................... 108
T6 Residual Magnetism Restoration................ 165 CID 444 FMI 12 Starting Motor Relay Failed -
T7 Identifying Source Of Current Draw - Test .. 166 Test .................................................................... 110
T8a - Alternator Overcharging - Test................ 166 CID 445 FMI 12 Run Relay Failed - Test ............. 112
T8b - Alternator Overcharging - Test (Continued) CID 446 FMI 12 Air Shutoff Relay Failed - Test... 113
....................................................................... 167 CID 447 FMI 12 Fuel Control Relay Failed - Test.. 115
CID 100 FMI 2 Pressure Sensor (Engine Oil) CID 500 FMI 12 EMCP Electronic Control (Generator
Incorrect Signal - Test .......................................... 59 Set) Failed - Test................................................ 117
CID 100 FMI 3 Pressure Sensor (Engine Oil) Voltage CID 560 FMI 11 CAT Data Link Failure Mode Not
Above Normal - Test ............................................ 60 Identified - Test .................................................. 118
CID 100 FMI 4 Pressure Sensor (Engine Oil) Voltage CID 566 FMI 7 Unexpected Shutdown Improper
Below Normal - Test............................................. 62 Mechanical Response - Test.............................. 119
CID 110 FMI 2 Temperature Sensor (Engine Coolant) CID 590 FMI 9 Engine Electronic Control Module
Incorrect Signal - Test .......................................... 64 Abnormal Update - Test..................................... 126
CID 110 FMI 3 Temperature Sensor (Engine Coolant) Component Location ............................................... 6
Voltage Above Normal - Test ............................... 65 Connector Contact Identification of Generator Set
CID 110 FMI 4 Temperature Sensor (Engine Coolant) Control ............................................................... 182
Voltage Below Normal - Test................................ 67 Customer Interface Module ................................... 52
CID 111 FMI 3 Fluid Level Sensor (Engine Coolant) Application Guidelines ....................................... 52
Voltage Above Normal - Test ............................... 69
CID 168 FMI 3 Electrical System Voltage Above
Normal - Test ....................................................... 71
206
Index Section
D Indicator for High Water Temperature -

Troubleshoot ...................................................... 132
Data Link ............................................................... 15 Indicator for Low Coolant Level - Troubleshoot.... 134
Diagnostic Codes .................................................. 40 Indicator for Low Oil Pressure - Troubleshoot...... 129
Indicator for Overcrank - Troubleshoot ................ 136
Instrument Panel ................................................... 13
E Instrument Panel Switches ................................ 13
Electrical Connector - Inspect ............................. 155

EMCP Electronic Control (AC Transformer Box) - M
Replace.............................................................. 172
EMCP Electronic Control (Generator Set)............... 8 Modes Of Operation .............................................. 18
Display ................................................................. 9
Fault Indicators .................................................... 8
GSC Part Number.............................................. 12 N
Keypad............................................................... 10
Relays................................................................ 10 No Engine Shutdown - Troubleshoot ................... 143
EMCP Electronic Control (Generator Set) - Normal Mode......................................................... 19
Replace.............................................................. 173 Engine Starting Sequence................................. 20
Engaged Starting Motor - Troubleshoot............... 141 Engine Stopping Sequence ............................... 20
Engine Setpoint Verification OP9 .......................... 36
Procedure For High Water Temperature
Verification........................................................ 38 P
Procedure For Low Oil Pressure Verification ..... 37
Procedure For Overspeed Verification............... 37 Password Entry OP3 ............................................. 25
Engine/Generator Programming OP5 ................... 27 Procedure To Enter The Password .................... 26
Introduction To Setpoints ................................... 27 Pulse Width Modulated (PWM) Sensor - Test ..... 169
Engine/Generator Setpoint Viewing OP2 .............. 25 Test Procedure................................................. 170
Procedure To View The Setpoints...................... 25
Erratic GSC Operation - Troubleshoot................. 149
R
F Reading DC Schematics ..................................... 179

Relay (Overcurrent) ............................................... 14
Fault Description.................................................... 39 Relay (Overvoltage)............................................... 14
Fault Identification ................................................. 56 Relay Driver Module .............................................. 49
Fault Log Clearing OP4 ......................................... 26 Relay Module - Replace ...................................... 174
Procedure For Clearing Diagnostic Codes ........ 26
Fault Log Viewing OP1.......................................... 24
Procedure To View The Fault Log...................... 25
General Information........................................... 5, 55
Hourmeter Programming OP7............................... 34

Procedure For Programming The Hourmeter .... 34
Important Safety Information ................................... 2

Inaccurate Display of Voltage or Current -
Troubleshoot ...................................................... 154
Indicator for Emergency Stop - Troubleshoot ...... 131
Indicator for Engine Overspeed - Troubleshoot ... 133
207
Index Section
S V
Schematics and Wiring Diagrams ....................... 184 Voltmeter/Ammeter Programming OP8 ................. 35
AC Schematic - IEC ......................................... 191 Procedure For Voltmeter/Ammeter
AC Schematic - JIC.......................................... 192 Programming.................................................... 36
DC Schematic - Air Start.................................. 184
DC Schematic - IEC (one of two)..................... 187
DC Schematic - IEC (two of two) ..................... 188 Z
DC Schematic - JIC (one of two) ..................... 189
DC Schematic - JIC (two of two)...................... 190 Zero Display of Voltage or Current -
DC Schematic - Prelube Pump Option ............ 185 Troubleshoot ...................................................... 151
Wiring Diagram - 3500 Engines (With Air
Starting) ......................................................... 197
Wiring Diagram - 3500 Engines (With Electric
Starting) ......................................................... 199
Wiring Diagram - All Generator Sets (Except 3500
Engines) ......................................................... 201
Wiring Diagram - Customer Interface Module
(CIM) .............................................................. 194
Wiring Diagram - Customer/Contractor............ 193
Wiring Diagram - Harness ............................... 195
Wiring Diagram - Main Chassis (one of two) ... 196
Wiring Diagram - Main Chassis (two of two).... 197
Wiring Diagram - Relay Driver Module............. 186
Sensors ................................................................. 15
Fluid Level Sensor (Engine Coolant) ................. 16
Pressure Sensor (Engine Oil) ............................ 15
Speed Sensor (Engine)...................................... 16
Temperature Sensor (Engine Coolant) .............. 16
Service Mode ........................................................ 23
Service Record.................................................... 203
Service Tools ......................................................... 55
Shutdown Mode..................................................... 21
SP Fault Code - Troubleshoot.............................. 126
Troubleshooting Procedure .............................. 127
SP Fault Codes ..................................................... 40
Spare Input/Output Programming OP6 ................. 31
Spare Inputs....................................................... 31
Spare Output...................................................... 33
Speed Sensor (Engine) - Adjust.......................... 159
Starting Motor Magnetic Switch - Test................. 168
Symbols............................................................... 177
Synchronizing Lights Module................................. 50
Installation Of The Synchronizing Module ......... 51
Synchronizing Lights Module With Reverse Power
Relay.................................................................... 51
System Communication Module (Customer)......... 53
Systems Operation Section ..................................... 5
Table of Contents..................................................... 3
Testing and Adjusting ............................................ 55
Testing and Adjusting Section ............................... 55
Troubleshooting Dedicated Shutdown
Indicators ........................................................... 129
Troubleshooting Diagnostic Codes ........................ 57
Troubleshooting Undiagnosed Problems............. 140
Undiagnosed Problem List............................... 140
Typical Generator Abbreviations.......................... 175

EMCP II Testing and Adjustment

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7/18/2019 EMCP II FOR MUI

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Troubleshooting Undiagnosed Problems ............ 140

Systems Operation Section

• The 103-1582 Control Panel Chart is the earlier

• The 129-4053 Control Panel Chart is the later

i00707320 Fault Indicators

The yellow fault alarm indicator (3) FLASHES when

The red fault shutdown indicator (2) FLASHES when

The red dedicated shutdown indicators (1)

Emergency Stop – The operator presses the Display

High Water Temperature – The engine coolant

Engine Overspeed – The engine speed exceeds the

Low Coolant Level – The engine coolant level drops g00593349

Note: The GSC can be programmed to override theshow

high water temperature and low coolant level as one particular

Both displays are used for programming functions

Leftmost Key – This key only functions when the

Phase Select Key – This key selects the phase of

Engine Meter Key – This key stops the scrolling of

Lamp Test Key – This key performs a lamp test on

Alarm Codes Key – If fault alarm indicator (3) is

Exit Key – This key only functions when the GSC is

Service Mode Key – Pressing this key causes the

K2 Generator Fault Relay (GFR) – When the relay is

K6 Air Shutoff Relay (ASR) – When the relay is Table 2

GSC Part Number 120-6880 Setpoint P08 is changed.

i01623116 If the red emergency stop push button (ESPB) (6)

The optional governor switch (GS) (2) is used to

The optional panel light switch (PLS) (3) turns the

The optional starting aid switch (SAS) (1) is present

Automatic – This type is used for continuous flow

On manual starting aid types, when SAS (1) is

Data Link Sensors

The GSC monitors the following engine sensors that

are listed below.

Pressure Sensor (Engine Oil)

Connection Points For The Data Link

ALM Data Out – This serial data link is a single

Temperature Sensor (Engine

temperature sensor is mounted in the water jacket. supplied with the

There are four setpoints that are related to the

The engine speed sensor is an input of the GSC.

• activation of an engine overspeed shutdown

The sensor creates a sine wave signal from passing

There are four setpoints that are related to engine

Key Function Normal Mode Alarm Mode Shutdown Mode

Service Mode – The GSC goes into service mode

• Assist with troubleshooting diagnostic codes.

• Verify the generator set functions.

Engine Starting Sequence Note: The optional Customer Communication

4. The GSC activates the fuel control relay (FCR)

• Engine overspeed 8. If engine speed does not decrease at least 100

• Engine overcrank Note: The ASR would already be activated for an

2. Reset the GSC by turning the ECS to

Service Mode OP1 Fault log viewing

Scroll Up Key – This key is used to scroll up through