Service Manual: G P (E) LP/Dual Fuel Engine

SB4426E00
Dec. 2014
Service Manual
G424P(E) LP/Dual Fuel Engine
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5

G20G, G25G, G30G
Important Safety Information
Most accidents involving 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.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety
precautions are listed in the “Safety” section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards
exist. WARNING labels have also been put on the product to provide instructions and to identify specific
hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
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.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN 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 not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product. Obtain the complete and
most current information before starting any job. DOOSAN dealers have the most current information available.
Index
Cylinder Head and Valves ................................ 41
Chapter 1. General Information Removal and Installation .............................. 41
Removal Service Points ............................... 42
The Specification of SI Engine G424P(E)........... 7 Installation Service Points............................. 43
G424P(E) Engine Performance....................... 9 Inspection .................................................... 45
G424PE Engine Emission - EPA Certification
Levels............................................................. 9 Front Case, Silent Shaft and Oil Pan ............... 48
G424P(E)-LP Engine Power & Torque Curve Removal and Installation .............................. 48
..................................................................... 10 Removal Service Points ............................... 49
G424P(E)-LP Engine BSFC Curve:............... 10 Installation Service Points............................. 51
G424P(E)-GAS Engine Power & Torque Curve Inspection .................................................... 58
..................................................................... 11
G424P(E)-GAS Engine BSFC Curve:............ 11 Piston and Connecting Rod ............................. 59
Removal and Installation .............................. 59
Service Specifications ...................................... 12 Removal Service Points ............................... 60
Installation Service Points............................. 61
Rework Dimensions.......................................... 14 Inspection .................................................... 66
Torque Specifications....................................... 15 Crankshaft and Cylinder Block ........................ 68

Removal and Installation .............................. 68
Maintenance Information .................................. 17 Installation Service Points............................. 70
Inspection .................................................... 73
Sealants............................................................. 18 Crankshaft Journal Oil Clearance <Plastic
Form-in-Place Gasket (FIPG) ....................... 18 Gauging Material Method> ........................... 73
Removal of FIPG Sealed Parts ..................... 18 Cylinder Block .............................................. 73
Cleaning FIPG Application Surface ............... 18 Boring Cylinder............................................. 74
Application of FIPG ....................................... 18 Flexplate, Remove and Install....................... 75
Special Tools ................................................ 19 Starter .......................................................... 75
Starter, Remove and Install .......................... 75
Exhaust Manifold, Remove and Install .......... 76
Chapter 2. Engine Mechanical Installation Procedure ................................... 76
Intake Manifold, Remove and Install ............. 77
Timing Belt ........................................................ 22 Camshaft Sensor Remove and Install ........... 78
Removal and Installation............................... 22 Stretch Fit Belt Remove and Install ............... 78
Removal Service Points ................................ 23 Manual Tension Belt Remove and Install ...... 79
Inspection ..................................................... 26
Installation Service Points ............................. 28 Engine Compression Test................................ 80
Introduction .................................................. 81
Water Pump....................................................... 34 Servicing Your Emissions Certified Engine ... 81
Removal and Installation............................... 34 Fuel Quality .................................................. 81
Installation Service Points ............................. 35 Fuel System Cautions .................................. 81
Warnings, Cautions and Notes ..................... 81
Rocker Arms and Camshaft ............................. 36 Proper Use of This Service Manual, Tools and
Removal and Installation............................... 36 Equipment .................................................... 81
Removal Service Point.................................. 37
Inspection ..................................................... 37 Maintenance...................................................... 83
Installation Service Points ............................. 39 Serpentine Belt System ................................ 83
G424P(E) Service Manual 1 Index

Cooling System ............................................ 83 Replace LP Fuel Filter Element .................... 94
Coolant ......................................................... 84 Direct Electronic Pressure Regulator (DEPR)
Engine Electrical System Maintenance ......... 84 Maintenance and Inspection ......................... 95
Engine CrankCase Oil .................................. 84 Checking/Draining Oil Build-Up in the Vaporizer
Oil Recommendation .................................... 84 Regulator ..................................................... 95
Synthetic Oils ............................................... 84 Air Fuel Mixer/Throttle Control Device
Checking/Filling Engine Oil Level .................. 85 Maintenance and Inspection ......................... 96
Changing the Engine Oil ............................... 85 Exhaust System and Catalytic Converter
Fuel System Inspection and Maintenance ..... 86 Inspection and Maintenance ......................... 96
Gasoline and LPG Fuel System .................... 86
Inspection and Maintenance of the Fuel Storage LPG Fuel System .............................................. 97
Cylinder ........................................................ 86 Mobile Engine LPG Fuel System Schematic
Inspection and Replacement of the Fuel Filter86 .................................................................... 97
Replacing the Fuel Filter: .............................. 86 Description and Operation of the Fuel Systems
Direct Electronic Pressure Regulator (DEPR) .................................................................... 98
Maintenance and Inspection ......................... 87 NG & LPL Fuel System ................................ 98
Checking/Draining Oil Build-Up in the Vaporizer Service Lines ............................................... 98
Regulator...................................................... 87 LP Fuel Filter................................................ 98
Air Fuel Mixer/Throttle Control Device Electric Fuel Lock-Off Valve ......................... 98
Maintenance and Inspection ......................... 88 Direct Electronic Pressure Regulator (DEPR)
Exhaust System and Catalytic Converter .................................................................... 98
Inspection and Maintenance ......................... 88 Air Fuel Mixer ............................................... 99
Light Duty 2-Stage Vaporizer ...................... 100
Electronic Throttle Control Device (ETC) .... 100
Chapter 3. Fuel System Three-Way Catalytic Converter................... 100
Engine Control Module ............................... 101
General Information .......................................... 89 Heated Exhaust Gas Oxygen Sensors........ 101
Introduction .................................................. 89 TMAP Sensor............................................. 102
Servicing Your Emissions Certified Engine.... 89 Coolant Temperature Sensor...................... 102
Fuel Quality .................................................. 89 Oil Pressure Sender ................................... 102
Fuel System Cautions................................... 89 LD 2-Stage Regulator Nominal Pressure
Warnings, Cautions and Notes...................... 89 Specifications ............................................. 102
Proper Use of This Service Manual, Tools and
Equipment .................................................... 89 Gasoline Fuel System .................................... 103
Engine Compression Test ............................. 90 Gasoline Multi Point Fuel Injection .............. 104
Gasoline Fuel Storage Tank ....................... 104
Maintenance ...................................................... 91 Gasoline Fuel Pump ................................... 104
Serpentine Belt System ................................ 91 Gasoline Pressure and Temperature Sensor
Cooling System ............................................ 91 Manifold ..................................................... 104
Coolant ......................................................... 91 Fuel Filter ................................................... 104
Engine Electrical System Maintenance ......... 92 Fuel Injector Rail ........................................ 105
Engine Crankcase Oil ................................... 92 Fuel Injector ............................................... 105
Oil Recommendation .................................... 92
Synthetic Oils ............................................... 92 Fuel System Diagnosis................................... 106
Checking/Filling Engine Oil Level .................. 92 Fuel System Description............................. 106
Changing the Engine Oil ............................... 93 Diagnostic Aids .......................................... 106
Fuel System Inspection and Maintenance ..... 94 Test Description ......................................... 106
LPG Fuel System ......................................... 94 How the Correction Factors Work ............... 107
Inspection and Maintenance of the Fuel Storage Determining Total Fuel Correction .............. 107
Cylinder ........................................................ 94

Normal & Abnormal Fuel Correction............ 107 Diagnostic Trouble Code (DTC) Chart – Sorted
Fuel System Symptom Diagnostics ............. 108 By DTC # (1 Of 4)....................................... 137
Intermittent ................................................. 109 Diagnostic Trouble Code (DTC) Chart – Sorted
No Start ...................................................... 110 By DTC # (2 Of 4)....................................... 138
Hard Start ................................................... 112 Diagnostic Trouble Code (DTC) Chart – Sorted
Cuts Out, Misses ........................................ 114 By DTC # (3 Of 4)....................................... 139
Hesitation, Sag, Stumble ............................ 115 Diagnostic Trouble Code (DTC) Chart – Sorted
Backfire ...................................................... 116 By DTC # (4 Of 4)....................................... 140
Lack of Power, Sluggishness, or Sponginess Diagnostic Trouble Code (DTC) Chart – Sorted
................................................................... 117 By SPN:FMI (1 Of 4) .................................. 141
Rough, Unstable, or Incorrect Idle, Stalling Diagnostic Trouble Code (DTC) Chart – Sorted
................................................................... 118 By SPN:FMI (2 Of 4) .................................. 142
Diagnostic Trouble Code (DTC) Chart – Sorted
Electrical Section ............................................ 120 By SPN:FMI (3 Of 4) .................................. 143
G424P(E) LPG / Dual Fuel.......................... 120 Diagnostic Trouble Code (DTC) Chart – Sorted
By SPN:FMI (4 Of 4) .................................. 144
Diagnostic Scan Tool (DST) ........................... 121 OBD System Check/MIL (Malfunction Indicator
Contents ..................................................... 121 Lamp) ........................................................ 145
DST Installation Instructions ....................... 121 DTC 11 – Intake Cam / Distributor Position Error
Password Login .......................................... 123 (SPN 520800:FMI 7) .................................. 147
Password Dialog Box Functions.................. 123 DTC 16-Never Crank Synced At Start (G430FE
Connecting the PC to the Engine Wire Harness Only) (SPN 636:FMI 8) ............................... 148
................................................................... 124 DTC 107-MAP Low Voltage (SPN 106:FMI 4)
DST Service Pages .................................... 125 .................................................................. 151
Spark Kill .................................................... 126 DTC 108-MAP High Pressure (SPN 106:FMI 16)
Injector Kill.................................................. 126 .................................................................. 155
DBW Test Mode ......................................... 126 DTC 111-IAT Higher Than Expected 1 (SPN
External Power Test ................................... 127 105:FMI 15)................................................ 158
Plot/Log Menu Functions ............................ 127 DTC 112-Iat Low Voltage (SPN 105:FMI 4) 160
DST Plot Interface Functions ...................... 129 DTC 113-Iat High Voltage (SPN 105:FMI 3) 163
Snapshot Hot Key Functions....................... 129 DTC 116-Ect Higher Than Expected 1 (SPN
DST Logger ................................................ 130 110:FMI 15)................................................ 166
Malfunction Indicator Lamp (MIL) ................ 130 DTC 117-Ect/Cht Low Voltage (SPN 110:FMI 4)
Diagnostic Trouble Codes (DTC) ................ 130 .................................................................. 168
DLC Communication Error .......................... 131 DTC 118-Ect/Cht High Voltage (SPN 110:FMI 3)
Blink Code Function.................................... 131 .................................................................. 171
Intermittent Problems.................................. 132 DTC 121-TPS 1 Lower Than TPS 2 (TPS
51:FMI 1) ................................................... 174
Engine Wire Harness Repair .......................... 133 DTC 122-TPS 1 Low Voltage (TPS 51:FMI 4)
ON-Vehicle Service Wire Harness Repair ... 133 .................................................................. 177
Connectors and Terminals .......................... 133 DTC 123-TPS 1 High Voltage (TPS 51:FMI 3)
Micro-Pack ................................................. 134 .................................................................. 180
Metri-Pack .................................................. 134 DTC 127-IAT Higher Than Expected 2 (TPS
Weather-Pack............................................. 134 105:FMI 0).................................................. 183
Weather-Pack Terminal Repair ................... 135 DTC 129-BP Low Pressure (TPS 108: FMI 1)
.................................................................. 185
Diagnostic Trouble Codes (DTCs).................. 136 DTC 134-EGO 1 Pre Cat Open/Lazy (TPS
Malfunction Indicator Lamp (MIL) Operation 724:FMI 10)................................................ 189
................................................................... 136

DTC 154-EGO 2 Pre Cat Open/Lazy (TPS DTC 686-Relay Control Ground Short (SPN
520208:FMI 10) .......................................... 192 1485:FMI 4)................................................ 256
DTC 217-ECT Higher Than Expected 2 (TPS DTC 687-Relay Coil Short to Power (SPN
110:FMI 0) .................................................. 195 1485:FMI 3)................................................ 258
DTC 219-Max Govern Speed Override (TPS DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)261
515:FMI 15) ................................................ 197 DTC 1112-Spark Rev Limit (SPN 515: FMI 0)
DTC 221-TPS 1 Higher Than TPS 2 (TPS .................................................................. 263
51:FMI 0) .................................................... 199 DTC 1121 FPP 1 and 2 Redundancy Lost (SPN
DTC 222-TPS 2 Signal Voltage Low (TPS 91: FMI 31)................................................. 265
520251:FMI 4) ............................................ 202 DTC 1151-Closed Loop Multiplier High LPG
DTC 223-TPS 2 Signal Voltage High (TPS (SPN 520206:FMI 0) .................................. 267
520251:FMI 3) ............................................ 205 DTC 1152-Closed Loop Multiplier Low LPG
DTC 336-Crank Sync Noise (TPS 636:FMI 2) (SPN 520206:FMI 1) .................................. 270
................................................................... 208 DTC 1161-Adaptive Learn High LPG (SPN
DTC 337-Crank Loss (TPS 636:FMI 4) ....... 211 520202:FMI 0)............................................ 272
DTC 341-Camshaft Sync Noise (TPS 723:FMI DTC 1162-Adaptive Learn Low (LPG) (SPN
2)................................................................ 214 520202:FMI 1)............................................ 275
DTC 342-Camshaft Sensor Loss (TPS 723:FMI DTC 1162-Adaptive Learn Low LPG ........... 276
4)................................................................ 217 DTC 1165-LPG Catalyst Monitor (SPN
DTC-359 Fuel Run-Out Longer Than Expected 520213:FMI 10) .......................................... 277
(SPN 1239:FMI 7)....................................... 220 DTC 1171-EPR Pressure Higher Than Expected
DTC 520-Oil Pressure Low Stage 1 (TPS (SPN 520260:FMI 0) .................................. 278
100:FMI 18) ................................................ 222 DTC 1172-EPR Pressure Lower Than Expected
DTC 522- Oil Pressure Sender Low Voltage (SPN 520260:FMI 1) .................................. 280
(SPN 100:FMI 4)......................................... 224 DTC 1173-EPR Communication Lost (SPN
DTC 523- Oil Pressure Sender High Voltage 520260:FMI 31) .......................................... 282
(SPN 100:FMI 3)......................................... 226 DTC 1174-EPR Supply Voltage High (SPN
DTC 524-Oil Pressure Low Stage 2 (TPS 520260:FMI 3)............................................ 285
100:FMI 1) .................................................. 228 DTC 1175-EPR Supply Voltage Low (SPN
DTC 562-System Voltage Low (TPS 168:FMI 520260:FMI 4)............................................ 287
17).............................................................. 231 DTC 1176-EPR Internal Actuator Fault (SPN
DTC 563-System Voltage High (TPS 168:FMI 520260:FMI 12) .......................................... 290
15).............................................................. 233 DTC 1177-EPR internal Circuitry Fault (SPN
DTC 601-Flash Checksum Invalid (TPS 628:FMI 520260:FMI 12) .......................................... 292
13).............................................................. 235 DTC 1178-EPR Internal Communication Error
DTC 604-Ram Failure (TPS 630:FMI 12) .... 237 (SPN 520260:FMI 12)................................. 294
DTC 606-Cop Failure (TPS 629:FMI 31) ..... 239 DTC 1512 – Auxiliary Analog PU 1 Low Voltage
DTC 642-External 5 Volt 1 Reference Low (TPS (SPN 520216:FMI 3) .................................. 296
1079:FMI 4) ................................................ 241 DTC 1612-RTI 1 Loss (SPN 629:FMI 31).... 297
DTC 643-External 5 Volt 1 Reference High (TPS DTC 1613-RTI 2 Loss (SPN 629:FMI 31).... 299
1079:FMI 3) ................................................ 244 DTC 1614-RTI 3 Loss (SPN 629:FMI 31).... 301
DTC 650-MIL Control Open (TPS:1213:FMI 5) DTC 1615-A/D Loss (SPN 629:FMI 31) ...... 303
................................................................... 246 DTC 1616-Invalid Interrupt (SPN 629:FMI 31)
DTC 652-External 5 Volt 2 Reference Low (SPN .................................................................. 305
1080:FMI 4) ................................................ 249 DTC 1625 - J1939 Shutdown Request (SPN
DTC 653-External 5 Volt 2 Reference High 1384:FMI 31).............................................. 307
(SPN 1080:FMI 3)....................................... 251 DTC 1626-CAN Tx Failure.......................... 308
DTC 685-Relay Coil Open (SPN 1485:FMI 5) DTC 1627-CAN Rx Failure (SPN 639:FMI 12)
................................................................... 253 .................................................................. 311

DTC 1628-CAN Address Conflict (SPN 639:FMI
13).............................................................. 313
DTC 1644-MIL Control Ground Short (SPN
1213:FMI 4) ................................................ 315
DTC 1645-MIL Control Ground Short To Power
(SPN 1213:FMI 3)....................................... 318
DTC 2111-Unable To Reach Lower TPS (SPN
51:FMI 7) .................................................... 321
DTC 2112-Unable To Reach Higher TPS (SPN
51:FMI 7) .................................................... 324
DTC 2121-FPP 1 Lower Than FPP 2 (SPN
91:FMI 18) .................................................. 327
DTC 2122-FPP 1 High Voltage (SPN 91:FMI 3)
................................................................... 330
DTC 2123-FPP 1 Low Voltage (SPN 91:FMI 4)
................................................................... 333
DTC 2126-FPP 1 Higher Than FPP 2 (SPN
91:FMI 16) .................................................. 336
................................................................... 339
................................................................... 342
DTC 2135: TPS1/2 Simultaneous Voltages Out-
of-range (SPN 51:FMI 31)........................... 345
DTC 2229-BP High Pressure (SPN 108:FMI 0)
................................................................... 348
Definitions ....................................................... 350

Chapter 1. General Information
The Specification of SI Engine G424P(E)
General Description
G424P (Non Certified SI Engine)
Engine Name (DOOSAN):
G424PE (EPA Certified SI Engine)
Base Engine Name: 4G64-L-56/57
Engine Type: Water-cooled, Inline 4-Cycle, 4-Cylinders
Naturally Aspirated
Combustion System:
Pent-roof Combustion chamber - 4V with central spark plug
Exhaust System: Cast Iron, Dry
SOHC, 4 Valves per Cylinder
Valve Configuration:
Auto Lash adjustment by hydraulic valve lifter
Camshaft Driving: Timing belt system
Displacement: 2,351 cc (143 CID)
Bore: 86.5 mm (3.41 in.)
Stroke: 100 mm (3.94 in.)
Compression Ratio: 9.5:1
Compression Pressure: Min. 1,150 kPa (165 psi), Normally 175~210 psi
Intake Valve: 18° BTDC(Open)/ 53° ABDC(Close)
Valve Timing:
Exhaust Valve: 50° BBDC(Open)/ 18° ATDC(Close)
Firing Order: 1-3-4-2
Factory: Torch K6RF-11
Spark Plugs:
J-gap (no precious metal) - 1.0 mm (0.040 in.) Air Gap
Weight: 185 kg (409 lbs.), Dry with trans adapter/flywheel
Rotation: Counter-Clockwise (CCW) when viewed from Flywheel End
Fuel Type: LPG, Dual Fuel
Ignition Timing: Electronic controlled by ECM
LP Fuel System
Mixer: Variable Venturi Diaphragm
Regulator: Two-Stage Positive Pressure Vaporizing Regulator
Fuel Filtration: 20 Microns nominal
Gasoline Fuel System
Fuel Filter-Primary Electric Pump
PSI external pump - capable of being
Fuel Pump
PWM controllled to meet fuel pressure requirements
Fuel Filter-SECONDARY 10 Microns @ 90% efficiency
Returnless gasoline fuel rail - engine mounted
Gasoline Regulator ASM In line gasoline and temperature sensor manifold and PWM fuel pump (fuel
pressure control = nominal 65 psi)
Fuel Injector Ass’y Electric Fuel Injector (12V)
Cooling System
Water Pump Rotation: Poly V-Belt Drive - Clockwise (CW) when viewed from engine front
Opening Temperature: 82°C (180°F)
Thermostat:
Fully Open Temperature: 95°C (203°F)
Cooling Water Capacity: Under study - block and head
G424P(E) Service Manual 7 Chapter 1. General Information

Lubrication System
Oil Pressure: 60-125 kPa (10-18 psi) @ 800 rpm (oil sump 90°C)
400-500 kPa (58-72 psi) @ 2700 rpm (oil sump 90°C)
Oil Temperature: Upper Limit: 125°C (257°F)
Recommended: 99 - 110°C (210 - 230°F)
Lower Limit:80°C (176°F)
Oil Capacity: 5.4 L (EXCLUDES OIL Filter)
Oil Filter: 0.3 L
Engine Oil Specification: API - SL or higher, SAE 10W30 or SAE 5W30
Engine Electrical
Ignition Type: Coil at Plug - controlled by ECU
Ignition COIL: 12 V operation volt
Distributor: Not applicable
Starter Motor: 12 Volt,1.2 kW
Alternator: 12 Volt, 70 amp
Engine Oil PR. S/W: Engine mounted oil pressure sensor
Engine Control Module(ECM): 12 V operation volt, 90 pins of I/O
Crank Sensor: Built in Transmission Adapter - 58X off of flywheel
Built into front cover - 1X off of cam position sensor on front of
Cam Sensor:
camshaft
Tmap: Intake Air Temp. & Manifold Absolute Press. Sensor
Pedal Angle Sensor: Installed on Accelerator Pedal
Oxygen Sensor: Heated Exhaust Gas Oxygen Sensor (HEGO) - pre and post catalyst
(certified applications only) 12 V operation volt
ECT-ECM: Engine Coolant Temperature Sensor for ECM
ECT-GAUGE Engine Coolant Temp. Sensor for GAUGE on Instrument Panel
TPS: Throttle Position Sensor (built in Throttle Body)
Throttle Body: Electronic Throttle Body
EPR: Electronic Pressure Regulator
LP Fuel Lock-off: 12 V operation volt, ON/OFF Control by ECM
Exhaust System
Catalytic Muffler: 3 way catalyst - 105.7 OD x 152.4 length (4.16" x 6") - G424PE only

G424P(E) Engine Performance
Forklift Model G(C)20/25/30/33P-5, G35C-5

G424P(E) - DF (LPG)
Engine MODEL G424P(E) - DF (Gasoline)
& G424P(E) - LPG
kW 48.9 51.5
hp 65.6 69.1
Rated Power
PS 66.5 70.1
rpm 2600 2600
g/kWh 302 359
B.S.F.C lb/hph 0.370 0.440
@ Rated Power g/hph 225 268
g/PSh 222 264
N-m 183.2 183.9
lbf-ft 135.1 135.7
Max Torque
kgf-m 18.7 18.8
rpm 2000 2200
g/kWh 310 351

B.S.F.C lb/hph 0.380 0.430
@ Max Torque g/hph 231 262
g/PSh 228 258
Governed Speed rpm 2600 2600
Low Idle rpm 750 750
G424PE Engine Emission - EPA Certification Levels
(ISO8178 C2-7 MODE)

unit CERTIFICATION LEVEL STANDARD
CO g/kWh 1.5 20.6
HC + NOx g/kWh 0.2 0.8

G424P(E)-LP Engine Power & Torque Curve
G424P(E)-LP Engine BSFC Curve:

G424P(E)-GAS Engine Power & Torque Curve
G424P(E)-GAS Engine BSFC Curve:

Service Specifications
Item Standard value Limit
Timing belt
Auto-tensioner rod projection length mm 12 -
Auto-tensioner rod pushed-in amount [When pushed with a force of 98 - 1.0 or less -
196 N] mm
camshaft
Camshaft cam height mm Intake 37.39 Min36.89
Exhaust 36.83 Min36.33
Camshaft journal outside diameter mm 45 -
Cylinder head and valves
Cylinder head flatness of gasket surface mm Less than 0.03 0.2
Cylinder head grinding limit of gasket surface mm (Total resurfacing depth - 0.2
of cylinder head and cylinder block)
Cylinder head overall height mm 119.9~ 120.1 -
Cylinder head bolt shank length mm 97.4 99.4
Valve thickness of valve head (margin) mm Intake 1.0 Min 0.5
Exhaust 1.2 Min 0.7
Valve overall height mm Intake 112.30 Min111.80
Exhaust 114.11 Min113.61
Valve stem outside diameter mm 6.0 -
Valve thickness to valve guide clearance mm Intake 0.02 - 0.05 0.10
Exhaust 0.03 - 0.07 0.15
Valve face angle mm 45° - 45.5° -
Valve spring free length mm 54.75 53.75
Valve spring load/installed height N / mm 235±19/44.2 -
Valve spring out-of-squareness 2° or less
Valve seat valve contact width mm 0.9 - 1.3 -
Valve guide inside diameter mm 6.0 -
Valve guide projection from cylinder head upper surface mm 14.0 -
Valve stem projection mm 49.3 49.8
Oil pan and oil pump
Item Standard value Limit Item

Oil pump side clearance mm Drive gear 0.08 - 0.14 -
Driven gear 0.06 - 0.12 -

Piston and connecting rod
Piston outside diameter mm 86.5 /85 -
Piston ring side clearance mm No. 1 0.02 - 0.06 0.1
No. 2 0.02 - 0.06 0.1
Piston ring end gap mm No. 1 0.25 - 0.35 0.8
No. 2 0.40 - 0.55 0.8
Oil ring side rail 0.10 - 0.40 1.0
Piston pin outside diameter mm 22.0 -
Piston pin press-in load kg (Room temperature) 755-1750 -
Crankshaft pin oil clearance mm 0.02 - 0.05 0.1
Connecting rod big end side clearance mm 0.10 - 0.25 0.4
Crankshaft and cylinder block
Crankshaft end play mm 0.05 - 0.18 0.25
Crankshaft journal outside diameter mm 57.0 -
Crankshaft pin outside diameter mm 45.0 -
Crankshaft journal oil clearance mm 0.02 - 0.04 0.1
Cylinder block flatness of gasket surface mm 0.05 0.1
Cylinder block grinding limit of gasket surface mm (Total resurfacing depth of - 0.2
both cylinder head and cylinder block)
Cylinder block overall height mm 4G64-L-56/57 290±0.1 -
Cylinder block inside diameter mm 4G64-L-56/57 86.5-86.53 -
Cylindricity mm 0.01 -

Rework Dimensions
Item Standard value
Cylinder head And valves
Diameter of oversize valve seat ring hole in cylinder Intake 0.3 oversize 34.435-34.455
head mm
0.6 oversize 34.735-34.755
Exhaust 0.3 oversize 31.935-31.955
0.6 oversize 32.235-32.255
Diameter of oversize valve guide hole in cylinder head mm 0.05 oversize 11.05 - 11.07
0.25 oversize 11.25 - 11.27
0.50 oversize 11.50 - 11.52

Torque Specifications
Dress Component torque specification can be found in the body of the manual
Item Specification
ignition system (N·m) ft·lbs
Crankshaft pulley bolts 24.5 18
Spark plugs 14mm 27 20
Water pump pulley bolts 8.9 7

Exhaust manifold
Water pump bolts 13.8 10
Thermostat housing bolts 23.6 18
Timing belt
Auto-tensioner bolts 23.6 18
Camshaft sprocket bolt 88.3 65
Counterbalance shaft sprocket bolt 45.1 34
Crankshaft bolt 117.7 87
Engine support bracket bolt 48 36
Idler pulley bolt 35.3 26
Oil pump sprocket nut 54 40
Tensioner "B" bolt 19 14
Tensioner arm bolt 22 16
Tensioner pulley bolt 49 36
Timing belt cover bolts (Bolt, washer assembly) 11 8
Timing belt cover bolts (Flange bolt and nut) 11 8
Inlet manifold and water pump
Engine hanger bolt 19 14
Oil pressure switch 10 7
Water temp gauge 30 22
Water outlet fitting bolts 20 15
Rocker arms and camshaft
Rocker arms and rocker arm shaft bolts 32 23
Rocker cover bolts 4 3
Thrust screw 19 14
Cylinder head and valves

Cylinder head bolts 378N·m → 40N·m 358ft·lbs →
320N·m +390°+390° 40ft·lbs
315ft·lbs
+390°+390°

Item Specification
ignition system (N·m) ft·lbs
Oil pan and oil pump
Drain plug 44 33
Flange bolt 36.3 27
Front case bolts 24.5 18
Oil filter bracket bolts 18.6 14
Oil filter 18.6 14
Oil pan bolts 6.9 5
Oil pump cover bolts 15.7 12
Oil pump cover screws 9.8 8
Oil screen bolts 18.6 14
Plug 23.5 18
Relief plug 44 33
Piston and connecting rod
Connecting rod cap nuts 320Nm → +390° to 315ft.lbs→ +390°
100° to 100°
Crankshaft and cylinder block
Bearing cap bolts 324.5Nm →+390°to 318ft.lbs→ +390°
100° to 100°
Bell housing cover bolts 8.8
Oil seal case bolts 10.8
Rear plate bolts 10.8
Flexplate 8.8
Flexplate 122-135 90-100

Maintenance Information
MITSUBISHI MOBILE ENGINE MAINTENANCE REQUIREMENTS
Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter.
Interval Hours
Daily 200 400 800 1000 1250 1500 1750 2000 3000 5000
General Maintenance Section
Visual check for fluid leaks X
Check engine oil level X
Check coolant level X
5
Change engine oil and filter (Severe duty ) Every 150 hours or 120 days of operation
5
Change engine oil and filter (Standard duty ) Every 250 hours or 120 days of operation
Check LPG system for leaks Prior to any service or maintenance activity
1
Inspect accessory drive belts for cracks, breaks, splits or glazing X
Inspect electrical system wiring for cuts, abrasions or corrosion X
Inspect all vacuum lines and fittings for cracks, breaks or hardening X
Engine Coolant Section
Clean debris from radiator core Every 100 hours or 60 days of operation
2&4
Change Coolant X
1
Inspect coolant hoses for cracks, swelling or deterioration X
Engine Ignition System
Replace spark plugs - Standard Duty X
3
Replace spark plugs - Severe Duty X
Inspect battery case for damage X
Base Engine System
Replace camshaft belt X
Replace balance shaft belt X
Replace Idler and tensioner pulley (Camshaft & Balance shaft belts) X
Inspect PCV system X
Fuel System Maintenance
Inspect air cleaner Every 200 hours, or every 100 hours in dusty environment
Replace filter element Every 400 hours, or every 200 hours in dusty environment
Replace fuel filter X
Inspect Shut-off Valve for leaks and closing X
Leak check fuel lines X
Check air induction for leaks X
Check manifold for vacuum leaks X
Drain LPG Vaporizer oil build up Every 150 hours or 120 days of operation
Engine Exhaust System
Inspect exhaust manifold for leaks X
Inspect exhaust piping for leaks X
Check HEGO sensor(s) connector and w ires f or burns, cuts or damage X
Inspect catalyst for mechanical damage X
The Maintenance schedule represents manufacturers recommended maintenance intervals to maintain proper engine/equipment function. Specified state
and federal regulations may require equipment operators to conduct comprehensive engine/equipment inspections at more periodic intervals than those
specified above.
Special Notes Section
Note 1 = Item should be checked yearly, replace as needed
Note 2 = PSI requires the use of coolant meeting GM specification GM6277M. When used, this coolant change interval is 5,000 hours or 5 years (whichever
occurs first). Changing of coolant types (typically indicated by color) and mixing of coolants is not allowed as this can result in a loss of coolant protection
during the engine life. Consult the OEM for the correct replacement interval if you use coolant other than GM6277M
Note 3 = Severe duty applications are units that receive high load, full throttle operation for the majority of its operational life.
Note 4 = 5,000 hour or 5 years whichever occurs first
Note 5 = Oil life is highly dependent on oil quality, operating enviroment, and engine use.

Sealants
Items Specified sealants
Water outlet fitting*
Permatex Ultra Grey Gasket Maker pt# 82194 or equivalent
Thermostat housing*
Thermostat housing seal bolt 3M™ AAD Part No. 8672 or equivalent
Oil pressure switch Three bond 1141E , 1215 or 1212D or equivalent
Oil pan*
Permatex Ultra Grey Gasket Maker pt# 82194 or equivalent
Rear oil seal case*
*: Part to be sealed with a form-in-place gasket (FIPG)
Form-in-Place Gasket (FIPG)

This engine has several areas where the form-in-place gasket (FIPG) is used for sealing. To ensure that the
FIPG fully serves its purpose, it is necessary to observe some precautions when applying it.
Bead size, continuity and location are of paramount importance. Too thin a bead could cause leaks. Too thick
a bead, on the other hand, could be squeezed out of location, causing blocking or narrowing of fluid passages.
To prevent leaks or blocking of passages, therefore, it is absolutely necessary to apply the FIPG evenly
without a break, while observing the correct bead size.
FIPG hardens as it reacts with the moisture in the atmospheric air, and it is usually used for sealing metallic
flange areas.
Removal of FIPG Sealed Parts

Parts sealed with a FIPG can be easily removed without need for the use of a special method. In some cases,
however, the FIPG in joints may have to be broken by tapping parts with a mallet or similar tool. You can also
tap a flat, thin gasket scraper into the joint to break the FIPG, taking extreme care not to damage the mating
surfaces. The oil pan remover (800397) is available as a special tool for removing the oil pan.
Cleaning FIPG Application Surface

Thoroughly remove all substances deposited on the FIPG application surface, using a gasket scraper or wire
brush. Make sure that the FIPG application surface is flat and smooth. Also make sure that the surface is free
from oils, greases and foreign substances. Do not fail to remove old FIPG that may remain in the fastener
fitting holes.
Application of FIPG
Applied FIPG bead should be of the specified size and free of any break. FIPG can be wiped away unless it
has completely hardened. Install the mating parts in position while the FIPG is still wet (in less than 15
minutes after application). Do not allow FIPG to spread beyond the sealing areas during installation. Avoid
operating the engine or letting oils or water come in contact with the sealed area before a time sufficient for
FIPG to harden (approximately one hour) has passed. FIPG application method may vary from location to
location. Follow the instruction for each particular case described later in this manual.

Special Tools
Tool Number Name Use
800398 Moment wrench Adjustment of timing belt tension
Crankshaft sprocket
800399 Removal of crankshaft sprocket
puller
800400 Leak-down tester Leak-down tester of lash adjuster
Lash adjuster
800401 Bleeding of air inside the adjuster
retainer
800402 Air bleed wire Air bleed of lash adjuster
Supporting of the lash adjuster to prevent it from falling

800403 Lash adjuster holder
when rocker shaft assembly is removed or installed
800404 Sprocket stopper Supporting counterbalance shaft sprocket
800405 End yoke holder
Holding camshaft sprocket when loosening or torquing

bolt
800406 Pins
800407 Tension pulley wrench Adjustment of timing belt tension
Oil pressure switch Removal and installation of oil pressure switch <to
800408
wrench cylinder block>

Camshaft oil seal

800409 Installation of camshaft oil seal
installer
Cylinder head bolt

800410 Removal and installation of cylinder head bolt
wrench (12)
Valve spring
800411 Compression of valve spring
compressor
Valve steam seal

800412 Installation of valve steam seal
installer
800397 Oil pan remover Removal of oil pan
800413 Plug wrench
Removal and installation of front case cap plug
800414 Plug wrench retainer
Silent shaft bearing

800415 Removal of counterbalance shaft front bearing
puller

800416 Removal of counterbalance shaft rear bearing
puller
Bearing installer
800417 Removal and installation of rear bearing
stopper

800418 Installation of counterbalance shaft bearing
installer
Crankshaft front oil

800419 Installation of crankshaft front oil seal
seal guide

Crankshaft front oil

800420
seal installer
800421 Piston pin setting tool Removal and installation of piston pin
800422 Handle
Installation of crankshaft rear oil seal
Crankshaft rear oil

800423
seal installer

Chapter 2. Engine Mechanical
Timing Belt
Removal and Installation
ATTENTION: Use only the PSI long life camshaft and balance shaft belts. The procedures outlined below
apply to these belts only. The use of a non-PSI long life belt is not permitted or recommended.
1. Timing belt front lower cover 11. Crankshaft bolt

2. Timing belt 12. Crankshaft sprocket
3. Tensioner pulley 13. Flange
4. Tensioner arm 14. Tensioner "B"
5. Auto-tensioner 15. Timing belt "B"
6. Idler pulley 16. Counterbalance shaft sprocket
7. Tensioner pulley bracket 17. Spacer
8. Timing belt rear cover 18. Crankshaft sprocket "B"
9. Timing belt indicator 19. Camshaft sprocket bolt
10. Oil pump sprocket 20. Camshaft sprocket
G424P(E) Service Manual 22 Chapter 2. Engine Mechanical

NOTE: WHEN REPLACING CAMSHAFT and Balance Shaft BeltS (5,000 HOURS) IT IS RECOMMENDED
TO REPLACE THE IDLER PULLEY and TENSIONER PULLEY
Removal Service Points
<<A>> Timing Belt Removal
1. Mark the belt running direction.

NOTE: (1) Replace camshaft belt and balance shaft
belt unless operating hours on the parts are
less than 100 hours. In the event you reuse
the parts you will need to document belt
direction of travel prior to disassembly, then
reinstall the belts in the same direction.
(2) If there is oil or water on any part, check

the front case oil seals, camshaft oil seal,
and water pump for leaks.
2. If available use special tool Set screw (800425) to

release tension on the timing belt. Rotate Set
screw until it makes contact with the tensioner
arm. Continue to rotate Set screw slowly until
tension on the timing belt has been released.
3. At this time you can insert a metal wire (1.4 mm in

diameter) or a 1/16” allen wrench in the auto
tensioner. This is done by aligning the set hole
in the auto tensioner push rod with the set hole in
the auto tensioner body. Rotating the Set screw
(800425) to move the tensioner arm up or down
will aid in lining up the two set holes.
4. Remove the auto tensioner by loosening the two

bolts that secure it to the engine
5. Loosen the tensioner pulley bolt, and then remove

the timing belt.

<> Oil Pump Sprocket Removal
1. Remove the plug on the left side of the cylinder

block.
2. Insert a Phillips screwdriver (shank diameter 8
mm) through the plug hole to block the left
counterbalance shaft.
3. Loosen the nut and then remove the oil pump
sprocket.
<<C>> Crankshaft Bolt Loosening
1. Removal the crankshaft bolt and washer.
<<D>>Crankshaft Sprocket Removal
1. Set special tool Crankshaft sprocket puller

(800399) as shown in the illustration.
2. Screw in the center bolt of the special tool to
remove the crankshaft sprocket.
<<E>> Balance Shaft Belt Removal

1. Mark the belt running direction for reinstallation.
NOTE: (1) Replace camshaft belt and balance shaft

belt unless operating hours on the parts are
less than 100 hours. In the event you reuse
the parts you will need to document belt
direction of travel prior to disassembly, then
reinstall the belts in the same direction.
2. Loosen the tensioner "B" bolt, and then remove

the timing belt "B."

<<F>>Counterbalance Shaft Sprocket Removal
1. Set special tool Sprocket stopper (800404) as

shown to prevent the counterbalance shaft
sprocket from turning together
2. Loosen the bolt and remove the sprocket.
<<G>>Crankshaft Sprocket "B" Removal
1. Set special tool Crankshaft sprocket puller

(800399) as shown in the illustration.
2. Screw in the center bolt of the special tool to
remove crankshaft sprocket "B."
<<H>> Camshaft Sprocket Removal
1. Using special tools to prevent the camshaft

sprocket from rotating.
2. Remove the camshaft sprocket.

Inspection
Timing Belt
Replace the belt if any of the following conditions
exist:
1. Hardening of rubber backing.
Back side should be glossy without resilience and
leave no indent when pressed with fingernail.
2. Cracks on rubber back.

3. Cracks or peeling of canvas.
4. Cracks at bottom of ribs.
5. Cracks on belt sides.
6. Abnormal wear of belt sides. Normal wear is

indicated if the sides are sharp as if cut by a knife.
Abnormal wear is indicated if the sides are ragged.
7. Abnormal wear on teeth.

Initial stage:
Canvas worn (fluffy canvas fibers, rubbery
texture gone, white discoloration, canvas
texture indistinct)
Final stage:
Canvas worn, exposing rubber (tooth width
reduced)
8. Missing tooth.

Auto Tensioner
1. Check for oil leaks. If oil leaks are evident,
replace the auto-tensioner.
2. Check the rod end for wear or damage and
replace the auto-tensioner if necessary.
3. Measure the rod protrusion. If it is out of
specification, replace the auto tensioner.
Standard value: 12 mm
4. Press the rod with a force of 98 to 196 N and

measure the movement of the rod.
If the measured value is out of the standard value,
replace the auto-tensioner.
Standard value: 1.0 mm or less

Installation Service Points
>>A<< Camshaft Sprocket Installation
1. Using special tools to prevent the camshaft
sprocket from rotating.
• End yoke holder (800405)
• Pulley holder pin (800406)
2. Tighten the camshaft sprocket bolt to the
specified torque.
Tightening torque: 88 ± 10 N·m
>>B<< Spacer Installation

1. Apply a thin coat of clean engine oil to the lip area
of the oil seal.
2. Install the spacer with the chamfered end facing
toward the oil seal.
>>C<<Counterbalance Shaft Sprocket

Installation
1. Install the counterbalance shaft sprocket and
screw on the bolt.
2. Install special tool Sprocket stopper (800404) as
shown in the illustration to lock the
counterbalance shaft.
3. Tighten the bolt, and then remove the special tool.

>>D<< Balance Shaft Belt "B" Installation
1. Align timing marks on the crankshaft sprocket "B"
and counterbalance shaft sprocket with the marks
on the front case.
2. Install the Balance Shaft belt "B" on the

crankshaft sprocket "B" and counterbalance shaft
sprocket. There should be no slack on the tension
side.
3. Make sure that the tensioner pulley center and
the bolt center are positioned as shown in the
illustration.
4. Move tensioner "B" in the direction of the arrow

while lifting with your finger to give sufficient
tension to the tension side of Balance Shaft belt.
In this condition, tighten the bolt to secure
tensioner "B." When the bolt is tightened, use care
to prevent the tensioner pulley shaft from turning
with the bolt. If the shaft is turned with the bolt, the
belt will be over tensioned.
5. Check that timing marks on the sprockets are

aligned with the timing marks on the front case.
6. With your index finger, press the midway of span
on the tension side of Balance Shaft belt "B." The
belt must deflect 2-3 mm for new install and 5-
7 if reusing existing belt.

>>E<< Crankshaft Bolt Installation
1. Tighten the crankshaft bolt to the specified torque.
Tightening torque: 162N·m
>>F<< Oil Pump Sprocket Installation

1. Insert a Phillips head screwdriver (shank diameter
8 mm) through the plug hole on the left side of the
cylinder block to block the left counterbalance
shaft.
2. Install the oil pump sprocket.
3. Apply a thin coat of engine oil to the seating
surface of the nut.
4. Tighten the nut to the specified torque.
>>G<< Auto-Tensioner Installation

If the auto-tensioner rod is fully extended, reset it as
follows:
1. Clamp the auto-tensioner in a vise with soft jaws.
2. Push in the rod little by little with the vise until the
set hole A in the rod is aligned with hole B in the
cylinder.
3. Insert a wire (1.4 mm in diameter) or a 1/16” allen

wrench into the set holes. This auto-tensioner
setting wire will be used during timing belt
alignment.
4. Unclamp the auto-tensioner from the vise.

5. Install the auto-tensioner onto the front case and
tighten to the specified torque.
NOTE: Leave the wire installed in the auto-

tensioner. Tightening torque: 24± 3 N·m
>>H<< Timing Belt Installation

1. Align the timing mark on the camshaft sprocket
with the timing mark on the rocker cover.
2. Align the timing mark on the crankshaft sprocket

with the timing mark on the front case.
3. Align the timing mark on oil pump sprocket with its

mating mark.

4. Remove the plug on the cylinder block and insert
a Phillips head screwdriver (shank diameter 8
mm) through the hole.
If it can be inserted as deep as 60 mm or more,
the timing marks are correctly aligned.
If the inserted depth is only 20 to 25 mm, turn the
oil pump sprocket one turn and realign the timing
marks. Then check to ensure that the screwdriver
can be inserted 60 mm or more. Keep the
screwdriver inserted until the timing belt is
completely installed.
5. Install the timing belt on the crankshaft sprocket,

oil pump sprocket, idler pulley, camshaft sprocket,
and tensioner pulley in that order.
6. Lift up the tensioner pulley in the direction of the
arrow and tighten the center bolt.
7. Check that all timing marks are aligned.
8. Remove the screwdriver inserted in step 4 and
install the plug.
9. Turn the crankshaft a quarter turn
counterclockwise. Then, turn it clockwise until the
timing marks are aligned again.
10. Install special tool Tension pulley socket wrench

(800407), socket wrench and torque wrench,
onto the tensioner pulley, and loosen the
tensioner pulley center bolt.
NOTE: Use a torque wrench that can measure 0 to

5.0 N·m.
11. Torque to 2.9–3.0 N·m with the torque wrench.

12. Holding the tensioner pulley with special tool
Tension pulley socket wrench (800407) and
torque wrench tighten the center bolt to
specification.
13. Rotate special tool Set screw (800425) until it

contacts the tensioner arm. Slowly rotate Set
screw until hole in auto tensioner push rod
aligns with hole in auto tensioner body.

14. The wire inserted at the auto-tensioner
installation is pulled out and then the special tool
Set screw (800425) is removed by hand.
15. Give two clockwise turns to the crankshaft. Wait

for 15 minutes, and then proceed with the
following inspection steps.
16. Check to see whether the metal wire (removed

in step 14) can be reinserted and removed
without any resistance. If the metal wire can be
inserted and removed without any resistance, it
means that the belt has proper tension.
Therefore, remove the metal wire. Check that
the rod protrusion of the auto-tensioner is within
the standard value.
Standard value: 3.8 - 4.5 mm
17. If the metal wire offers resistance when removed,

repeat the previous steps 9 through 14 until the
standard value is obtained as measured by the
rod projection of the auto-tensioner rod.

Water Pump
Removal steps
1. Oil level gauge >>A<< 9. 9. O-ring

2. Oil level gauge guide 10. 10. Thermostat housing
3. O-ring >>A<< 11. 11. Water inlet pipe
4. Water inlet fitting >>A<< 12. 12. O-ring
>>C<< 5. Thermostat 13. 13. Water pump
>>B<< 6. Water outlet fitting 14. 14. Water pump gasket
7. By-pass fitting 15. 15. Water inlet fitting
>>A<< 8. Water inlet pipe

>>A<< Water Inlet Pipe/O-Ring Installation

1. Attach a new O-ring to each end of the water inlet
pipe.
2. Wet the O-ring with water.
NOTE: Keep the O-ring free of oil or grease.
>>B<< Water Outlet Fitting Installation

1. Apply a 3 mm diameter bead of FIPG to the
indicated surface of the water outlet fitting
Specified sealant: Permatex Ultra Grey Gasket
Maker pt# 82194 or equivalent
2. Install the housing quickly, (within 15 minutes)
while the sealant is wet, and tighten the bolts to
the specified torque.
NOTE: After installation, keep the sealed area away

from the coolant for approximately one hour.
>>C<< Thermostat Installation

1. Check that the rubber ring is undamaged and
seated correctly in the thermostat flange.
2. Install the thermostat as shown in the illustration.
The jiggle valve must be at the uppermost position.

Rocker Arms and Camshaft
1 3
4
5
2
3.9N.
8
31N.m
1
18N.m
1 9
1
1 14
1 20
11 21
13
10 11
1 12 22
13
11
12
13
11 12
13
15 12
19
6EN1762
<<A>> >>C<< 9. Rocker arms and rocker arm shaft 20. Thrust case
<<A>> >>C<< 10. Rocker arms and rocker arm shaft 21. O-ring
>>C<< 11. Rocker arm shaft ring 22. Camshaft

Removal Service Point
<<A>> Rocker Arms and Rocker Arm Shaft
Removal
1. Before removing rocker arms and shafts
assembly install the special tool as illustrated
prevent the adjusters from dropping.
6AE0160
Inspection
Camshaft
Measure the cam height. If it is below the limit,
replace the camshaft.
Standard Minimum
value limit
Intake 37.39mm 36.89mm
Exhaust 36.83mm 36.33mm
Rocker Arm
1. Check the roller or slipper surface. If any dents,
damage or seizure is evident, replace the rocker
arm.
2. Check the roller for smooth rotation. If it does not
rotate smoothly, or if looseness is evident, replace
the rocker arm.
3. Check the inside diameter. If damage or seizure
is evident, replace the rocker arm.

Lash Adjuster Leak Down Test
800402
NOTE:
• The lash adjuster is a precision part. Keep it free
from dust and other foreign matter.
• Do not disassemble lash adjusters.
• When cleaning lash adjusters, use clean diesel
diesel
800401 fuel only.
1. Immerse the lash adjuster in clean diesel fuel.

2. While lightly pushing down the inner steel ball
6EN1702 using the special tool, Air Bleed Wire, move the
plunger up and down four or five times to bleed air.
Use of the retainer (special tool) helps facilitate
the rocker arm mounted type lash adjuster.
800402 3. Remove the wire and press the plunger. If the
plunger is hard to be pushed in, the lash adjuster
is normal. If the plunger can be pushed in all the
way readily, bleed the lash adjuster again and test
again. If the plunger is still loose, replace the lash
adjuster.
800401
NOTE: Upon completion of air bleeding, hold the
lash adjuster upright to prevent inside diesel
fuel from spilling.
6EN1703
4. After air bleeding, set the lash adjuster on the
special tool (Leak down tester 800400).
800402 5. After the plunger has gone down somewhat (0.2-
0.5 mm), the measured time is out of the
specification.
Standard value:
4-20 seconds/1 mm (Diesel fuel at 15-20℃)
800401
6EN1706

>>A<< Camshaft Seal Installation
800409
9EN0060
>>B<< Lash Adjuster Installation

1. Immerse the lash adjuster in clean diesel fuel.
2. Using the special tool (air bleed wire), move the
plunger up and down 4 or 5 times while pushing
down lightly on the check ball in order to bleed out
the air.
3. Insert the lash adjuster to the rocker arm, being

careful not to spill the diesel fuel. Then use the
special tool to prevent the adjuster from falling
800403 while installing it.
Lash adjuster
6AE0161

>>C<< Rocker Shaft Spring, Rocker Arm and
Rocker Shaft Installation
1. Temporarily tighten the rocker shaft on the inlet

valve side with bolt so that all rocker arms do not
push the valves.
2. Fit the rocker shaft spring from the above and
position it so that it is right angles the spark plug
guide.
NOTE: Install the rocker shaft springs before

6AE0162 installation of the exhaust side rocker arms
and shaft.
3. Remove the special tool used to hold the lash

adjuster.
4. Make sure that the notch in the rocker shaft is
directed as shown in the illustration.
NOTE: The notch shown should always face the

valve tip. The notch/oil passage allows
for the oil to travel to the valve lash
6AE0163
adjusters.

Cylinder Head and Valves
Removal steps
<<A>> >>D<< 1. Cylinder head bolt 11. Exhaust valve

2. Cylinder head assembly <<C>> >>A<< 12. Valve stem seal
3. Cylinder head gasket 13. Valve spring seat
<> >>C<< 4. Retainer lock <<C>> >>A<< 14. Valve stem seal
5. Valve spring retainer 15. Valve spring seat
>>B<< 6. Valve spring 16. Intake valve guide
7. Intake valve 17. Exhaust valve guide
<> >>C<< 8. Retainer lock 18. Intake valve seat
9. Valve spring retainer 19. Exhaust valve seat
>>B<< 10. Valve spring 20. Cylinder head
NOTE: There are 2 types of cylinder heads. 14mm and 12mm spark plugs. It is recommended you determine
which spark plug size you have and follow the correct torque specification when reinstalling the spark
plugs.
It is okey to replace a cylinder head with 14mm spark plugs with a cylinder head that has 12mm
spark plugs.

<<A>> Cylinder Head Bolts Removal

Using special tool Cylinder head bolt wrench
(800410), loosen the cylinder head bolts. Loosen
each bolt evenly, little by little, by two or three steps.
<> Retainer Lock Removal

1. Set special tool valve spring compressor
(800426), as illustrated, to compress the valve
spring. Remove the retainer lock.
2. Relieve the spring tension and remove the valve,
retainer, spring, etc. Store removed valves,
springs, and other parts, tagged to indicate their
cylinder number and location for assembly.
<<C>> Valve Stem Seal Removal

1. Do not reuse removed valve stem seal.
9EN0063

>>A<< Valve Stem Seal Installation
1. Install the valve spring seat.
2. Using special tool Valve stem seal installer
(800412), install a new valve stem seal.
NOTE: The special tool must be used to install the

alve stem seal. Improper installation could
result in oil leaking past the valve guide.
>>B<< Valve Spring Installation

Install the valve spring with its identification color
painted end upward (toward the valve spring
retainer).
>>C<< Retainer Lock Installation

1. The valve spring, if excessively compressed,
causes the bottom end of the retainer to be in
contact with, and damage, the stem seal.

>>D<< Cylinder Head Bolt Installation
1. When the removed cylinder head bolts are to be
reused, check that the shank length of each bolt
meets the limit. If it exceeds the limit, replace the
bolts.
Limit: 99.4 mm
2. Apply engine oil to the thread of the bolts and to

the washers.
3. Using special tool Cylinder head bolt wrench
(800410) tighten the bolts to the specified torque,
using the tightening sequence shown.
4. Loosen all bolts fully in the reverse order of

tightening.
5. Retighten the loosened bolts to in the tightening
sequence shown.
6. Make a paint mark across each bolt head and

cylinder head.
7. Tighten the cylinder head bolts 90 degrees in the
specified order.
8. Tighten the bolts another 90 degrees in the same
order as in step 7, and check that the paint marks
on the cylinder head bolt are aligned with the paint
marks on the cylinder head.
NOTE:
• If the bolt is turned less than 90 degrees, proper
fastening performance may not be achieved. Be
careful to turn each bolt exactly 90 degrees.
• If the bolt is overtightened, loosen the bolt
completely and then retighten it by repeating the
tightening procedure from step 1.

Inspection
Cylinder Head
1. Check the cylinder head gasket surface for
flatness by using a straight edge and feeler gauge.
Standard value: 0.03 mm Limit: 0.2 mm
2. If it exceeds the limit, correct to meet specification.
Grinding limit: *0.2 mm
*Includes combined with cylinder block grinding.
Cylinder head height (Specification when new):
119.9-120.1 mm
Valve
1. Check the valve seat contact. Valve seat contact
should be uniform at the center of the valve face.
If incorrect, reface using a valve refacer.
2. If the margin is below the limit, replace the valve.
Standard value:
< Intake> 1.0 mm
<Exhaust> 1.2 mm
Minimum limit:
<Intake> 0.5 mm
<Exhaust> 0.7mm
3. Measure the valve’s total length. If the

measurement is less than the limit, replace the
valve.
Standard value:
<Intake> 112.30 mm
<Exhaust> 114.11 mm
Minimum limit:
<Intake>111.80 mm
<Exhaust> 113.61 mm
Valve Spring
1. Measure the free height of the spring. If it is less
than the limit, replace.
Standard value: 54.75 mm
Minimum limit : 53.75 mm
2. Measure the squareness of the spring. If it

exceeds the limit, replace.
Standard value: 2 degrees or less

Valve Guide
Measure the clearance between the valve guide and
valve stem. If it exceeds the limit, replace the valve
guide or valve, or both.
Standard value:
<Intake> 0.02 - 0.05 mm
<Exhaust> 0.03 - 0.07 mm
Limit:
<Intake> 0.10 mm
<Exhaust> 0.15 mm
Valve Seat
Assemble the valve and then measure the valve
stem projection between the end of the valve stem
and the spring seating surface. If the measurement
exceeds the specified limit, replace the valve seat.
Standard value:
<Intake> 49.30 mm
<Exhaust> 49.30 mm
Limit:
<Intake> 49.80 mm
<Exhaust> 49.80 mm
Valve Seat Reconditioning Procedure

1. Before correcting the valve seat, check for
clearance between the valve guide and valve and,
if necessary, replace the valve guide.
2. Using the seat grinder, correct to obtain the
specified seat width and angle.
3. After correcting the valve seat, lap the valve and
valve seat using lapping compound. Then, check
the valve stem projection.
6EN0491

Valve Seat Replacement Procedure
1. Cut the valve seat from the inside to thin the wall
thickness. Then, remove the valve seat.
2. Rebore the valve seat hole in the cylinder head to
a selected oversize valve seat diameter.
Intake seat ring hole diameters
0.3 oversize: 35.435 – 34.455 mm
0.6 oversize: 34.735 – 34.755 mm
Exhaust seat ring hole diameters
0.3 oversize: 31.935 – 31.955 mm
0.6 oversize: 32.235 – 2.255 mm
3. Before fitting the valve seat, either heat the

cylinder head up to approximately 250°C or cool
the valve seat in liquid nitrogen, to prevent the
cylinder head bore from galling.
4. Using a valve seat cutter, correct the valve seat to
the specified width and angle.
See "Valve Seat Reconditioning Procedure" on
the previous page.
Valve Guide Replacement Procedure

1. Using a press, remove the valve guide toward the
cylinder block.
2. Rebore the valve guide hole of the cylinder head
so that it fits the press-fitted oversize valve guide.
NOTE: Do not install a valve guide of the same size

again.
Valve guide hole diameters
0.05 oversize 11.05 - 11.07 mm
0.25 oversize 11.25 - 11.27 mm
0.50 oversize 11.50 - 11.52 mm
3. Press-fit the valve guide until it protrudes 14.0

mm from the cylinder head top surface as shown
in the illustration.
NOTE: When press-fitting the valve guide, work

from the cylinder head top surface. Pay
attention to the difference in length of the
valve guides.
(Intake side: 45.5 mm; exhaust side: 50.5 mm)
4. After installing the valve guides, insert new valves

in them to check for smooth operation.

Front Case, Silent Shaft and Oil Pan
Removal steps
>>N<< 1. Oil filter 17. Oil pump cover

2. Drain plug >>H<< 18. Oil pump driven gear
>>M<< 3. Drain plug gasket >>H<<
<<A>> >>L<< 4. Oil pan >>G<< 20. Crankshaft front oil
5. Oil screen >>F<< 21. Oil pump oil seal
6. Oil screen gasket >>E<< 22. Counterbalance shaft oil seal
<> >>K<< 7. Plug >>D<< 23. Front case
8. O-ring 24. Front case gasket
<<C>> >>J<< 9. Flange bolt 25. Counterbalance shaft, left
>>I<< 10. Oil pressure switch 26. Counterbalance shaft, right
11. Relief plug <<D>> >>C<< 27. Counterbalance shaft, front
12. Gasket <<E>> >>B<< bearing, right
13. Relief spring <<E>> >>A<< 28. Counterbalance shaft, rear
14. Relief plunger bearing, left
15. Oil filter bracket 29. Counterbalance shaft,
rear bearing, right
16. Oil filter bracket gasket

<<A>> Oil Pan Removal
1. Remove the oil pan bolts.
2. Insert the special tool Oil pan remover (800397)
into the joint between the cylinder block and oil
pan by tapping the tool with a hammer.
3. Remove the oil pan by tapping an edge of the
special tool Oil pan remover (800397) with a
hammer to move it sideways.
NOTE: Never use a screwdriver or chisel, instead of

the special tool, as a deformed oil pan flange
will result, resulting in oil leakage.
800413 <> Plug Removal

If the plug is too tight, hit the plug head with a
hammer two to three times, and the plug will be
easily loosened.
6EN0909
<<C>> Flange Bolt Removal

1. Remove the plug on the side of the cylinder block.
2. Insert a Phillips screwdriver (shank diameter 8
mm) into the plug hole to lock the counterbalance
shaft.
Plug Screwdriver
6EN1026
3. Loosen the flange bolt.
6EN0565

<<D>> Right Counterbalance Shaft Front
Bearing Removal
1. Using special tool Silent shaft bearing puller
(800415), remove the counterbalance shaft front
bearing from the cylinder block.
NOTE: Be sure to remove the front bearing first. If it

Front bearing has not been removed, the Rear Bearing
Puller cannot be used.
800415
<<E>> Counterbalance Shaft Rear Bearing
3EN0207 Removal
1. Using special tool Silent shaft bearing puller
(800416), remove the right counterbalance shaft
rear bearing from the cylinder block.
Using special tools, remove the left
counterbalance Shaft rear bearing from the
cylinder block.
• Silent shaft bearing puller (800416)
• Bearing installer stopper (800417)

>>A<< Right Counterbalance Shaft Rear Bearing

Installation
1. Install special tool the guide pin of the Silent shaft
bearing installer (800418) in the threaded hole of
the cylinder block as shown.
2. Align the ratchet ball of the special tool with the oil
hole in the rear bearing to install the bearing of the
special tool.
3. Apply engine oil to the bearing outer surface and

bearing hole in the cylinder block.
4. Using special tool, install the rear bearing. Make

sure that the oil hole of the bearing is aligned with
the oil hole of the cylinder block.

>>B<< Left Counterbalance Shaft Rear Bearing
Installation
1. Install special tool Silent shaft bearing installer
stopper (800417) to the cylinder block.
2. Apply engine oil to the rear bearing outer surface
and bearing hole in the cylinder block.
3. Using special tool Silent shaft bearing installer

(800418), install the rear bearing.
NOTE: The left rear bearing has no oil holes.
>>C<< Counterbalance Shaft Front Bearing

Installation
1. Remove the rear bearing installing portion from
the special tool Silent shaft bearing installer
(800418).
2. Install special tool the guide pin of the Silent shaft

bearing installer (800418) in the threaded hole of
the cylinder block as shown.

3. Align the ratchet ball of the special tool with the oil
hole in the rear bearing to install the bearing of the
special tool.
4. Apply engine oil to the front bearing outer surface
and bearing hole in the cylinder.
5. Using special tool, install the front bearing. Make

sure that the oil hole of the bearing is aligned with
the oil hole of the cylinder block.

>>D<< Front Case Installation
1. Set the special tool on the front end of the
Crankshaft and apply a thin coat of engine oil to
the outer circumference of the special tool to
install the front case.
800419
2. Install the front case assembly through a new

6EN0746 front case gasket and temporarily tighten the
flange bolts (other than those for tightening the
filter bracket).
800419
6EN0747
>>E<< Counterbalance Shaft Oil Seal Installation

Using a suitable socket wrench, install the
counterbalance shaft oil seal into the front case.
>>F<< Oil Pump Oil Seal Installation

Using a suitable socket wrench, install the oil pump
oil seal into the front case.

>>G<< Crankshaft Front Oil Seal Installation
Using special tool Crankshaft front oil seal installer,
(800420), install the crankshaft front oil seal into the
front case.
>>H<< Oil Pump Driven Gear/ Oil Pump Drive

Gear Installation
Install the oil pump gears into the front case and
align the alignment marks.
>>I<< Sealant Application to Oil Pressure Switch

1. Apply sealant to the threaded portion.
Specified Sealant:
3M ATP part number 8660 or equivalent
2. Using special tool Oil pressure switch wrench
(800408), tighten the oil pressure switch to the
specified torque.
9EN0094
>>J<< Flange Bolt Installation
1. Insert a Phillips head screwdriver (shank diameter
8 mm) into the hole in the left side of the cylinder
block to lock the counterbalance shaft.

2. Secure the oil pump driven gear onto the left
counterbalance shaft by tightening the flange bolt
to the specified torque.
3. Pull out the screwdriver and screw in the plug.
>>K<< Plug Installation

1. Install a new O-ring to the groove of the front case.
6EN0565 2. Install the plug to the front case.
3. Use the special tool to tighten the plug to the
specified torque.
>>L<< Oil Pan Installation

1. Thoroughly remove old FIPG from the gasket
surfaces of the cylinder block and oil pan.
NOTE:
Do not apply FIPG over remaining old FIPG.
Doing so could result in oil leakage.
2. Apply a 4 mm diameter bead of FIPG to the

flange surface all around the oil pan.
Specified sealant:
Permatex Ultra Grey Gasket Maker pt# 82194
or equivalent.
The oil pan should be installed in 15 minutes after
the application of sealant
4. Note that the bolts at the location shown are

different in length from the others.

>>M<< Drain Plug Gasket Installation
Install the drain plug gasket in the direction shown.
NOTE: If the gasket is installed in the wrong

Oil pan side
direction, oil leaks will occur.
Gasket
7EN0307
>>N<< Oil Filter Installation

1. Clean the installation surface of the filter bracket.
2. Apply engine oil to the o-ring of the oil filter.
3. Using general service tool, Install the oil filter to

the bracket and tighten it to the specified torque.
Tightening torque
Part number 801002 filter: 14 ± 2 N·m
4. If a torque wrench cannot be used use the

following procedure:
(1) Screw in the oil filter until its o-ring contacts
the oil filter bracket.
(2) Tighten the oil filter as 3/4 turn.

Inspection
Front Case
1. Check the oil passage for clogging. Clean if
necessary.
2. Check the left counterbalance shaft front bearing
for wear, damage and seizure. If the bearing is
damaged, replace the front case.
3. Check the front case for cracks and other damage.
Replace cracked or damaged front case.
Oil Seal
1. Check the oil seal lip for wear and damage.
Replace the oil seal if necessary.
2. Check the oil seal lip for deterioration.
Replace the oil seal if necessary.
Counterbalance Shaft
1. Check the oil holes for clogging and clean
if necessary.
2. Check the journal for seizure, damage and
contact with bearing. If there is anything wrong
DEN0711 with the journal, replace the counterbalance shaft,
bearing or front case assembly if required.
Oil Pump
1. Assemble the oil pump gears to the front case
and rotate it to ensure smooth rotation with no
looseness.
2. Ensure that there is no ridge wear on the contact
surface between the front case and the gear
surface of the oil pump cover.
3. Check the side clearance.
Standard value:
Drive gear：0.08 - 0.14 mm
Driven gear：0.06 - 0.12 mm

Piston and Connecting Rod
Removal steps
>>G<< 1. Nut
<<A>> >>F<< 2. Connecting rod cap
>>E<< 3. Connecting rod bearing
>>D<< 4. Piston and connecting rod assembly
>>E<< 5. Connecting rod bearing
>>C<< 6. Piston ring No. 1
>>C<< 7. Piston ring No. 2
>>B<< 8. Oil ring
<> >>A<< 9. Piston pin
10. Piston
11. Connecting rod
12. Bolt

<<A>>Connecting Rod Cap Removal
1. Mark the cylinder number on the side of the
connecting rod big end for correct reassembly.
2. Keep the removed connecting rods, caps, and
bearings in that order according to the cylinder
number.
<> Piston Pin Removal

The special tool Piston pin setting tool (800421),
consists of the elements shown in the drawing.
1. Insert the tool element, Push rod, into the piston

from the front mark side, and then attach the
element, Guide C, to the push rod.
2. Place the piston and connecting rod assembly on
the element, Base, with the front mark facing up.
3. Use a press to remove the piston pin.
NOTE : Keep the disassembled pistons, piston

pins and connecting rods cylinder by
cylinder.

>>A<< Piston Pin Installation

1. When replacing a piston, check the cylinder bore
size mark stamped at the indicated location on the
cylinder block and select an appropriate
replacement piston using the following table.
Cylinder bore size mark Piston size mark

I A
II No mark
III C
NOTE: The piston size mark is located on the piston

top surface.
2. Measure the following dimensions:

A: Piston pin insertion hole length
B: Distance between piston bosses
C: Piston pin length
D: Connecting rod small end width
3. Obtain dimension L from the measurements using

the following formula.
L = [(A-C) - (B-D)] ÷ 2
4. Insert the tool element, Push rod, into the piston

pin and attach the element, Guide A, to the push
rod end.
5. Assemble the connecting rod with the piston with
their front marks facing in the same direction.
6. Apply engine oil to the outside surface of the
piston pin.
7. Insert the assembly of piston pin, Push rod, and
Guide A (put together in step 4.) into the piston
holes from the front mark side.
8. Screw the tool element, Guide B, into the tool
element, Guide A until the gap between both the
elements is equal to the dimension L (obtained in
step 3.) plus 3 mm.

9. Place the piston and connecting rod assembly
onto the element, Piston setting base, with the
front marks facing up.
10. Install the piston pin using a press. If the
required press force is less than the standard
value, replace the piston and piston pin assembly
or the connecting rod, or both.
Standard value: 7,350 - 17,200 N
11. Check that the piston moves smoothly.
>>B<< Oil Ring Installation

1. Fit the oil ring spacer into the piston ring groove.

2. Install the upper side rail. To install the side rail,
first fit one end of the rail into the piston groove,
then press the remaining portion into position by
hand. See illustration.
NOTE:
• Do not use a piston ring expander when
installing side rail.
• The side rails and spacer may be installed in
either direction.
• New spacers and side rails are colored for
identification of their sizes.
Size Identification
color
Standard None
0.50 mm oversize diameter Red
1.00 mm oversize diameter YELLOW
3. Install the lower side rail in the same manner as

described in step 2.
4. Make sure that the side rails move smoothly in
both directions.
>>C<< Piston Ring NUMBER 2/Piston Ring

NUMBER 1 Installation
1. Using the piston ring expander, fit number 2 into
the number 2 groove of piston.
NOTE: Install piston rings with identification mark

facing up, to the piston crown side.
2. Install the number 1 piston ring in the same

manner as step 1.
Identification mark: Number 1 ring: 1R
Number 2 ring: 2R
NOTE:
• Confirm the profile for No.1 and No.2 piston
rings carefully. Install them correctly by careful
Size Size mark attention to the direction of top and bottom.
Standard None • The identification mark and the size mark are
0.50 mm oversize diameter 50 stamped on the upper plane of the piston ring
1.00 mm oversize diameter 100 (piston top side).
3. To prevent wrong installation, check the

identification mark of each piston ring. The
identification mark is stamped near the ring gap.

>>D<< Piston and Connecting Rod Installation
1. Apply engine oil on the circumference of the

piston, piston rings, and oil ring.
2. Arrange the piston ring and oil ring gaps (side rail
and spacer) as shown in the illustration.
3. Rotate the crankshaft so that the crank pin is on
the center of the cylinder bore.
4. Use suitable thread protectors on the connecting
rod bolts before inserting the piston and
connecting rod assembly into the cylinder block.
Care must be taken not to nick the crank pin.
5. Insert the piston and connecting rod assembly
into the cylinder with the front mark on the piston
crown pointing to the timing belt side.
6. Using a suitable piston ring compressor tool,
install the piston and connecting rod assembly
into the cylinder block.
>>E<< Connecting Rod Bearing Installation

When the bearing needs replacing, select and install
a proper bearing by the following procedure.
1. Measure the crankshaft pin diameter and confirm
its classification from the following table. On a
crankshaft supplied as a service part,
identification marks of its pins are stamped at the
positions shown in the illustration.
2. The connecting rod bearing identification mark is
stamped at the position shown in the illustration.
Connecting rod I.D.:48.000-48.015mm
3. Select a proper bearing from the above table on
the basis of the identification data confirmed
under Items 1 and 2.
『Example』
4. If the crankshaft pin outside diameter
identification mark is "I," for example, select a
bearing whose identification mark is "1."If there is
no identification color paint on the crankshaft,
measure the pin outside diameter and select a
bearing appropriate for the measured value.
5. Install the selected bearing in the big end and in
the cap of the connecting rod.
Connecting rod
Crankshaft pin
bearing
Identific
Classific Thickness
O.D. mm ation
ation mm
mark
Ⅰ 44.995-45.000 1 1.487-1.491
Ⅱ 44.985-44.995 2 1.491-1.495
Ⅲ 44.980-44.985 3 1.495-1.499

>>F<< Connecting Rod Cap Installation
1. Verifying the mark made during disassembly,
install the bearing cap to the connecting rod. If the
connecting rod is new with no index mark, make
sure that the bearing locking notches are on the
same side as shown.
2. Make sure that the connecting rod big end side
clearance meets the specification.
Limit: 0.4 mm
>>G<< Connecting Rod Cap Nut Tightening

NOTE: Installation of the connecting rod nut should
be performed with the cylinder head or the
spark plug removed.
1. Since the connecting rod bolts and nuts are
torqued using the plastic area tightening method,
the bolts should be examined BEFORE reuse. If
the bolt threads are “necked down”, the bolt
should be replaced. Necking can be checked by
running a nut with fingers to the full length of the
bolt threads. If the nut does not run down
smoothly, the bolt should be replaced.
2. Before installing each nut, apply engine oil to the
threaded portion and bearing surface of the nut.
3. Loosely tighten each nut to the bolt.
4. Then tighten the nuts alternately to the specified
torque to install the cap properly.
5. Make a paint mark on the head of each nut.
6. Make a paint mark on the bolt end at the position
90 to 100 degrees from the paint mark made on
the nut in the direction of tightening the nut.
7. Turn the nut 90 to 100 degrees and make sure
that the paint marks on the nut and bolt are
aligned.
NOTE: If the nut is turned less than 90 degrees,

proper fastening performance may not be
achieved. Be careful to tighten the nut
exactly 90 degrees. If the nut is over
tightened (exceeding 100 degrees), loosen
the nut completely and then retighten it by
repeating the tightening procedure from step
1.

Inspection
Piston
Replace the piston if scratches or seizure is evident
on its surfaces (especially the thrust surface).
Replace the piston if it is cracked.
Piston Pin
1. Insert the piston pin into the piston pin hole with
your thumb. You should feel a slight resistance.
Replace the piston pin if it can be easily inserted
or there is an excessive play.
2. The piston and piston pin must be replaced as an

assembly.
Piston Ring
1. Check the piston ring for damage, excessive wear,
and breakage. Replace if defects are evident. If
the piston has been replaced, the piston rings
must also be replaced.
2. Check for clearance between the piston ring and

ring groove. If it exceeds the limit, replace the ring
or piston, or both.
Standard value: Number 1: 0.03 - 0.07 mm
Number 2: 0.02 - 0.06 mm
Limit : 0.1 mm
3. Insert the piston ring into the cylinder bore. Force

the ring down with a piston, the piston crown
being in contact with the ring, to correctly position
it at right angles to the cylinder wall. Then,
measure the end gap with a feeler gauge.
If the ring gap is excessive, replace the piston ring.
Standard value: Number 1: 0.25 - 0.35 mm
Number 2: 0.40 - 0.55 mm
Oil: 0.10 - 0.40 mm
Limit: Number 1, Number 2: 0.8 mm
Oil: 1.0 mm

Crankshaft Pin Oil Clearance
<Plastic Gauging Material Method>
1. Remove oil from the crankshaft pin and the
connecting rod bearing.
2. Cut plastic gauging material to the same length as
the width of the bearing and place it on the pin,
parallel with its axis.
3. Install the connecting rod cap carefully and
tighten the nuts to the specified torque.
4. Carefully remove the connecting rod cap.
5. Measure the width of the plastic gauging material
at its widest part by using a scale printed on the
plastic gauging material package.
Limit: 0.1 mm

Crankshaft and Cylinder Block
Removal steps
1. Rear plate（NONE）
2. Bell housing cover （NONE）
>>E<< 3. Oil seal case
>>D<< 4. Oil seal
>>C<< 5. Bearing cap bolt
>>C<< 6. Bearing cap
>>B<< 7. Crankshaft bearing (Lower)
8. Crankshaft
>>B<< 9. Crankshaft bearing (Upper)
>>A<< 10. Crankshaft thrust bearing
11. Cylinder block

Crankshaft journal outside Cylinder block Crankshaft Crankshaft bearing for No.3
diameter bearing bore bearing
Identification Size mm Identification Identification Identification mark
mark mark mark
0 1 0
56.994 -
0 1 2 1
57.000
2 3 2
0 2 1
56.988 -
1 1 3 2
56.994
2 4 3
0 3 2
56.982 -
2 1 4 3
56.988
2 5 4

>>A<< Crankshaft Thrust Bearing Installation
1. Install the two thrust bearings in the number 3
bearing bore in the cylinder block. For easier
installation, apply engine oil to the bearings; this
will help hold them in position.
2. The thrust bearings must be installed with their
groove side toward the crankshaft web.
>>B<< Crankshaft Bearing Installation

When bearing replacement is required, select and
install the correct bearing by the following procedure.
1. Measure the crankshaft journal diameter and
confirm its classification from the following table.
In the case of a crankshaft supplied as a service
part, identification marks of its journals are
stamped at the positions shown in the illustration.
2. The cylinder block bearing bore diameter
identification marks are stamped at the position
shown in the illustration from left to right,
beginning at No.1.
For example, if the crankshaft journal outside

diameter identification mark is "0" and cylinder block
bearing bore identification mark is "1," select a
bearing whose identification mark is "2" for number
1, 2, 4 and 5, and a bearing whose identification
mark is "1" for number 3.
If there is no identification mark on the crankshaft,
measure the journal outside diameter and select a
bearing appropriate for the measured value.

3. Install the bearings having an oil groove to the
cylinder block.
4. Install the bearings having no oil groove to the
bearing cap.
>>C<< Bearing Cap/Bearing Cap Bolt Installation

1. Install the bearing caps so that the arrow points to
the timing belt side.
2. Before installing the bearing cap bolts, check that
the shank length of each bolt meets the limit. If it
exceeds the limit, replace the bolt.
Limit: 71.1 mm
3. Apply engine oil to the threaded portion and
bearing surface of the bolt.
4. Tighten the bolts to the specified in the tightening
sequence shown.
6. Make a paint mark on the head of each bolt.

Make a paint mark on the bearing cap 90-100
degrees from the paint mark made on the bolt in
the direction of tightening the bolt.
NOTE:
• If the bolt is overtightened, loosen the bolt
completely and then retighten it by repeating
the tightening procedure from step 1.
• If the bolt is turned less than 90 degrees, proper
fastening performance may not be achieved. Be
sure to turn the bolt exactly 90 degrees.
7. Turn each bolt 90-100 degrees in the tightening

sequence specified in step 4, and make sure that
the paint marks on the bolt and cap are aligned.

8. Make sure that the crankshaft turns smoothly and
the end play is correct. If the end play exceeds the
limit, replace the number 3 crankshaft bearings.
Standard value: 0.05 - 0.18mm
Limit: 0.25 mm
>>D<< Oil Seal Installation

Use the special tools to press-fit the rear oil seal in
the rear oil seal case.
Handle (800422)
Crankshaft rear oil seal installer (800423)
>>E<< Sealant Application to Oil Seal Case

1. Remove completely old FIPG remaining on the
rear oil seal case and cylinder block.
2. Apply a bead of FIPG to the surface of the rear oil
seal case as shown in the drawing.
Specified sealant:
Permatex Ultra Grey Gasket Maker pt# 82194 or
equivalent.
NOTE: Be sure to install the case quickly while the

sealant is wet (within 15 minutes).
3. Install the oil seal into the cylinder block after

applying an appropriate amount of engine oil to
the entire circumference of its lip portion.
4. Install the rear oil seal case by tightening its bolts
to 11 ± 1 N·m.
NOTE: Be sure to install the case quickly while the

sealant is wet (within 15 minutes).
 After installation, keep the sealed area away
from the oil for approximately one hour.

Inspection
Crankshaft Journal Oil Clearance
<Plastic Gauging Material Method>
1. Remove oil from the crankshaft journal and
crankshaft bearing.
2. Install the crankshaft.
3. Cut the plastic gauging material to the same
length as the width of bearing and place it on
journal in parallel with its axis.
4. Install the crankshaft bearing cap carefully and
tighten the bolts to the specified torque.
5. Carefully remove the crankshaft bearing cap.
6. Measure the width of the plastic gauging material
at its widest part by using a scale printed on the
plastic gauging material package.
Limit: 0.1 mm
Cylinder Block
1. Visually check for scratches, rust, and corrosion.
Use also a flaw detecting agent for the check. If
defects are evident, correct or replace.
2. Using a straightedge and feeler gauge, check the
block top surface for warpage. Make sure that the
surface is free from gasket chips and other foreign
matter.
Standard value: 0.05 mm
Limit: 0.1 mm
3. If the distortion is excessive, correct within the

allowable limit or replace.
Grinding limit: 0.2 mm
*Includes/combined with cylinder head
grinding
Cylinder block height (when new):
290mm (4G64)
4. Check cylinder walls for scratches and seizure. If

defects are evident, replace or bore to oversize
and replace pistons and piston rings.
5. Using a cylinder gauge, measure the cylinder
bore and cylindrically. If worn badly, correct the
cylinder to an oversize and replace the piston and
piston rings. Measure at the points shown in the
illustration.

Standard value:
Cylinder inner diameter 86.5 and 85 mm
Cylindrically 0.01 mm or less
Boring Cylinder
1.Oversize pistons to be used should be determined
on the basis of the largest bore cylinder.
Size Identification mark

0.50 mm
oversize 50
diameter
Piston size identification

NOTE: Size mark is stamped on the piston top.
2. Measure the outside diameter (OD) of the piston

to be used. Measure it in thrust direction as shown.
3. Based on the measured piston OD, calculate the
boring finish dimension.
Boring finish dimension = [Piston OD] + [0.02 -
0.04 mm(clearance between piston OD and
cylinder)] -[0.02 mm (honing margin)]
CAUTION
To prevent distortion that may result from
temperature rise during honing, bore cylinders,
working from number 2 to number 4 to number 1
to number 3.
4. Bore all cylinders to the calculated boring finish

dimension.
5. Hone to the final finish dimension (piston OD +
clearance between piston OD and cylinder).
6. Check the clearance between the piston and
cylinder.
Clearance between piston and cylinder:
0.02 - 0.04 mm
NOTE: When boring cylinders, finish all of four

cylinders to the same oversize. Do not bore
only one cylinder to an oversize

Flexplate, Remove and Install
Removal Procedure
1. Mark the flexplate to indicate engine side versus
non-engine side.
2. Counterhold flexplate and remove from

crankshaft.
Installation Procedure
1. Attach flexplate to crankshaft with M12 bolts using

a medium duty threadlocker. Flexplate has an
engine side and non-engine side. Reference
step 1 in the removal procedure above to aid in
reassembly.
Tighten in a star pattern
Tightening torque 90-100 ft/lbs
Starter
Starter, Remove and Install
Removal Procedure
1. Disconnect negative battery cable.

2. Remove cable connections (1) and (2) from
starter.
3. Remove ground cable (4).
4. Remove fastening nut (3) and fastening bolt (5)
from starter.
5. Remove starter.
1. Install starter and fastening bolts.
Tighten Tightening torque 35 ft/lbs
2. Connect ground cable tighten to 106 in/lbs
3. Install cable connections on starter – ensure
correct cable routing.
4. Attach negative battery cable.

Exhaust Manifold, Remove and Install
Removal Procedure
1. Remove heat shields
2. Remove exhaust manifold (5) from cylinder head.
Clean
1. Clean sealing surfaces and remove gasket
remnants.
1. Attach exhaust manifold with new gasket to

cylinder head.
Tighten
Tightening torque 15 ft·lbs (first pass) 22 ft·lbs
(second pass).
2. Attach heat shield to exhaust manifold.
Tighten
Tightening torque 80 in/lbs

Intake Manifold, Remove and Install
Removal Procedure
1. Remove fuel system components from intake

manifold.
2. Remove throttle body, adaptor, and associated

fittings from intake manifold.
3. Remove Intake manifold from engine
Clean
1. Clean sealing surfaces and remove gasket
remnants.
1. Attach intake manifold with new gasket to cylinder

head.
Tighten
Tightening torque 22 ft lbs starting with the inside
fasteners (M8-1.25 Nut) first and working towards
the outside.
2. Reattached Throttle body, adaptor, mixer, and

associated parts. Torque throttle body M6-
1.0x25 socket head bolts to 60 in lbs (first pass)
106 in lbs (second pass)

Camshaft Sensor Remove and Install
Removal Procedure
1. Remove M6-1.0 Flange bolt
2. Remove camshaft sensor from timing belt
housing.
1. Install camshaft sensor into timing belt housing
2. Apply medium strength thread locker to M6-1.0
Bolt
3. Install M6-1.0 Bolt
4. Torque bolt to 70 in/lbs
Stretch Fit Belt Remove and Install
NOTE: A special tool is required for removal and

installation, do not attempt to pry the stretch
fit belt onto the pulley. The special tool can
be purchased from PSI under part number
108002.
Prior to installation, Stretch Fit belts are shorter than

the actual working length, once installed they
automatically tension – maintaining the proper
tension over the life of the belt and ensuring
optimum load-carrying capacity. It is required to
replace a stretch fit belt with a stretch fit belt.
Removal Procedure
1. Position Removal tool between fan pulley and belt.
2. Use a ratchet to turn the crankshaft in clockwise

direction. Belt will be lifted off pulley and slide off
the tool.
1. Secure installation tool onto fan pulley lip, and
wedge the leading edge of the tool into place
under the installed belt.
2. Use a ratchet to turn the crankshaft in a clockwise

direction.
3. Guide belt on to pulley and ensure belt ribs are all

engaged on the pulley belt track. If one or two
ribs remain unengaged, repeat from step 1 until
the belt is fully seated.

Manual Tension Belt Remove and Install
Removal Procedure
1. Loosen the M8 bolt securing the generator to the

manual adjustment strap.
2. Loosen the M8 bolt securing the bottom of the

generator.
3. Adjust generator position so the belt is loose.
4. Remove belt from the engine.
1. Install new belt on the crankshaft pulley and

generator pulley. Insure the ribs of the belt are
properly seated in each pulley.
2. Adjust generator position on the manual tensioner

to achieve the desired tension specification. The
manual tension bracket has a pry spot as shown.
3. Tighten the M8X1.25 Bolt on the bottom of the

generator.
4. Tighten the M8 bolt securing the generator

position with the manual tension bracket. Torque
bolt to 17 ft/lbs.
5. Check belt tension to confirm desired tension on

belt, if tension is not correct repeat steps 2 and 3
until tension specification is met.
Manually Adjusted Generator Belt Tension

New Belt 118 [lbf]
Lightly Used Belt (3hrs+) 54 [lbf]
Heavily Used Belt Replace
Note : Bel t Te ns i on s houl d be che cke d at the Mi d-Spa n Di sta nce

betwe en the cra nkshaft pul l ey a nd genera tor pul l ey

Engine Compression Test
1) Warm up engine until the following temperatures are achieved.

Coolant (water outlet): 90°C ±10°C (194°F ± 9°F)
Oil Sump: 95°C ±10°C (203°F ±18°F)
NOTE: Oil sump temp should remain above 70°C (158° F) for remainder of test.
2) Shut off engine, remove all spark plugs

3) Set engine throttle to W.O.T. and secure this position (block throttle wide open or remove throttle body)
4) Connect compression gauge to cylinder #1
5) Use engine starter to rotate engine
a. Once the engine has come to speed, release the pressure in the compression gauge and allow engine to
rotate for 10 compression strokes.
b. Ensure pressure reading has stabilized. If not, allow additional strokes to obtain a stable reading
c. Record pressure readings
6) Repeat steps 4 and 5 for remaining cylinders
7) Recheck cylinder #1 to verify that no change in the engine parameters has occurred.
The pressure difference between the individual cylinders should not exceed 14.5psi.

Introduction
CAUTION
This service manual has been developed to provide
the service technician with the basic understanding Do not allow LPG to contact the skin. LPG is
of the PSI certified fuel and emission systems for stored in the fuel tank as a liquid. When LPG
their Mitsubishi engine line. This manual should be contacts the atmosphere, it immediately
used in conjunction with the base engine manual expands into a gas, resulting in a refrigeration
and the OEM service manual when diagnosing fuel effect that can cause severe burns to the skin.
or electrical problems.
Servicing Your Emissions Certified CAUTION

Engine
Any maintenance and repair should be performed by Do not allow LPG to accumulate in areas below
trained and experienced service technicians. Proper ground level such as in a service pit or
tools and equipment should be used to prevent underground ventilation systems. LPG is heavier
injury to the servicing technician and damage to the than air and can displace oxygen, creating a
vehicle or components. Service repairs should dangerous condition
always be performed in a safe environment and the
technician should always wear protective clothing to
prevent injury.
CAUTION
Fuel Quality Do not make repairs to the LPG fuel system if
you are not familiar with or trained to service
PSI LPG engines and fuel systems are designed to LPG fuel system. Contact the dealer who sold
operate on HD-5 or HD-10 specification LPG fuel. you the vehicle to locate a repair facility with
Fuel other than HD-5 or HD-10 may cause harm to trained technicians to repair your fuel system.
the engine’s emission control system and a warranty
claim may be denied on this basis if operators can Warnings, Cautions and Notes
readily find the proper fuel. Gasoline engines
should use 87 octane or higher. E85 fuel is not This manual contains several different Warnings,
permitted for use in the gasoline engine. Use of Cautions, and Notes that must be observed to
any other fuel may result in your engine no longer prevent personal injury and or damage to the vehicle,
operating in compliance with CARB or EPA the fuel system or personal property.
emissions requirements.
A “WARNING“ is an advisement that by performing
Fuel System Cautions a process or procedure listed in this manual
improperly may result in serious bodily injury, death
and/or serious damage to the vehicle or property.
CAUTION
Do not smoke, carry lighted tobacco or use a Proper Use of This Service Manual,
lighted flame of any type when working on or Tools and Equipment
near any fuel related component. Highly
flammable air-fuel mixtures may be present and To reduce the potential for injury to the technician or
can be ignited causing personal injury. others and to reduce damage to the equipment
during service repairs the technician should observe
the following steps:

• The service procedures defined in this manual,
when followed, have been found to be a safe and
efficient process to repair the fuel system. In some WARNING
cases special tools may be required to perform Always leak check any fuel system connection
the necessary procedures to safely remove and after servicing! Use an electronic leak detector
replace a failed component. and/or a liquid leak detection solution. Failure
to leak check could result in serious bodily
• The installed PSI fuel system has been certified injury, death, or serious property damage.
with the Environmental Protection Agency (EPA)
and complies with the regulation in effect at the
time of certification. When servicing the fuel and
emission control system you should follow all the
recommended service and repair procedures to
insure the fuel and emissions system is operating
as designed and certified. Purposely or knowingly
defeating or disabling any part or the fuel and
emission system may be in violation of the anti-
tampering provision of the EPA’s Clean Air Act.
• Tools identified in this manual with the prefix “J” or

“BT” can be procured through SPX in Warren,
Michigan.
• Other special tools identified in this manual can be

acquired through the equipment OEM or PSI.
IMPORTANT: It is important to remember that there

may be a combination of Metric and Imperial
fasteners used in the installation of the PSI fuel
system. Check to insure proper fit when using a
socket or wrench on any fastener to prevent
damage to the component being removed or injury
from “slipping off” the fastener.

Maintenance IMPORTANT: The use of “belt dressing” or “anti-
slipping agents” on belts is not recommended.
The maintenance of an engine and related
components are critical to its operating performance Cooling System
and lifespan. Industrial engines operate in
environments that often include hot and cold It is important that the cooling system of the engine
temperatures and extreme dust. The be maintained properly to ensure proper
recommended maintenance schedule is listed in this performance and longevity. PSI REQUIRES THE
section, however, environmental operating USE OF COOLANT MEETING SPECIFICATION
conditions and additional installed equipment may GM6277M
require more frequent inspection and servicing.
The owner and/or service agent should review the WARNING
operating conditions of the equipment to determine
the inspection and maintenance intervals. Do not remove the cooling system pressure cap
(radiator cap) when the engine is hot. Allow the
engine to cool and then remove the cap slowly
WARNING to allow pressure to vent. Hot coolant under
When performing maintenance on the engine, pressure may discharge violently.
turn the ignition OFF and disconnect the battery
negative cable to avoid injury or damage to the Note that there may be an LPG vaporizer connected
engine. to the cooling system and the fuel system may be
adversely affected by low coolant levels and
The engine installed in this equipment uses a drive restricted or plugged radiator cores. Therefore, the
belt that drives the water pump, alternator and cooling system must be maintained according to the
additional pumps or devices. It is important to note recommend maintenance schedule in this section
that the drive belt is an integral part of the cooling and also include:
and charging system and should be inspected
according to the maintenance schedule in this • The regular removal of dust, dirt and debris from
section. When inspecting the belts check for: the radiator core and fan shroud.
• Inspection of coolant hoses and components for
• Cracks leaks, especially at the radiator hose connections.
• Chunking of the belt Tighten hose clamps if necessary.
• Splits • Check radiator hoses for swelling, separation,
• Material hanging loose from the belt hardening, cracks or any type of deterioration. If
• Glazing, hardening any of these conditions exist the hose should be
replaced with a recommended OEM replacement
If any of these conditions exist the belt should be part.
replaced with the recommended OEM replacement • Inspect the radiator cap to ensure proper sealing.
belt.
Serpentine Belt System
Serpentine belts utilize a spring-loaded tensioner to

keep the belt properly adjusted, are manually
adjusted, or have a “stretch fit” style belt.
Serpentine belts should be checked according to the
maintenance schedule in this section.

Coolant Engine CrankCase Oil
The engine manufacturer recommends the cooling Oil Recommendation

system be filled with a 50/50 mixture of antifreeze
and water. The use of long life type coolant It is recommended to use GM Specification
meeting specification GM6277M is required. This GM6094M with an API rating of SM or newer. To
antifreeze is typically a bright orange in color and achieve proper engine performance and durability, it
should meet the requirements issued by PSI is important that you only use engine lubricating oils
(GM6277M). Coolant should have a minimum displaying the American Petroleum Institute (API)
boiling point of 300F (149c) and a freezing point no “Starburst” Certification Mark ‘FOR GASOLINE
higher than -34F (-37c). Do not add plain water. ENGINES’ on the container.
Replace coolant per the recommended schedule.
IMPORTANT: The manufacturers of the engine and

fuel system do not recommend the use of “stop leak”
additives to repair leaks in the cooling system. If
leaks are present the radiator should be removed Gasoline engines that are converted to run on LPG
and repaired or replaced. or NG fuels must use oils labeled for gasoline
engines. Oils specifically formulated for Heavy
Engine Electrical System Maintenance Duty or Natural Gas Engines are not acceptable
The engine’s electrical system incorporates an IMPORTANT: Oils recommended by the engine
electronic control module (ECM) to control various manufacturer already contain a balanced additive
related components. The electrical system treatment. Oils containing “solid” additives, non-
connections and ground circuits require good detergent oils, or low quality oils are not
connections. Follow the recommended recommended by the engine manufacturer.
maintenance schedule in this section to maintain Supplemental additives added to the engine oil are
optimum performance. When inspecting the not necessary and may be harmful. The engine
electrical system check the following: and fuel system supplier do not review, approve or
recommend such products.
• Check Positive and Negative cables for corrosion,
rubbing, chafing, burning and to ensure tight Synthetic Oils
connections at both ends.
• Check battery for cracks or damage to the case Synthetic oils have been available for use in
and replace if necessary. industrial engines for a relatively long period of time
• Inspect engine wire harness for rubbing, chafing, and may offer advantages in cold and hot
pinching, burning, and cracks or breaks in the temperatures. However, it is not known if synthetic
wiring. oils provide operational or economic benefits over
• Verify that engine harness connectors are conventional petroleum-based oils in industrial
correctly locked in by pushing in and then pulling engines. Use of synthetic oils are not required for
the connector halves outward. industrial engines.
• Inspect ignition coil wire for hardening, cracking,
arcing, chafing, burning, separation, split boot
covers.
• Check spark plug wires for hardening, cracking,
chafing, arcing or burning, separation, and split
boot covers.
• Replace spark plugs at the required intervals per
the recommended maintenance schedule.
• Verify that all electrical components are securely
mounted to the engine or chassis.
• Verify that any additional electrical services
installed by the owner are properly installed in the
system.
• Verify that the MIL, charging, and oil pressure
lights illuminate momentarily during engine start.

Checking/Filling Engine Oil Level
CAUTION
IMPORTANT: Care must be taken when checking
engine oil level. Oil level must be maintained An overfilled crankcase (oil level being too high)
between the “ADD” mark and the “FULL” mark on can cause an oil leak, a fluctuation or drop in oil
the dipstick. To ensure that you are not getting a pressure. When overfilled, the engine
false reading, make sure the following steps are crankshafts splash and agitate the oil, causing it
taken before checking the oil level. to aerate or foam.
1. Stop engine. IMPORTANT: Change oil when engine is warm and

2. Allow approximately several minutes for the oil to the old oil flows more freely.
drain back into the oil pan.
3. Remove the dipstick. Wipe with a clean cloth or 2. Stop engine.
paper towel and reinstall. Push the dipstick all
the way into the dipstick tube. IMPORTANT: Engine oil will be hot. Use protective
4. Remove the dipstick and note the amount of oil gloves to prevent burns. Engine oil contains
on the dipstick. The oil level must be between chemicals which may be harmful to your health.
the “FULL” and “ADD” marks. Avoid skin contact.
3. Remove drain plug and allow the oil to drain.

4. Remove and discard oil filter and its sealing ring.
5. Coat sealing ring on the new filter with clean
engine oil, wipe the sealing surface on the filter
mounting surface to remove any dust, dirt or
debris. Tighten filter securely (follow filter
manufacturers instructions). Do not over tighten.
6. Check sealing ring on drain plug for any damage,
replace if necessary, wipe plug with clean rag,
wipe pan sealing surface with clean rag and re-
install plug into the pan. Tighten to specification.
7. Fill crankcase with oil.
8. Start engine and check for oil leaks.
5. If the oil level is below the “ADD” mark reinstall 9. Dispose of oil and filter in a safe manner.
the dipstick into the dipstick tube and proceed to
Step 6.
6. Remove the oil filler cap from the valve cover.
7. Add the required amount of oil to bring the level
up to, but not over, the “FULL” mark on the
dipstick Reinstall the oil filler cap to the valve
rocker arm cover and wipe any excess oil clean.
Changing the Engine Oil
IMPORTANT: When changing the oil, always

change the oil filter.
1. Start the engine and run until it reaches normal

operating temperature.

Fuel System Inspection and • Check filter housing for external damage or
Maintenance distortion. If damaged replace fuel filter.
Gasoline and LPG Fuel System Replacing the Fuel Filter:
The fuel system installed on this industrial engine 1. Move the equipment to a well ventilated area and
has been designed to meet the mobile engine verify that sparks, ignition and any heat sources
emission standard applicable for the 2010 and later are not present.
model years. To ensure compliance to these 2. Start the engine.
standards, follow the recommended maintenance 3. If the engine operates on a positive pressure fuel
schedule contained in this section. system, run the engine with the fuel supply closed
to remove fuel from the system.
IMPORTANT: A small amount of fuel may still be

Inspection and Maintenance of the Fuel
present in the fuel line. Use gloves and proper eye
Storage Cylinder protection to prevent burns. If liquid fuel continues
to flow from the connections when removed, make
The fuel storage cylinder should be inspected daily sure the manual valve is fully closed.
or at the beginning of each operational shift for any
leaks, external damage, adequate fuel supply and to 4. Slowly loosen the inlet fitting and disconnect.
ensure the manual service valve is open. Fuel 5. Slowly loosen the outlet fitting and disconnect.
storage cylinders should always be securely 6. Remove the filter housing form the equipment.
mounted, inspect the securing straps or retaining 7. Check for contamination.
devices for damage ensure that all locking devices 8. Tap the opening of the filter on a clean cloth.
are closed and locked. Check to ensure that the 9. Check for debris.
fuel storage cylinder is positioned with the locating 10. Check canister for proper mounting direction.
pin in the tank collar on all horizontally mounted 11. Reinstall the filter housing to the equipment.
cylinders this will ensure the proper function of the 12. Tighten the inlet and outlet fittings to
cylinder relief valve. specification.
13. Check for leaks at the inlet and outlet fittings,
When refueling or exchanging the fuel cylinder, and the filter housing end connection using a
check the quick fill valve for thread damage. Also soapy solution or an electronic leak detector, if
verify O-ring is in place and inspect for cracks, leaks are detected make repairs
chunking or separation. If damage to the o-ring is
found, replace prior to filling. Check the service
line quick coupler for any thread damage.
IMPORTANT: When refueling the fuel cylinder, wipe

both the female and male connection with a clean
rag prior to filling to prevent dust, dirt and debris
from being introduced to the fuel cylinder.
Inspection and Replacement of the Fuel

Filter
The fuel system on this emission certified engine

may utilize an in-line replaceable fuel filter element.
This element should be replaced, at the intervals
specified in the recommended maintenance
schedule. When inspecting the fuel filter check the
following:
• Check for leaks at the inlet and outlet fittings,

using a soapy solution or an electronic leak
detector and repair if necessary.
• Check to make sure filter is securely mounted.

Direct Electronic Pressure Regulator To drain the regulator, follow the steps below:
(DEPR) Maintenance and Inspection
1. Move the equipment to a well ventilated area and
IMPORTANT: The Direct Electronic Pressure ensure no external ignition sources are present.
Regulator (DEPR) components have been 2. Start the engine.
specifically designed and calibrated to meet the fuel 3. With the engine running close the manual valve.
system requirements of the emission certified 4. When the engine runs out of fuel turn OFF the
engine. key when the engine stops and disconnect the
negative battery cable.
If the DEPR fails to operate or develops a leak, it
should be repaired or replaced with the OEM IMPORTANT: A small amount of fuel may still be
recommended replacement parts. When present in the fuel line, use gloves to prevent burns,
inspecting the system check for the following items: wear proper eye protection. If liquid fuels continues
to flow from the connections when loosened check
• Check for any fuel leaks at the inlet and outlet to make sure the manual valve is fully closed.
fittings.
• Check for any fuel leaks in the DEPR body. 5. Loosen the hose clamp at the inlet and outlet
• Check the inlet and outlet fittings of the coolant hoses and remove the hoses.
supply lines for water leaks if applicable. 6. Remove the regulator mounting bolts.
• Check to ensure the DEPR is securely mounted 7. Place a small receptacle in the engine
and the mounting bolts are tight. compartment.
• Check DEPR for external damage. 8. Rotate the regulator to 90° so that the outlet fitting
• Check DEPR electrical connection to ensure the is pointing down into the receptacle and drain the
connector is seated and locked. regulator.
9. Inspect the secondary chamber for any large
dried particles and remove.
Checking/Draining Oil Build-Up in the
10. Remove the receptacle and reinstall the
Vaporizer Regulator regulator retaining bolts and tighten to
specifications.
During the course of normal operation for LPG 11. Reinstall the fuel hoses..
engines oil or “heavy ends” may build inside the 12. Reconnect any other hoses removed during this
secondary chamber of the Vaporizer Regulator. procedure.
These oil and heavy ends may be a result of poor 13. Slowly open the manual service valve.
fuel quality, contamination of the fuel, or regional 14. Check for leaks at the inlet and outlet fittings
variation of the fuel make up. A significant build up using a soapy solution or an electronic leak
of oil can affect the performance of the secondary detector. If leaks are detected make repairs.
diaphragm response. The Recommended Check coolant line connections to ensure no leaks
Maintenance Schedule found in this section are present.
recommends that the oil be drained periodically. 15. Start engine recheck for leaks at the regulator.
This is the minimum requirement to maintain the 16. Dispose of any drained material in safe and
emission warranty. More frequent draining of the proper manner.
Vaporizer Regulator is recommended where
substandard fuel may be a problem. PSI
recommends the Vaporizer Regulator be drained at
every engine oil change if contaminated or
substandard fuel is suspected or known to be have
been used or in use with the emission complaint fuel
system. This is known as special maintenance, and
failure to follow this recommendation may be used
to deny a warranty claim.
IMPORTANT: Draining the regulator when the

engine is warm will help the oils to flow freely from
the regulator.

Air Fuel Mixer/Throttle Control Device When inspecting the Exhaust system check the
Maintenance and Inspection following:
IMPORTANT: The Air Fuel Mixer components have • Exhaust manifold at the cylinder head for leaks
been specifically designed and calibrated to meet and that all retaining bolts and shields (if used)
the fuel system requirements of the emission are in place.
certified engine. The mixer should not be • Manifold to exhaust pipe fasteners to ensure they
disassembled or rebuilt. If the mixer fails to are tight and that there are no exhaust leaks
operate or develops a leak the mixer should be repair if necessary.
replaced with the OEM recommended replacement • HEGO electrical connector to ensure connector is
parts. seated and locked, check wires to ensure there is
no cracking, splits chafing or “burn through.”
When inspecting the mixer check for the following Repair if necessary.
items: • Exhaust pipe extension connector for leaks tighten
if necessary
• Leaks at the inlet fitting. • If the engine is equipped with a catalytic converter
• Fuel inlet hose for cracking, splitting or chaffing, inspect the converter to ensure it is securely
replace if any of these condition exist. mounted.
• Ensure the mixer is securely mounted and is not • Check for any leaks at the inlet and outlet of the
leaking vacuum at the mounting gasket or surface. converter.
• Inspect air inlet hose connection and clamp. Also
inspect inlet hose for cracking, splitting or chafing.
Replace if any of these conditions exist.
• Inspect Air cleaner element according to the
Recommended Maintenance Schedule found in
this section.
• Check Fuel lines for cracking, splitting or chafing.
• Check for leaks at the throttle body and intake
manifold.
Exhaust System and Catalytic Converter

Inspection and Maintenance
IMPORTANT: The exhaust system on this emission

certified engine contains a Heated Exhaust Gas
Oxygen Sensor (HEGO) which provides feed back
to the ECM on the amount of oxygen present in the
exhaust stream after combustion.
The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then
makes corrections to the fuel air ratio to ensure the
proper fuel charge and optimum catalytic
performance. Therefore, it is important that the
exhaust connections remain secured and air tight.
IMPORTANT: The HEGO sensor is sensitive to

silicone based products. Do not use silicone
sprays or hoses which are assembled using silicone
lubricants. Silicone contamination can cause
severe damage to the HEGO.

Chapter 3. Fuel System
General Information
Introduction
This service manual has been developed to provide CAUTION

the service technician with the basic understanding
of the Doosan certified and Non certified fuel and Do not allow LPG to contact the skin. LPG is
emission systems for their G424P(E) engine line. stored in the fuel tank as a liquid. When LPG
This manual should be used in conjunction with the contacts the atmosphere, it immediately
base engine manual when diagnosing fuel or expands into a gas, resulting in a refrigeration
electrical problems. effect that can cause severe burns to the skin.
CAUTION
Servicing Your Emissions Certified
Engine Do not allow LPG to accumulate in areas below
ground level such as in a service pit or
Any maintenance and repair should be performed by underground ventilation systems. LPG is heavier
trained and experienced service technicians. Proper than air and can displace oxygen, creating a
tools and equipment should be used to prevent dangerous condition
injury to the servicing technician and damage to the
vehicle or components. Service repairs should
CAUTION
always be performed in a safe environment and the
technician should always wear protective clothing to Do not make repairs to the LPG fuel system if
prevent injury. you are not familiar with or trained to service
LPG fuel system. Contact the dealer who sold
you the vehicle to locate a repair facility with
Fuel Quality trained technicians to repair your fuel system
Doosan G424P(E) engines and fuel systems are

designed to operate on HD-5 or HD-10 specification Warnings, Cautions and Notes
LPG fuel. Fuel other than HD-5 or HD-10 may cause
harm to the engine’s emission control system and a This manual contains several different Warnings,
warranty claim may be denied on this basis if Cautions, and Notes that must be observed to
operators can readily find the proper fuel. Gasoline prevent personal injury and or damage to the vehicle,
engines should use 87 octane or higher. E85 fuel the fuel system or personal property.
is not permitted for use in the gasoline engine. Use
of any other fuel may result in your engine no longer A "WARNING" is an advisement that by performing
operating in compliance with CARB or EPA a process or procedure listed in this manual
emissions requirements. improperly may result in serious bodily injury, death
and/or serious damage to the vehicle or property.
Fuel System Cautions

Proper Use of This Service Manual,
CAUTION Tools and Equipment
Do not smoke, carry lighted tobacco or use a To reduce the potential for injury to the technician or
lighted flame of any type when working on or others and to reduce damage to the equipment
near any fuel related component. Highly during service repairs the technician should observe
flammable air-fuel mixtures may be present and the following steps:
can be ignited causing personal injury
G424P(E) Service Manual 89 Chapter 3. Fuel System

- General Information
The service procedures defined in this manual, Engine Compression Test
when followed, have been found to be a safe and
efficient process to repair the fuel system. In some 1) Warm up engine until the following temperatures
cases special tools may be required to perform the are achieved
necessary procedures to safely remove and replace Coolant (water outlet): 90°C ±10°C (194°F ± 9°F)
a failed component. Oil Sump: 95°C ±10°C (203°F ±18°F)
The installed Doosan fuel system has been certified NOTE: Oil sump temp should remain above 70°C
with the Environmental Protection Agency (EPA) (158° F) for remainder of test
and complies with the regulation in effect at the time
of certification. When servicing the fuel and emission 2) Shut off engine, remove all spark plugs
control system you should follow all the 3) Set engine throttle to W.O.T. and secure this
recommended service and repair procedures to position (block throttle wide open or remove
insure the fuel and emissions system is operating as throttle body)
designed and certified. Purposely or knowingly 4) Connect compression gauge to cylinder #1
defeating or disabling any part or the fuel and 5) Use engine starter to rotate engine
emission system may be in violation of the anti- a. Once the engine has come to speed,
tampering provision of the EPA’s Clean Air Act. release the pressure in the compression
gauge and allow engine to rotate for 10
Tools identified in this manual with the prefix "J" or compression strokes.
"BT" can be procured through SPX in Warren, b. Ensure pressure reading has stabilized.
Michigan. If not, allow additional strokes to obtain
a stable reading
Other special tools identified in this manual can be c. Record pressure readings
6) Repeat steps 4 and 5 for remaining cylinders
acquired through the equipment G424P(E).
7) Recheck cylinder #1 to verify that no change in
the engine parameters has occurred.
IMPORTANT: It is important to remember that there
may be a combination of Metric and Imperial
The pressure difference between the individual
fasteners used in the installation of the Doosan fuel
cylinders should not exceed 14.5psi
system. Check to insure proper fit when using a
socket or wrench on any fastener to prevent
damage to the component being removed or injury
from "slipping off" the fastener.
WARNING
Always leak check any fuel system connection
after servicing! Use an electronic leak detector
and/or a liquid leak detection solution. Failure to
leak check could result in serious bodily injury,
death, or serious property damage.

- General Information
Maintenance
The maintenance of an engine and related Cooling System
components are critical to its operating performance
and lifespan. Industrial engines operate in It is important that the cooling system of the engine
environments that often include hot and cold be maintained properly to ensure proper
temperatures and extreme dust. The recommended performance and longevity.
maintenance schedule is listed in this section,
however, environmental operating conditions and
additional installed equipment may require more WARNING
frequent inspection and servicing. Do not remove the cooling system pressure cap
The owner and/or service agent should review the (radiator cap) when the engine is hot. Allow the
operating conditions of the equipment to determine engine to cool and then remove the cap slowly
the inspection and maintenance intervals. to allow pressure to vent. Hot coolant under
pressure may discharge violently.
WARNING
Note that there may be an LPG vaporizer connected
When performing maintenance on the engine, to the cooling system and the fuel system may be
turn the ignition OFF and disconnect the battery adversely affected by low coolant levels and
negative cable to avoid injury or damage to the restricted or plugged radiator cores. Therefore, the
engine. cooling system must be maintained according to the
recommend maintenance schedule in this section
The engine installed in this equipment uses a drive and also include:
belt that drives the water pump, alternator and
additional pumps or devices. It is important to note • The regular removal of dust, dirt and debris from
that the drive belt is an integral part of the cooling the radiator core and fan shroud.
and charging system and should be inspected • Inspection of coolant hoses and components for
according to the maintenance schedule in this leaks, especially at the radiator hose connections.
section. When inspecting the belts check for: Tighten hose clamps if necessary.
• Check radiator hoses for swelling, separation,
• Cracks hardening, cracks or any type of deterioration. If
• Chunking of the belt any of these conditions exist the hose should be
• Splits replaced with Doosan genuine part.
• Material hanging loose from the belt • Inspect the radiator cap to ensure proper sealing.
• Glazing, hardening
If any of these conditions exist the belt should be Coolant

replaced with Doosan genuine part.
The engine manufacturer recommends the cooling
system be filled with a 50/50 mixture of antifreeze
Serpentine Belt System and water. The use of DexCool “Long Life” type
coolant is required. This antifreeze is typically a
Serpentine belts utilize a spring-loaded tensioner to bright orange in color and should meet the
keep the belt properly adjusted. Serpentine belts requirements issued by G424P(E). Coolant should
should be checked according to the maintenance have a minimum boiling point of 300F (149c) and a
schedule in this section. freezing point no higher than -34F (-37c).
IMPORTANT: Do not add plain water. Replace coolant per the

The use of “belt dressing” or “anti-slipping agents” recommended schedule.
on belts is not recommended.
IMPORTANT:
The manufacturers of the engine and fuel system do
not recommend the use of “stop leak” additives to
repair leaks in the cooling system. If leaks are
present the radiator should be removed and
repaired or replaced.

- Maintenance
Engine Electrical System Maintenance Engine Crankcase Oil
The engine’s electrical system incorporates an Oil Recommendation

electronic control module (ECM) to control various
related components. The electrical system To achieve proper engine performance and
connections and ground circuits require good durability, it is important that you only use engine
connections. Follow the recommended maintenance lubricating oils displaying the American Petroleum
schedule in this section to maintain optimum Institute (API) “Starburst” Certification Mark ‘FOR
performance. When inspecting the electrical system Gasoline EngineS’ on the container.
check the following:
• Check Positive and Negative cables for corrosion,

rubbing, chafing, burning and to ensure tight
connections at both ends.
• Check battery for cracks or damage to the case Gasoline engines that are converted to run on LPG
and replace if necessary. or NG fuels must use oils labeled for gasoline
• Inspect engine wire harness for rubbing, chafing, engines. Oils specifically formulated for Heavy Duty
pinching, burning, and cracks or breaks in the or Natural Gas Engines are not acceptable
wiring.
• Verify that engine harness connectors are IMPORTANT:
correctly locked in by pushing in and then pulling Oils recommended by the engine manufacturer
the connector halves outward. already contain a balanced additive treatment. Oils
• Inspect ignition coil wire for hardening, cracking, containing “solid” additives, non-detergent oils, or
arcing, chafing, burning, separation, split boot low quality oils are not recommended by the engine
covers. manufacturer. Supplemental additives added to the
• Check spark plug wires for hardening, cracking, engine oil are not necessary and may be harmful.
chafing, arcing or burning, separation, and split The engine and fuel system supplier do not review,
boot covers. approve or recommend such products.
• Replace spark plugs at the required intervals per
the recommended maintenance schedule.
• Verify that all electrical components are securely Synthetic Oils
mounted to the engine or chassis.
• Verify that any additional electrical services Synthetic oils have been available for use in
installed by the owner are properly installed in industrial engines for a relatively long period of time
the system. and may offer advantages in cold and hot
• Verify that the MIL, charging, and oil pressure temperatures. However, it is not known if synthetic
lights illuminate momentarily during engine start. oils provide operational or economic bene ts over
conventional petroleum-based oils in industrial
engines. Use of synthetic oils does not permit the
extension of oil change intervals.
Checking/Filling Engine Oil Level
IMPORTANT:
Care must be taken when checking engine oil level.
Oil level must be maintained between the “ADD”
mark and the “FULL” mark on the dipstick.
To ensure that you are not getting a false reading,
make sure the following steps are taken before
checking the oil level.
1. Stop engine.
2. Allow approximately several minutes for the oil to
drain back into the oil pan.

- Maintenance
3. Remove the dipstick. Wipe with a clean cloth or IMPORTANT:
paper towel and reinstall. Push the dipstick all Engine oil will be hot. Use protective gloves to
the way into the dipstick tube. prevent burns. Engine oil contains chemicals which
4. Remove the dipstick and note the amount of oil may be harmful to your health. Avoid skin contact.
on the dipstick. The oil level must be between the
“FULL” and “ADD” marks. 3. Remove drain plug and allow the oil to drain.
4. Remove and discard oil filter and its sealing ring.
5. Coat sealing ring on the new filter with clean
engine oil, wipe the sealing surface on the filter
mounting surface to remove any dust, dirt or
debris. Tighten filter securely (follow filter
manufacturers instructions). Do not over tighten.
6. Check sealing ring on drain plug for any damage,
replace if necessary, wipe plug with clean rag,
wipe pan sealing surface with clean rag and re-
install plug into the pan. Tighten to specification.
7. Fill crankcase with oil.
8. Start engine and check for oil leaks.
9. Dispose of oil and filter in a safe manner.
Figure 2. Engine Oil Dip tick (Typical)
1. If the oil level is below the “ADD” mark reinstall

the dipstick into the dipstick tube and proceed to
Step 6.
2. Remove the oil filler cap from the valve cover.
3. Add the required amount of oil to bring the level
up to, but not over, the “FULL” mark on the
dipstick Reinstall the oil filler cap to the valve
rocker arm cover and wipe any excess oil clean.
Changing the Engine Oil
IMPORTANT:
When changing the oil, always change the oil filter.
1. Start the engine and run until it reaches normal

CAUTION
An overfilled crankcase (oil level being too high)
can cause an oil leak, a fluctuation or drop in oil
pressure. When overfilled, the engine
crankshafts splash and agitate the oil, causing it
to aerate or foam.
IMPORTANT:
Change oil when engine is warm and the old oil
flows more freely.
2. Stop engine

- Maintenance
Fuel System Inspection and Replace LP Fuel Filter Element
Maintenance
Park the lift truck in an authorized refueling area with
the forks lowered, parking brake applied and the
LPG Fuel System transmission in Neutral.
The fuel system installed on this industrial engine

has been designed to meet the mobile engine
emission standard applicable for the 2010 and later
model years. To ensure compliance to these
standards, follow the recommended maintenance
schedule contained in this section.
Inspection and Maintenance of the Fuel

Storage Cylinder
The fuel storage cylinder should be inspected daily

or at the beginning of each operational shift for any 1. Close the fuel shutoff valve on the LP-fuel tank.
leaks, external damage, adequate fuel supply and to Run the Engine until the fuel in the system runs
ensure the manual service valve is open. Fuel out and the engine stops.
storage cylinders should always be securely
mounted, inspect the securing straps or retaining 2. Turn off the ignition switch.
devices for damage ensure that all locking devices
are closed and locked. Check to ensure that the fuel 3. Scribe a line across the filter housing covers,
storage cylinder is positioned with the locating pin in which will be used for alignment purposes when
the tank collar on all horizontally mounted cylinders re-installing the filter cover.
this will ensure the proper function of the cylinder
relief valve. Fuel Filter Disassembly (Steps 4-7)
When refueling or exchanging the fuel cylinder,
check the quick fill valve for thread damage. Also
verify O-ring is in place and inspect for cracks,
chunking or separation. If damage to the o-ring is
found, replace prior to filling. Check the service line
quick coupler for any thread damage.
IMPORTANT:
When refueling the fuel cylinder, wipe both the
female and male connection with a clean rag prior to
filling to prevent dust, dirt and debris from being
introduced to the fuel cylinder.
4. Remove the cover retaining screws (1).
5. Remove top cover (2), magnet (3), spring (4),

and filter element (7) from bottom cover (5).
6. Replace the filter element (7).
7. Check bottom cover O-ring seal (6) for damage.

Replace if necessary.
8. Re-assemble the filter assembly aligning the

scribe lines on the top and bottom covers.

- Maintenance
9. Install the cover retaining screws, tightening the recommends the Vaporizer Regulator be drained at
screws in an opposite sequence across the cover every engine oil change if contaminated or
substandard fuel is suspected or known to be have
10. Open the fuel valve by slowly turning the valve been used or in use with the emission complaint fuel
counterclockwise. system. This is known as special maintenance, and
failure to follow this recommendation may be used
11. Crank the engine several revolutions to open the to deny a warranty claim.
fuel lock-off. DO NOT START THE Engine. Turn
the ignition key switch to the off position. IMPORTANT:
Draining the regulator when the engine is warm will
12. Check the filter housing, fuel lines and fittings for help the oils to flow freely from the regulator.
leaks. Repair as necessary.
To drain the regulator, follow the steps below:
Direct Electronic Pressure Regulator 1. Move the equipment to a well ventilated area and
(DEPR) Maintenance and Inspection ensure no external ignition sources are present.
IMPORTANT: 2. Start the engine.

The Direct Electronic Pressure Regulator (DEPR)
components have been specifically designed and 3. With the engine running close the manual valve.
calibrated to meet the fuel system requirements of
the emission certified engine. 4. When the engine runs out of fuel turn OFF the
key when the engine stops and disconnect the
If the DEPR fails to operate or develops a leak, it negative battery cable.
should be repaired or replaced with Doosan genuine
part. When inspecting the system check for the IMPORTANT:
following items: A small amount of fuel may still be present in the
fuel line, use gloves to prevent burns, wear proper
• Check for any fuel leaks at the inlet and outlet eye protection. If liquid fuels continues to flow from
fittings. the connections when loosened check to make sure
• Check for any fuel leaks in the IEPR body. the manual valve is fully closed.
• Check the inlet and outlet fittings of the coolant
supply lines for water leaks if applicable. 5. Loosen the hose clamp at the inlet and outlet
• Check to ensure the IEPR is securely mounted hoses and remove the hoses.
and the mounting bolts are tight.
• Check IEPR for external damage. 6. Remove the regulator mounting bolts.
• Check IEPR electrical connection to ensure the
connector is seated and locked. 7. Place a small receptacle in the engine
compartment.
8. Rotate the regulator to 90° so that the outlet

Checking/Draining Oil Build-Up in the
fitting is pointing down into the receptacle and
Vaporizer Regulator drain the regulator.
During the course of normal operation for LPG 9. Inspect the secondary chamber for any large
engines oil or "heavy ends" may build inside the dried particles and remove.
secondary chamber of the Vaporizer Regulator.
These oil and heavy ends may be a result of poor 10. Remove the receptacle and reinstall the regulator
fuel quality, contamination of the fuel, or regional retaining bolts and tighten to specifications.
variation of the fuel make up. A significant build up
of oil can affect the performance of the secondary 11. Reinstall the fuel hoses
diaphragm response. The Recommended
Maintenance Schedule found in this section 12. Reconnect any other hoses removed during this
recommends that the oil be drained periodically. procedure.
This is the minimum requirement to maintain the
emission warranty. More frequent draining of the 13. Slowly open the manual service valve.
Vaporizer Regulator is recommended where
substandard fuel may be a problem. G424P(E)

- Maintenance
IMPORTANT: Exhaust System and Catalytic Converter
The fuel cylinder manual valve contains an “Excess Inspection and Maintenance
Flow Check Valve” open the manual valve slowly to
prevent activating the “Excess Flow Check Valve.” IMPORTANT:
The exhaust system on this emission certified
14. Check for leaks at the inlet and outlet fittings engine contains a Heated Exhaust Gas Oxygen
using a soapy solution or an electronic leak Sensor (HEGO) which provides feed back to the
detector. If leaks are detected make repairs. ECM on the amount of oxygen present in the
Check coolant line connections to ensure no exhaust stream after combustion.
leaks are present. The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then makes
15. Start engine recheck for leaks at the regulator. corrections to the fuel air ratio to ensure the proper
fuel charge and optimum catalytic performance.
16. Dispose of any drained material in safe and Therefore, it is important that the exhaust
proper manner. connections remain secured and air tight.
IMPORTANT:
Air Fuel Mixer/Throttle Control Device The HEGO sensor is sensitive to silicone based
Maintenance and Inspection products. Do not use silicone sprays or hoses which
are assembled using silicone lubricants.
IMPORTANT: Silicone contamination can cause severe damage to
The Air Fuel Mixer components have been the HEGO.
specifically designed and calibrated to meet the fuel
system requirements of the emission certified When inspecting the Exhaust system check the
engine. The mixer should not be disassembled or following:
rebuilt. If the mixer fails to operate or develops a
leak the mixer should be replaced with Doosan • Exhaust manifold at the cylinder head for leaks
genuine part. and that all retaining bolts and shields (if used)
are in place.
When inspecting the mixer check for the following • Manifold to exhaust pipe fasteners to ensure they
items: are tight and that there are no exhaust leaks
repair if necessary.
• Leaks at the inlet fitting. • HEGO electrical connector to ensure connector
• Fuel inlet hose for cracking, splitting or chaffing, is seated and locked, check wires to ensure
replace if any of these condition exist. there is no cracking, splits chafing or “burn
• Ensure the mixer is securely mounted and is not through.” Repair if necessary.
leaking vacuum at the mounting gasket or • Exhaust pipe extension connector for leaks
surface. tighten if necessary
• Inspect air inlet hose connection and clamp. Also • If the engine is equipped with a catalytic
inspect inlet hose for cracking, splitting or chafing. converter inspect the converter to ensure it is
Replace if any of these conditions exist. securely mounted.
• Inspect Air cleaner element according to the • Check for any leaks at the inlet and outlet of the
Recommended Maintenance Schedule found in converter.
this section.
• Check Fuel lines for cracking, splitting or chafing.
• Check for leaks at the throttle body and intake
manifold.

- Maintenance
LPG Fuel System
Mobile Engine LPG Fuel System Schematic

- LPG Fuel System
Description and Operation of the Fuel Electric Fuel Lock-Off Valve
Systems
The Electric Fuel lock-off valve is an integrated
NG & LPL Fuel System assembly consisting of a 12 volt solenoid and a
normally closed valve. When energized, the
The primary components of the fuel system are the solenoid opens the valve and allows the fuel to flow
fuel supply, direct electronic pressure regulator through the device. The valve opens during cranking
(DEPR), fuel mixer, electronic throttle control (ETC) and engine run cycles.
device, 2-Stage convertor, engine control module
(ECM), and a catalytic converter. The system
operates on a slightly positive fuel pressure. Primary
fuel pressure can be measured at the LD 2-Stage
convertor. Secondary fuel pressure command and
actual fuel pressure is monitored by the ECM. You
can view these pressures using the diagnostic
service tool.
Service Lines
Fuel flows from the fuel supply to the electric lock off
ELECTRIC FuelLOCK-OFF
valve. The service lines are not supplied by the
engine manufacturer. Please contact the equipment
Voltage to the Electric Lock-Off Valve is controlled
manufacturer regarding fuel service lines
by the engine control module (ECM).
LP Fuel Filter Direct Electronic Pressure Regulator

After exiting the fuel tank, liquid propane passes (DEPR)
through a serviceable inline fuel filter to the electric
fuel lock off. Figure 3 shows a typical inline type LP The ECI engine management system uses the
fuel filter manufactured by Century. The primary DEPR to control fuel delivery for the precise fuel
function of the fuel filter is to remove particles and metering necessary for optimum combustion, fuel
sediments that have found their way into the tank. economy and transient response. The DEPR is
The LP fuel filter will not remove heavy end solids available in either a 19 or a 28 mm size.
and paraffins that build up in LPG fuel systems as a
result of vaporization. The DEPR is a single-stage microprocessor based
electromechanical fuel pressure regulator that
incorporates a high speed/fast acting actuator. It
communicates with the Engine Control Module
(ECM) over a Controller Area Network (CAN) link,
receiving fuel pressure commands and broadcasting
DEPR operating parameters back to the ECM.
The DEPR can regulate fuel pressure from -18 to
+13 inches of water column above the Mixer air inlet
pressure, providing sufficient control authority to stall
an engine either rich or lean. When the DEPR
receives an output pressure command from the
ECM, the valve is internally driven to attain targeted
fuel pressure, the DEPR then closes the loop
Figure 3. Inline LP Fuel Filter
internally using a built in fuel pressure sensor to
maintain target fuel pressure/fuel flow rate, until
another external command from the ECM is
received (intervals < 10 ms). The DEPR has an
integral fuel temperature sensor that is used by the
ECM to correct for variations in fuel density. This
strategy provides an extremely accurate method for

- LPG Fuel System
open loop fuel control. Then with the addition of the The mixer is equipped with a low speed mixture
pre- and post-cat oxygen sensors, the pressure adjustment retained in a tamper proof housing.
command transmitted form the ECM can be further The mixer has been preset at the factory and should
adjusted using closed loop feedback not require adjustment. In the event that the idle
adjustment should need to be adjusted refer to the
Fuel System Repair section of this manual.
CAUTION
The air/fuel mixer is an emission control device.
Components inside the mixer are specifically
calibrated to meet the engine’s emissions
requirements and should never be disassembled
or rebuilt. If the mixer fails to function correctly,
replace with Doosan genuine part.
Direct Electronic Pressure Regulator
CAUTION
The IEPR is an emission control device and
should only be serviced by qualified technicians.
Air Fuel Mixer
The air valve mixer is a self-contained air-fuel

metering device. The mixer is an air valve design, Air Valve Mixer
utilizing a relatively constant pressure drop to draw
fuel into the mixer from cranking speeds to full load.
The mixer is mounted in the air stream ahead of the
throttle control device.
When the engine begins to crank it draws in air with

the air valve covering the inlet, and negative
pressure begins to build. This negative pressure
signal is communicated to the top of the air valve
chamber through vacuum ports in the air valve
assembly. A pressure/force imbalance begins to
build across the air valve diaphragm between the air
valve vacuum chamber and the atmospheric
pressure below the diaphragm. The vacuum being
created is referred to as Air Valve Vacuum (AVV).
As the air valve vacuum reaches the imbalance
point, the air valve begins to lift against the air valve
spring. The amount of AVV generated is a direct
result of the throttle position. At low engine speed
the air valve vacuum and the air valve position is low
thus creating a small venturi for the fuel to flow. As
the engine speed increases the AVV increases and
the air valve is lifted higher thus creating a much
larger venturi. This air valve vacuum is
communicated from the mixer venturi to the IEPR
via the fuel supply hose.

- LPG Fuel System
Light Duty 2-Stage Vaporizer and blade. The TPS information is used by the ECM
to correct for speed and load control as well as
The tier 3 certified mobile products utilize a 2stage emission.
vaporizer as part of the fuel system. The primary
function of this part is to convert liquid LP fuel into a
propane vapor. The vapor is then introduced into the
DEPR where the pressures are regulated.
Converting the fuel from a liquid to a vapor is
accomplished by passing the propane through a
heat exchanger inside the convertor. Coolant flows
through the convertor as part of the heat exchange
process.
Electronic Throttle Control Device
Three-Way Catalytic Converter
The Catalytic Converter is a component of the

emissions system which is designed to meet the
emission standards in effect for the Tier 3 mobile
certified product.
LD 2-Stage Vaporizer The exhaust gases pass through the honeycomb

catalyst which is coated with a mixture of precious
group metals to oxidize and reduce CO, HC and
Electronic Throttle Control Device (ETC) NOX emission gases.
Engine speed is controlled by the ECM and the

Electronic Throttle Control device which is an
automotive style throttle. The ECM controls engine
speed one of several ways depending on the
equipment manufacturer's requirement. Engine
speed can be controlled by discrete speed
governing. The ECM then targets the
preprogrammed speed for that pin. The other two
modes are through the use of a foot pedal or a hand
throttle controller. In both cases the foot pedal or
hand throttle controller will send a 0-5 volt signal to
the ECM. The ECM is programmed with an idle and
high speed and interprets speed in between the two Three Way Catalytic Converter
based on voltage.
When the engine is running electrical signals are

sent from the foot pedal position sensor to the
engine ECM when the operator depresses or
release the foot pedal. The ECM then sends an
electrical signal to the motor on the electronic
throttle control to increase or decrease the angle of
the throttle blade thus increasing or decreasing the
air/fuel charge to the engine. The electronic throttle
control device incorporates two internal Throttle
Position Sensors (TPS) which provide output signals
to the ECM as to the location of the throttle shaft

- LPG Fuel System
Engine Control Module determine the diagnostic code number to locate the
fault in the system.
To obtain maximum effect from the catalyst and
accurate control of the air fuel ratio, the emission
certified engine is equipped with an onboard Heated Exhaust Gas Oxygen Sensors
computer or Engine Control Module (ECM). The
ECM is a 32 bit controller which receives input data The Heated Exhaust Gas Oxygen (HEGO) Sensors
from sensors mounted to the engine and fuel system are mounted in the exhaust system, one upstream
and then outputs various signals to control engine and one downstream of the catalytic converter.
operation. Models that do not use a catalyst assembly will only
use one HEGO sensor.
The HEGO sensors are used to measure the

amount of oxygen present in the exhaust stream to
determine whether the air-fuel ratio is to rich or to
lean. It then communicates this measurement to the
ECM. If the HEGO sensor signal indicates that the
exhaust stream is too rich, the ECM will decrease or
lean the fuel mixture during engine operation. If the
mixture is too lean, the ECM will richen the mixture.
If the ECM determines that a rich or lean condition is
present for an extended period of time which cannot
be corrected, the ECM will set a diagnostic code and
turn on the MIL light in the dash.
By monitoring output from the sensor upstream and
the sensor downstream of the catalytic converter,
the ECM can determine the performance of the
catalyst.
Engine Control Module (ECM)
One specific function of the controller is to maintain

a closed loop fuel control which is accomplished by
use of the Heated Exhaust Gas Oxygen sensor
(HEGO) mounted in the exhaust system. The HEGO
sensor sends a voltage signal to the controller which
then outputs signals to the EPR to change the
amount of fuel being delivered from the regulator or
mixer to the engine.
The controller also performs diagnostic functions on The Heat Exhaust Gas Oxygen (HEGO) Sensor
the fuel system and notifies the operator of engine
malfunctions by turning on a Malfunction Indicator
Light (MIL) mounted in the dash. Malfunctions in the
system are identified by a Diagnostic Trouble Code
(DTC) number. In addition to notifying the operator
of the malfunction in the system, the controller also
stores the information about the malfunction in its
memory. A technician can than utilize a
computerized diagnostic scan tool to retrieve the
stored diagnostic code and by using the diagnostic
charts in this manual to determine the cause of the
malfunction. In the event a technician does not have
the computerized diagnostic tool, the MIL light can
be used to identify the diagnostic code to activate HEGO1 (upstream or before the catalytic converter) and HEGO2
the “blink” feature and count the number of blinks to (downstream) voltage output

- LPG Fuel System
CAUTION Oil Pressure Sender
The Heated Exhaust Gas Oxygen Sensor (HEGO) The Engine Oil Pressure sensor is designed to
is an emissions control component. In the event ensure adequate lubrication throughout the engine.
of a failure, the HEGO should only be replaced It provides a pressure value for the oil pressure
with Doosan genuine part. The HEGO is gauge and is monitored by the ECM. If the pressure
sensitive to silicone based products and can drops, an MIL will occur.
become contaminated. Avoid using silicone
sealers or air or fuel hoses treated with a
silicone based lubricant.
TMAP Sensor
The Temperature Manifold Absolute Pressure or

TMAP sensor is a variable resistor used to monitor
the difference in pressure between the intake
manifold and outside or atmospheric pressure and
the temperature. The ECM monitors the resistance
of the sensor to determine engine load (the vacuum
drops when the engine is under load or at wide open
throttle). When the engine is under load, the
computer may alter the fuel mixture to improve
performance and emissions. The temperature is
also monitored by the ECM, primarily to richen the
fuel/air mixture during a cold start.
Coolant Temperature Sensor Closed-Loop Fuel Control
The Engine Coolant Temperature sensor or ECT is

a variable resistance thermistor that changes LD 2-Stage Regulator Nominal Pressure
resistance as the engine's coolant temperature Specifications
changes. The sensor's output is monitored by the
ECM to determine a cold start condition and to
regulate various fuel and emission control functions Secondary Stage 15.25 ±10 inches H20
via a closed loop emission system.
Primary Stage 2.6 ±1.45PSI

- LPG Fuel System
Gasoline Fuel System
Mobile Engine Gasoline Fuel System Schematic

- Gasoline Fuel System
Gasoline Multi Point Fuel Injection
The primary components of the Gasoline Multi Point Fuel Injection (MPFI) fuel system are the gasoline fuel
tank, electric fuel pump, fuel pressure and temperature sensor manifold, fuel filter and fuel rail.
Gasoline Fuel Storage Tank
The gasoline fuel storage tank location may very on equipment applications. The fuel tank may be integrated
into the chassis frame or may be a stand alone vessel mounted on the equipment. For precise location for the
equipment application refer to the Operation and maintenance manual.
Gasoline Fuel Pump
The Gasoline is stored as a liquid in the fuel tank and in drawn into the fuel system by a 12 volt electric fuel
pump.
Depending on the vehicle application the fuel pump may be mounted in the fuel tank or as a stand alone
component. In either case the fuel pump will receive a signal from the ECM at Key On to prime the fuel
system for approximately 2 seconds prior to start. Priming of the fuel system provides for a quicker start, when
the engine begins to crank.
Gasoline Pressure and Temperature Sensor Manifold
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the
fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure
and temperature feedback from the gasoline fuel sensor manifold and uses this information to control the
ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel
pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to
the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the line and returns a small
amount of fuel to the tank. The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the
fuel pump, passes through the filter and then enters the fuel pressure and temperature manifold assembly.
Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters the bleed circuits
through the by-pass valve in the manifold is returned to the fuel tank.
Fuel Filter
After the fuel is drawn into the fuel pump, the fuel flows through the gasoline fuel filter. The fuel filter will trap
small particles. The fuel passes through the filter to remove debris which prevents the fuel pressure and
temperature manifold and fuel injectors from becoming damaged. Maintenance of the fuel filter is required as
indicated in the Recommended Maintenance Schedule. A more frequent replacement of the filter may be required
if the equipment operates in a dusty or dirty environment.

Fuel Injector Rail
The fuel flows from the fuel pressure and temperature manifold assembly to the fuel rails where the fuel is
delivered to the fuel injectors.
Fuel Injector
The fuel supply is maintained on the top of the injector

from the injector rail. The injector is fed a “pulse” ground
signal through the wire harness which causes the
injector to open. During regular operating conditions the
ECM controls the opening and duration of opening of
the injector. During lower RPM operation the injector
signals or “pulses” are less frequent then when the
engine is operating at higher RPMs. The certified
engine has been calibrated to deliver the precise
amount of fuel for optimum performance and emission
control.
The allowable resistance on the injectors is 12.0 ± 0.6

ohms

Fuel System Diagnosis
Diagnostic Aids
This procedure is intended to diagnose equipment

operating on LPG. If the equipment will not continue
to run, refer to Hard Start for preliminary checks.
• Inspect the fuel supply lines to verify they are

properly connected and do not have any kinks or
damage
• Verify the fuel lock off valve is operating properly.
Direct Electronic Pressure Regulator Assembly TOOLS REQUIRED:
DST
Fuel System Description • Diagnostic Scan Tool (DST)
Pressure GAUGES
The Engine Control Module (ECM) receives in- • ITK-2 Test Kit
formation from various engine sensors in order to
control the operation of the Direct Electronic
Pressure Regulator (DEPR) and lock-off Valve. The Test Description
lock-off Valve solenoid prevents fuel flow unless the
engine is cranking or running. The basis of the fuel system test is to determine if
the fuel is operating within proper fuel control pa-
At Key ON, the DEPR valve receives a two (2) rameters. This fuel control system operates on the
second prime pulse from the ECM, allowing time for basis of short term and long term fuel correction to
the fuel to flow through the fuel filter and fuel lines to compensate for the normal operation and aging of
the DEPR. the engine. Abnormal operation of the engine, due
to a component issue or lack of maintenance will
Fuel travels from the lock-off to the light duty 2stage cause fuel system control parameters to operate
regulator into the DEPR. outside of the normal range.
Engine cranking generates vacuum which provided The fuel system correction factors are viewable
lift for the mixer air valve and is commonly referred using the laptop based Diagnostic Service Tool
to as air valve vacuum. Once in the mixer, the fuel is (DST).
combined with air and is drawn into the engine for
combustion. The short term correction factor is a percentage
based fuel correction that will immediately be ap-
plied once the engine reaches the closed loop fuel
control mode. The short term correction factor is
known as "Closed Loop 1" on the DST.
The long term correction factor writes the short term

correction into long term memory so it is available
immediately on the next start/run cycle. The long
term correction factor is known as "Adaptive 1" on
the DST.

Closed Loop 1 and Adaptive 1 can be viewed on the Determining Total Fuel Correction
Closed Loop Control panel on the Faults Page of the
DST. The total fuel correction is the sum of the short term
correction (Closed Loop 1) and the long term
correction (Adaptive 1).
For instance, a Closed Loop 1 reading of -1.5% and

an Adaptive 1 reading of -3.5% would mean a total
fuel correction of -5% was taking place at that time.
The system is removing 5% fuel at that time.
A Closed Loop 1 reading of 1.5% and an Adaptive 1

reading of 3.5% (note both are positive numbers)
would mean that a total fuel correction of 5% was
taking place at that time. The system is adding 5%
fuel.
Closed Loop 1 & Adaptive 1 Normal & Abnormal Fuel Correction

Any parameter found to be out of conformance will Generally, the system is operating within
require additional diagnosis. specification when total fuel correction falls between
15% and + 15%. Operation outside of this range will
require further diagnosis to determine the system
How the Correction Factors Work level issue affecting fuel control. The system will set
Diagnostic Trouble Codes (DTC's) for correction
The correction factors are displayed in the DST as a factors in the +/- 30%-35% range.
positive or negative percent. The numbers will range
between -35% and +35%. A negative fuel correction If total fuel correction is found to be operating
number indicates the removal of fuel. outside of the normal range additional diagnostic
procedure will be required to determine the cause.
An outside condition causing the system to be rich, Follow the appropriate Symptom Routine or DTC
such as a restricted air cleaner, can cause a Chart for additional help.
negative short term and long term fuel correction. An
outside condition causing the system to be lean,
such as a vacuum leak, can cause a positive fuel
correction.

Fuel System Symptom Diagnostics
Checks Action
Before using this section, you should have performed On Board Diagnostic (OBD)
Check and determined that:
1. The ECM and MIL are operating correctly.

Before Using 2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but
This Section without a MIL.
Several of the following symptom procedures call for a careful visual and physical
check. These checks are very important as they can lead to prompt diagnosis and
correction of a problem.
1. Verify the customer complaint.

2. Locate the correct symptom table.
3. Check the items indicated under that symptom.
4. Operate the equipment under the conditions the symptom occurs. Verify HEGO
Fuel System Check switching between lean and rich. IMPORTANT! Normal HEGO switching
indicates the fuel system is in closed loop and operating correctly at that
time.
5. Take a data snapshot using the DST under the condition that the symptom
occurs to review at a later time.
• Check all ECM system fuses and circuit breakers.

• Check the ECM ground for being clean, tight and in its proper location.
• Check the vacuum hoses for splits, kinks and proper connections.
• Check thoroughly for any type of leak or restriction.
• Check for air leaks at all the mounting areas of the intake manifold sealing
surfaces.
• Check for proper installation of the mixer assembly.
• Check for air leaks at the mixer assembly.
Visual and Physical
Check the ignition wires for the following conditions:
Checks
• Cracking
• Hardening
• Proper routing
• Carbon tracking.
• Check the wiring for the following items: proper connections, pinches or cuts.
• The following symptom tables contain groups of possible causes for each
symptom. The order of these procedures is not important. If the DST readings do
not indicate a problem, then proceed in a logical order, easiest to check or most
likely to cause the problem.

Intermittent
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables
Preliminary Checks
with this condition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems.

Check the suspected circuit for the following conditions:
• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated
in the connector (backed out). Terminals not properly formed or damaged.
• Wire terminals poorly connected.
Faulty Electrical
• Terminal tension is insufficient.
Connections
• Carefully remove all the connector terminals in the problem circuit in order to
or Wiring
ensure the proper contact tension.
• If necessary, replace all the connector terminals in the problem circuit in order to
ensure the proper contact tension (except those noted as “Not Serviceable”). See
section Wiring Schematics.
• Checking for poor terminal to wire connections requires removing the terminal
from the connector body.
If a visual and physical check does not locate the cause of the problem, operate the
Operational Test vehicle with the DST connected. When the problem occurs, an abnormal voltage or
scan reading indicates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
• A defective relay.
• Switch that can cause electrical system interference. Normally, the problem will
Intermittent MIL occur when the faulty component is operating.
Illumination • The improper installation of add on electrical devices, such as lights, 2-way
radios, electric motors, etc.
• The ignition secondary voltage shorted to a ground.
• The MIL circuit or the Diagnostic Test Terminal intermittently shorted to ground.
• The MIL wire grounds.
To check for the loss of the DTC Memory:
1. Disconnect the TMAP sensor.

Loss of DTC
2. Idle the engine until the MIL illuminates.
Memory
3. The ECM should store a TMAP DTC which should remain in the memory when
the ignition is turned OFF. If the TMAP DTC does not store and remain, the ECM
is faulty.

No Start
Checks Action
DEFINITION: The engine cranks OK but does not start.
Preliminary Checks None
Use the DST to :

• Check for proper communication with both the ECM
ECM Checks • Check all system fuses engine fuse holder. Refer to Engine Controls Schematics.
• Check battery power, ignition power and ground circuits to the ECM. Refer to
Engine Control Schematics. Verify voltage and/or continuity foreach.
• Check the TMAP sensor.

Sensor Checks
• Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start condition.
• Check for air intake system leakage between the mixer and the throttle body.
Fuel System Verify proper operation of the low pressure lock-off solenoids.
Checks • Verify proper operation of the fuel control solenoids.
• Check the fuel system pressures.
• Refer to the LPG Fuel System Diagnosis.
• Check for proper mixer air valve operation.
NOTE: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equivalent.
2. Verify that the spark plugs are correct for use with LPG.
Check the spark plugs for the following conditions:

Ignition System
• Wet plugs.
Checks
• Cracks.
• Wear.
• Improper gap.
• Burned electrodes.
• Heavy deposits.
• Check for bare or shorted ignition wires.
• Check for loose ignition coil connections at the coil.

No Start
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage than
the gasoline fuel system.
Check for the following:

• Vacuum leaks.
Engine Mechanical • Improper valve timing.
Checks • Low compression.
• Improper valve clearance.
• Worn rocker arms.
• Broken or weak valve springs.
Worn camshaft lobes.
Check the exhaust system for a possible restriction:
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes:
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter. Refer to Restricted Exhaust
System Diagnosis.

Hard Start
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or
may start but immediately dies.
Preliminary Checks Make sure the vehicle’s operator is using the correct starting procedure.
• Check the Engine Coolant Temperature sensor with the DST. Compare the
engine coolant temperature with the ambient air temperature on a cold engine. If
the coolant temperature reading is more than 10 degrees greater or less than the
Sensor Checks ambient air temperature on a cold engine, check for high resistance in the
coolant sensor circuit. Check the cam angle sensor.
• Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor
connections.
Important: A closed LPG manual fuel shut off valve will create an extended crank
OR no start condition.
• Verify the excess flow valve is not tripped or that the manual shut-off valve is not
closed.
Fuel System
Checks
Check mixer assembly for proper installation and leakage.
• Verify proper operation of the low pressure lock-off solenoid.
• Verify proper operation of the EPR.
• Check for air intake system leakage between the mixer and the throttle body.
Check the fuel system pressures. Refer to the Fuel System Diagnosis.
voltages for the equivalent gasoline operating conditions.
Check for the proper ignition voltage output with J 26792 or the equivalent.
Verify that the spark plugs are the correct type and properly gapped.
Check the spark plugs for the following conditions:

• Wet plugs.
• Cracks.
Ignition System • Wear.
Checks • Burned electrodes.
• Heavy deposits
• Check for bare or shorted ignition wires.
• Check for moisture in the distributor cap.
• Check for loose ignition coil connections.
Important:
1. If the engine starts but then immediately stalls, check the cam angle sensor.
2. Check for improper gap, debris or faulty connections.

Hard Start
Checks Action
the gasoline fuel supply system.
Check for the following:

• Vacuum leaks
• Improper valve timing
Engine Mechanical
• Low compression
Checks
• Improper valve clearance.
• Worn rocker arms
• Broken or weak valve springs
• Worn camshaft lobes.
Check the intake and exhaust manifolds for casting ash.
• Inspect the exhaust system for damaged or collapsed pipes.

Exhaust System
• Inspect the muffler for signs of heat distress or for possible internal failure.
Checks
Check for possible plugged catalytic converter. Refer to Restricted Exhaust System
Diagnosis.

Cuts Out, Misses
Checks Action
DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load
increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed,
or hard acceleration for the fuel starvation that can cause the engine to cut-out.
Start the engine.

Check for proper ignition output voltage with spark tester J 26792.
Check for a cylinder misfire.
Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
• Insulation cracks.
Ignition System • Wear.
Checks • Improper gap.
• Heavy deposits.
Visually/Physically inspect the secondary ignition for the following:
• Ignition wires for arcing and proper routing.

• Cross-firing.
• Ignition coils for cracks or carbon tracking
Perform a cylinder compression check. Check the engine for the following:
• Improper valve timing.

Engine Mechanical • Improper valve clearance.
Checks • Worn rocker arms.
• Check the intake and exhaust manifold passages for casting ash.
Check the fuel system:

Fuel System
• Plugged fuel filter.
Checks
• Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis.
• Check the condition of the wiring to the low pressure lock-off solenoid.
Check for Electromagnetic Interference (EMI), which may cause a misfire condition.
Using the DST, monitor the engine RPM and note sudden increases in rpms
Additional Check displayed on the scan tool but with little change in the actual engine rpm.
If this condition exists, EMI may be present. Check the routing of the secondary
wires and the ground circuit.

Hesitation, Sag, Stumble
Checks Action
DEFINITION: The engine has a momentary lack of response when putting it under load. The condition can
occur at any engine speed. The condition may cause the engine to stall if it’s severe enough.
• Check the fuel pressure. Refer to LPG Fuel System Diagnosis.

• Check for low fuel pressure during a moderate or full throttle acceleration. If the
fuel pressure drops below specification, there is possibly a faulty low pressure
Fuel System regulator or a restriction in the fuel system.
Checks • Check the TMAP sensor response and accuracy.
• Check Shut-Off electrical connection.
• Check the mixer air valve for sticking or binding.
• Check the mixer assembly for proper installation and leakage. Check the EPR.
voltages for the equivalent gasoline operating conditions. If a problem is
reported on LPG and not gasoline, do not discount the possibility of a LPG
only ignition system failure and test the system accordingly.
Ignition System
Checks
• Check for the proper ignition voltage output with J 26792 or the equivalent. Verify
that the spark plugs are the correct type and properly gapped.
• Check for faulty spark plug wires.
• Check for fouled spark plugs.
• Check for manifold vacuum or air induction system leaks.

Additional Check
• Check the alternator output voltage.

Backfire
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping
noise.
Important! LPG, being a gaseous fuel, requires higher secondary ignition

system voltages for the equivalent gasoline operating conditions. The ignition
system must be maintained in peak condition to prevent backfire.
• Check for the proper ignition coil output voltage using the spark tester J26792 or
the equivalent.
• Check the spark plug wires by connecting an ohmmeter to the ends of each wire
in question. If the meter reads over 30,000 ohms, replace the wires.
Ignition System • Check the connection at ignition coil.
Checks • Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
• Wear.
• Improper gap.
• Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold leakage
than a gasoline fuel supply system.
Check the engine for the following:

Engine Mechanical
• Engine compression.
Check
• Manifold vacuum leaks.
• Intake manifold gaskets.
• Sticking or leaking valves.
• Exhaust system leakage.
• Check the intake and exhaust system for casting ash or other restrictions.
Fuel System
Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.
Checks

Lack of Power, Sluggishness, or Sponginess
Checks Action
DEFINITION: The engine delivers less than expected power.
• Refer to the LPG Fuel system OBD System Check.

• Compare the customer’s vehicle with a similar unit to verify customer has an
actual problem. Do not compare the power output of the vehicle operating on
LPG to a vehicle operating on gasoline as the fuels do have different drive feel
Preliminary Checks
characteristics.
• Remove the air filter and check for dirt or restriction.
• Check the vehicle transmission.
• Refer to the transmission diagnostics.
• Check for a restricted fuel filter, contaminated fuel, or improper fuel pressure.
Refer to LPG Fuel System Diagnosis.
• Check for the proper ignition output voltage with the spark tester J 26792 or the
equivalent.
Fuel System
• Check for proper installation of the mixer assembly. Check all air inlet ducts for
Checks
condition and proper installation.
• Check for fuel leaks between the EPR and the mixer.
• Verify that the LPG tank manual shut-off valve is fully open.
• Verify that liquid fuel (not vapor) is being delivered to the EPR.
• Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamination and
Sensor Checks performance. Check for proper operation of the TMAP sensor.
• Check for proper operation of the TPS and FPP sensors.

Exhaust System • Inspect the exhaust system for damaged or collapsed pipes.
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter.
Check the engine for the following:

• Engine compression.
Engine Mechanical
• Valve timing.
Check
• Improper or worn camshaft.
• Refer to Engine Mechanical in the Service Manual.
• Check the ECM grounds for being clean, tight, and in their proper locations.
• Check the alternator output voltage.
If all procedures have been completed and no malfunction has been found, review
Additional Check
and inspect the following items:
• Visually and physically, inspect all electrical connections within the suspected
circuit and/or systems.
• Check the DST data.

Rough, Unstable, or Incorrect Idle, Stalling
Checks Action
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Checks None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:

• Check for silicone contamination from fuel or improperly used sealant. If
contaminated, the sensor may have a white powdery coating result in a high but
false signal voltage (rich exhaust indication). The ECM will reduce the amount of
Sensor Checks
fuel delivered to the engine causing a severe driveability problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and
accuracy.
• Check for rich or lean symptom that causes the condition.

• Drive the vehicle at the speed of the complaint.
• Monitoring the oxygen sensors will help identify the problem.
• Check for a sticking mixer air valve.
Fuel System
• Verify proper operation of the EPR.
Checks
• Perform a cylinder compression test. Refer to Engine Mechanical in the Service
Manual.
• Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis.
• Check mixer assembly for proper installation and connection.
• Check for the proper ignition output voltage using the spark tester J26792 or the
equivalent.
• Verify that the spark plugs are the correct type and properly gapped.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
Ignition System
• Wear.
Checks
• Improper gap.
• Blistered insulators.
• Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each wire in
question. If the meter reads over 30,000 ohms, replace the wires.
the gasoline fuel supply system.
• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and
Additional Checks low throttle angle control command.
• Check the ECM grounds for being clean, tight, and in their proper locations.
Check the battery cables and ground straps. They should be clean and secure.
Erratic voltage may cause all sensor readings to be skewed resulting in poor idle
quality.

Rough, Unstable, or Incorrect Idle, Stalling
Checks Action
Check the engine for:

• Broken motor mounts.
Engine Mechanical • Low compression.
Check • Improper valve clearance.
• Worn rocker arms.

Electrical Section
NOTE: Please refer to the electric schematic.
G424P(E) LPG / Dual Fuel

- Electrical Section
Diagnostic Scan Tool (DST)
Contents DST Installation Instructions
• Installation of the DST package to a personal Before installing the DST software, please be sure
computer (PC). your computer meets the minimum system
• Software login and password functionality. DST requirements.
service pages.
• Updating the ECM calibration using a MOT file. Supported operating systems are:
• DTC pages.
• Windows Vista
Examples and snapshots used in this manual are • Windows XP
based off of the initial DST tool release as of July, • Windows 2000
2007. This tool is frequently updated and the
illustrations may vary depending on the changes Minimum processor speed:
included in any updated DST display Interface. For
example, the Electronic Pressure Regulator (EPR) • Pentium II 450 MHz
may be referred to as the “megajector.” Terms, • Pentium III 1.0 GHz for Windows Vista
names and descriptions of parts and servicing
procedures will be updated based on trade, brand, Minimum RAM requirement:
or common description to more accurately describe
the part or service procedure. • Windows Vista 512 MB
• Windows XP 256 MB
• Windows 2000 128 MB
* At least one available RS232 serial or USB port.

* ECOM cable supports USB port only.
NOTE: G424(P)E engines will use 4G display.

The ECM installed on the engine will
DICTATE what software is used.

- Diagnostic Scan Tool (DST)
• Select “NEXT” until you finish the installation as
shown below
• Insert the CD into your computer and select

LATEST_GCP(4G)_DISPLAY
• Return to the LATEST_GCP(4G)_DISPLAY

folder
• Select the PC Display folder
• Open the ECOM_Driver Folder
• Select the GCP(4G) Display icon
• Double Click the setup.exe file - - - > This will

launch the installation wizard
• Select the GCP(4G) Display icon - - - > This will

launch the installation wizard
• Select NEXT until it says you are finish
• Restart your PC

• Go to the START button on the lower left corner NOTE: The password is printed on the CD disk. If it
and find the GCP(4G) Display Program does not have a password or you have
questions please contact the Doosan.
Figure 1. Populated Password Dialog Box
Password Dialog Box Functions
• Clear Password Button Erases the current

password from the password field.
• Paste Password Button Allows the user to

copy a 16-character string from any word proces-
sor and paste the string in the password field.
Password Login • Single Serial Number Access Checkbox Tells

the software that the password is applicable for
Figure 1 shows the password dialog box, which is single serial number access.
displayed when a software session begins. Login
can be accomplished in two ways. • Serial Number Field Only applicable when
Single Serial Number Access Checkbox is
1. Enter an "All SIN Password" which is a password checked. The entry field must be populated for
applicable to all ECMs of a given original the 6-digit serial number for which the Single
equipment manufacture. Serial Number Access password applies (NOTE:
Leading zeros included in the serial number are
2. Enter a "Single SIN Password" and not required).
corresponding ECM serial number for a single
ECM. A Single Serial Number password is • Save Password and SIN Checkbox Retains the
unique to a specific ECM serial number and password, and serial number (if applicable) for
permits authorized service personnel to make the next software session.
changes or view information for a specific ECM.
Should an invalid password be entered, the error
3. In most instances the top "all" serial number prompt shown in figure (2) will be displayed and
boxes should be used for password entry. In this the software will not load. This prompt signifies
case, do not check the single serial number box. the following:
Each password is a 16-character alphanumeric
string specific to each Spectrum customer and • The All S/N password is invalid.
determines which pages and variables are visible • The Single S/N password is incorrect for the
through the software. Passwords are assigned Single Serial Number entered.
by the Doosan support group and may change • An All S/N password is entered for Single Serial
periodically. Check the "save password" box to Number use.
automatically retain the password for future use. • The Single Serial Number password is valid;
however, the Single Serial Number Access
Checkbox is not checked.

Connecting the PC to the Engine Wire
Harness
Figure 2. Password Error Prompt
If the Single S/N password entered is correct for the

software but does not match the entered S/N of the
targeted ECM, the prompt in Figure 3 will be
displayed.
Connecting the DST cable
A laptop computer, with the diagnostic cable and

software is the required tool for performing proper
diagnostic testing of the fuel system. It is also used
to monitor sensor and actuator values and to read
and clear Diagnostic Trouble codes. The DST
software also performs several special tests.
• Connect the system diagnostic cable to the USB

port on the back of the computer.
• Connect the diagnostic cable to the DLC
(diagnostic link connector) labeled in the
Figure 3. Incorrect Serial Number Message
electrical schematic. The DLC is located on the
engine harness. The new 8 pin DLC requires the
use of the 4 to 8 pin adapter.
Figure 4 shows the communication status if a valid • Turn the computer ON.
software password is entered when attempting to • Start Windows.
connect to an ECM with a different key. In this • From the start menu select Programs → 4G
instance the software will load but will not connect to Display
the target (ECM). • Place the ignition key in the ON position.
Figure 4. Not Authorized to Connect Message
Within several seconds the system Gauge screen

In the event you receive this error message call your should now appear and a green banner in the upper
Doosan support group for more information. left hand will read “Connected.”

• Connecting to the PC using the ECOM cable DST Service Pages
• To connect using the ECOM cable you must

select ECOM from the COM Port drop down Gauge Page
menu.
Provides system data in large easy to read displays.
Displays ECM configuration information for the ECM
software, hardware, serial numbers and calibration
dates.
• You will now need to configure the ECOM

communication protocol.
Raw Volts Page
The raw volts page displays the sensor inputs and

outputs in a raw voltage format. This page is most
commonly used to check values in the diagnostic
trouble shooting charts.
• Select the CAN for systems with CAN enabled or

serial for all others. Then select OK. You are now
ready to connect using the ECOM USB DLC
cable.
Service 1

The Service 1 screen is used to clear the adaptive Spark Kill
learn, shows the MIL status and provides a display
for rpm, coolant temperature and spark advance. It The spark kill mode allows the technician to disable
also provides a large display to monitor the closed the ignition on individual cylinders. If the Spark Kill
loop mixture control. diagnostic mode is selected with the engine running
below 1000 rpm, the minimum throttle command will
lock into the position it was in when the test mode
was entered. If the Spark System Test mode is
selected with the engine running above 1000 rpm,
the throttle will continue to operate normally.
Disabling Ignition Outputs to disable the ignition
system for an individual cylinder, use the mouse to
highlight the “Spark Kill” button and select the
desired coil. The spark output can be re-enabled by
using the mouse to highlight the “Spark Kill” button
and selecting “Normal.” If the engine is running
below 1000 rpm, the spark output will stay disabled
for 15 seconds and then re-set. If the engine is
Tests Page running above 1000 rpm, the spark output will stay
disabled for 5 seconds and then re-set. This test
Provides diagnostic information voltages and sensor mode has a timeout of 10 minutes. Record the rpm
outputs and includes diagnostic engine tools such drop related to each spark output disabled. The
as spark and injector kill controls. Please note that spark outputs are arranged in the order which the
not all features are available for all applications. engine fires, not by cylinder number.
The disabled item menus are grayed out or
rendered inoperative.
Injector Kill
The Injector Kill mode is used to disable individual

fuel injectors. If the Injector Kill mode is selected
with the engine running below 1000 rpm, the
minimum throttle command will lock into the position
it was in when the test mode was entered. If the
Injector Kill mode is selected with the engine running
above 1000 rpm, the throttle will continue to operate
normally. To disable an injector, use the mouse to
select the desired injector. The word “Normal” will
change to the Injector you have selected. The
injector driver can be re-enabled by selecting again.
If the engine is running below 1000 rpm, the injector
OEMEOLConf Page
driver will stay disabled for 15 seconds and then re-
set. If the engine is running above 1000 rpm, the
This page is only available with the most current injector driver will stay disabled for 5 seconds and
version of GCP(4G) Display and will only be then re-set. Record the change in rpm while each
viewable with the Doosan provided password. The driver is disabled.
page allows you to configure the engine RPM
limiting function. You can change the RPM limit by
(1) Entering a value into the screen as shown above
DBW Test Mode
and (2) Pressing the save setting button.
The DBW (Drive by Wire) test mode allows the
The RPM limiting function is only available if your
technician to control the throttle directly with the foot
engine calibration is configured for this option. For
pedal or throttle input and is used during the
questions regarding this function or to determine if
diagnostic routines specified for FPP and TPS for
you engine calibration is configured please contact
Spectrum systems that use DBW control. FPP
the Doosan.
position displays the current position of the foot
pedal as a percentage. FPP volts display the voltage
which the ECM is reading from the FPP sensor. TPS

Command displays the commanded throttle position (10) variables may be tagged for plotting. The
expressed as a percentage, which is being sent to maximum achievable sample frequency/minimum
the throttle. TPS Position is the actual percent of period is dependent on the number of variables
throttle opening being sent to the ECM from the tagged.
throttle. TPS volts display the actual TPS signal
voltage the ECM is receiving from the throttle. To
select this test mode the engine must be off and the
key must be in the ON position.
External Power Test
The external power test manually activates relays

(relay power, fuel pump, and drive-by wire power)
controlled by the ECM while the engine is in the
“Stopped” or “Running” states. Reverts to normal
operation if “Automatic” state is selected or ignition
voltage is cycled from high to low. Figure 5. Tagged Variables for Plot/Log
Once the variables have been tagged as highlighted

by the green color fill, select the “Plot/Log” function
in the top menu bar as shown below in figure 6.
Faults Page
Stores DTC codes that may have occurred in the

past (Historic Faults) or current set codes (Active
Faults). Includes useful system voltages and sensor
readings used while working with the fuel and Figure 6
emission trouble shooting charts. Shows power
derate mode status. To erase a historic DTC code, • Select “Plot Tags” to open the snapshot window
double click on the code with the left mouse button.
Then choose to “Clear All Faults.” Other functions available from the Plot/Log menu
include:
Plot/Log Menu Functions • Clear Tags: Releases all plot/log variables.

• Plot Tags (Ctrl + P, or P): Graphically plot all
The Plot/Log menu allows the user to graphically tagged variables.
plot or numerically log variables that have been • Load Plot Setup: Loads and tags variables for
tagged for plotting/logging. To plot or log variables, plotting/logging that have been stored in a plot
a tag must be assigned to each variable of interest. file (.plt).
A variable is tagged for plotting/logging through a • Log Tags (Ctrl + L): Numerically log all variables
single right-mouse click in the variable’s vicinity. that have been tagged for plotting/logging.
Once a variable has been tagged for plotting/logging,
it is highlighted in green.
Figure 5 shows an example of variables that have

been tagged. A maximum of twenty (20) variables
may be tagged for logging and a maximum of ten

Once the Plot Tags menu item has been selected,
tagged variables are graphically plotted in a strip
chart interface. An example of a plot is shown in
Figure 7. Capabilities of the plotter are outlined in
Table 1.
Start/Stop Button Start or stop plotting of selected variables
Save plotted data displayed in the plot to a comma-separated value file (CSV) on the PC
Save Button
hard drive. Format must not be altered if the Load function is to be used.
Snapshot Button Convert the plot into a snapshot that may be panned, zoomed, scrolled, and saved
Close Button Close the DST Plot interface

Load tags from a previously saved plot (.plt) file to allow for similar plots and logs to be
Load Setup Button
generated
Load Plot Button Load a previously saved plot from the PC into the DST Plot interface
Variable Selector Menu Selects the active variable for axis scaling
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby
Checkbox* preserving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the plot variables. Other
Checkbox* variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Sample Interval (ms) Define the sample period for recording and display Frequency
Field* (Hz.) = 1000/Sample Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.
Figure 7. DST Plot Figure 8. DST Plot Snapshot
• Click on the “Start” button to start the DST plot • Click on the “Save” button to save the snapshot
function. as a file. To replay the saved file, open the
• Click on the variable selector button to view edis_saplot program from the windows start
selected sensors menu.

• Start Menu → Programs → 4G Display →
edis_saplot
DST Plot Interface Functions
A graphic tool incorporated in the plotter is the

snapshot function. This function allows data
collected in a plot to be transferred into a second
window for quick graphical post-processing. The
snapshot allows the user to zoom in/out, pan
left/right, and move cursors along the signal traces
to measure the variable values in virtual real-time.
An example of a snapshot is shown in Figure 8.
Any CSV file in plot format (.plt) may be loaded into
the snapshot. Table 2 outlines the available hot
key functions of the snapshot screen.
Snapshot Hot Key Functions
Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl + Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl + Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1

DST Logger The MIL will be turned OFF after three (3)
consecutive run cycles or by clearing the active
Another data capture function incorporated in the code with the Diagnostic Scan Tool (DST).
software is the DST logger. This tool serves as a
PC data logger for any variable available in the ECM
through the interface software. Figure 9 shows the Diagnostic Trouble Codes (DTC)
interface display for configuring the DST Log. The
interface allows the user to create the filename, set Diagnostic Trouble Codes are set when the
the sample rate for acquisition, set the time interval GCP(4G) (Electronic Control Module) runs a
for sampling, and display the progress of acquisition. diagnostic self test and the test fails. When a DTC
A maximum of twenty (20) variables may be tagged is set, the ECM will illuminate the MIL on the
for the log. The amount of data stored is only instrument panel and also save the DTC in memory.
limited by available PC RAM. The resulting text file The ECM will continue to run the self test. If the
may then be viewed by any standard Windows text system continues to fail the test, the lamp will stay
editor/reader program. To create a log file select illuminated and the DTC is stored as an active DTC.
the “Log Tags” in the drop down menu as shown in If the self test runs and passes, the DTC will be
figure 6. stored as historic DTC. All DTCs are stored as
historic faults until they are cleared. Most DTCs
will automatically clear from memory if the DTC
does not reset within 50 to 100 consecutive engine
run cycles.
While a Diagnostic Trouble Code is current for a

sensor, the ECM may assign a default “limp home”
value and use that value in its control algorithms.
All of the system diagnostic self-tests run
Figure 9. DST Log Interface continuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using

Malfunction Indicator Lamp (MIL) either the MIL lamp or a laptop computer.
Diagnostic Trouble Codes can be cleared from
The Fuel system has built-in diagnostics for system memory with a laptop computer, or by turning the
trouble shooting. The system has a dash mounted ignition key to the OFF position and removing the
malfunction indicator lamp (MIL) that provides ECM power fuse or battery cable for at least 15
indications of engine or fuel system related problem. seconds.
Most engine control system related problems that
affect emissions or driveability of the vehicle will set If more than one DTC is detected, start the
a (DTC) diagnostic trouble code and illuminate the diagnostic repair with the lowest DTC number set.
MIL. Diagnose each problem to correction unless
directed to do otherwise by the diagnostic chart.
The MIL serves as notification to the operator of a The DTCs are numbered in order of importance.
problem related to the emission control system so Both DTC 112 and DTC122 pertain to the oxygen
the driver can arrange for service as soon as sensor, so it is possible that a repair that corrects
possible. It will also display DTCs that have been DTC 112 may also correct the problem causing the
stored due to a system malfunction. DTC 122.
The MIL should illuminate when the key is in the ON Diagnostic test charts contained in this manual refer
position and the engine is not running. This feature to the DST to be connected and in the “System Data
verifies that the lamp is in proper working order. If Mode.” This simply means that the DST is
the MIL does not illuminate with the vehicle key connected and communicating with the PC. In
ON/engine OFF, repair it as soon as possible. some instances the chart will call out a special test
Once the engine is in start or run mode, the MIL mode. An example of this would be instructions for
should turn off. If the lamp remains on while the the DST to be connected and in the DBW (drive by
engine is in the start or run mode a diagnostic wire) mode. Always be sure to follow the special
trouble code may be set. instructions to avoid a false diagnosis of fuel system
components.

DLC Communication Error Example:
The ECM 5 volt reference circuit powers the One short blink (pause) six short blinks
Spectrum diagnostic link cable. In the event that (pause) five short blinks (pause) four short
the 5 volt reference signal is open or shorted to blinks.
ground, you will not be able to connect to the system.
If you are unable to connect, follow the quick checks • If no DTC codes are found, the ECM will continue
listed below: to flash 1654 only. This means no stored DTC
codes were found.
Be sure you are using the correct password and
latest software for the system you are connecting to. • If one of the numbers in the DTC code is zero (0),
no flash will occur to represent the zero value - it
Check the ECM system power and ground circuits. will be represented as a short pause.
Refer to DTC 562 for the power schematic. Also
check for +12 volts switched power at ECM pin 45
with the ignition key ON.
Check for power at the DLC connector for + 5 volts

between pin 1 (BLK /LT GRN) and pin 2 (LT GRN
RED) with the ignition key in the ON position.
You may still be able to retrieve a code using the

blink code function if none of the above
recommendations prove useful. In the event of a 5
volt reference signal malfunction, DTC 642 or DTC
643 should set. If you find one of these codes
using the blink code function, follow the DTC Diagnostic Connector Terminal Identification
diagnostic chart recommendations for that specific
DTC.
Blink Code Function
Although the DST is considered a required tool to

access the DTC codes, codes may be retrieved
without a laptop computer using the blink code
function. To enable this function follow the steps
below:
• Jump pins 1 and 4 at the DLC connector (see

Diagram 1
illustration below)
• Turn the ignition key to the on position When using the DST program to clear a DTC,
always select the “Clear All Faults” function to
• The system will now enter the self diagnostic immediately turn the MIL OFF after a successful
blink code mode. Be ready with pen and paper repair (as shown in diagram 1 above).
to write down any codes that may be stored.
• The ECM will flash the MIL indicator with a pause

between represented numbers that represent
DTC codes. The sequence starts with code 1654.
Code 1654 confirms the system has entered the
blink code mode. The ECM will flash code 1654
(3) times before displaying the actual DTC code
that may be set.

Intermittent Problems
Intermittent fuel system problems can prove to be

the most challenging to repair. It is most important
to remember when looking to find the cause of these
problems, to operate the system in the condition
when and where the problem occurs. An example
of this would be, if the DST showed a lean fuel
mixture at full load, one of the first things to look at
would be the fuel pressure. The fuel pressure
would need to be monitored while the machine is
operating at full load, not at idle because the leaning
effect does not occur at idle. Electrical problems
should be treated the same way. One excellent
tool for finding intermittent electrical problems is the
DST plot/log function. Set up the plot for the code
that sets. An example of this would be if an
intermittent IAT code set, tag the IAT voltage and
watch the plot. While watching the plot, agitate the
electrical wire connection at the sensor and ECM
connector. The resolution of the plot screen is such
that you will be able to see any unstable voltages
that you would otherwise not see with a standard
DVOM.
Caution should be used when pressure washing the

under hood of any electrical system. Avoid direct
pressure spray on the system electrical connectors.
They are splash proof, but if water is sprayed
directly at the connector moisture can become
trapped behind the connector seal and cause
serious system problems.
Extra care must be taken when probing electrical

pins and terminals. Do not bend or spread these
terminals as this can also be a source of intermittent
problems cause by improper handling of these
connectors.

Engine Wire Harness Repair
ON-Vehicle Service Wire Harness Repair
The ECM harness electrically connects the ECM to REPAIRING TWISTED/SHIELDED CABLE
a various components in both the engine and
passenger compartments.
Wire harnesses should be replaced with proper part

number harnesses. When wires are spliced into a
harness, use wire with high temperature insulation
only.
Low current and voltage levels are used in the

1. Remove outer jacket
system, so it is important that the best possible bond
at all wire splices be made by soldering the splices.
2. Unwrap aluminum/Mylar tape. Do not remove
Mylar.
Connectors and Terminals
Use care when probing a connector or replacing

terminals in them to prevent shorting opposite
terminals and damage certain components. Always
use jumper wires between connectors, for circuit
checking. Do not probe through the Weather-Pack
seals with oversized wire probes. Use tachometer 3. Untwist conductors, strip insulation as
adapter J 35812 (or equivalent) which provides an necessary.
easy hook up of the tach lead. The connector test
adapter kit J 35616 (or equivalent), contains an
assortment of flexible connectors used to probe
terminals during diagnosis. Fuse remover and test
tool BT 8616, or equivalent, is used for removing a
fuse and to adapt fuse holder, with a meter, for
diagnosis. Do not solder oxygen sensor wire
terminals as these wire ends are used for the 4. Splice wire using splice clips and rosin core
sensors oxygen reference. solder. Wrap each splice to insulate.
5. Wrap with Mylar and drain wire (uninsulated)
Open circuits are often difficult to locate by sight due
wire.
to dirt, oxidation, or terminal misalignment. Merely
wiggling a connector on a sensor, or in the wiring
harness, may correct the open circuit condition. This
should always be considered, when an open circuit,
or failed sensor is indicated. Intermittent problems
may also be caused by oxidized or loose
connections. 6. Tape over entire juncture and secure.
Before making a connector repair, be certain of the

type of connector. Weather-Pack and Compact
Three connectors look similar, but are serviced
differently.

- Engine Wire Harness Repair
Metri-Pack
REPAIRING TWISTED LEADS
Some connectors use terminals called Metri-Pack
Series 150. They are also called “Pull-To-Seat”
terminals because of the method of installation.
The wire is inserted through the seal and connector,
the terminal is crimped on the wire and then pulled
1. Locate Damaged Wire. back into the connector to seat it in place.
2. Remove insulation as required.
3. Splice two wires together suing splice clips and

rosin core solder.
4. Cover splice with tape to insulated from other

wires.
5. Retwist as before and tape with electrical tape

and hold in place.
Micro-Pack
Refer to Figure 2 and repair procedure for

Metri-Pack Series 150 Terminal Removal
replacement of a Micro-Pack terminal.
1. Slide the seal back on the wire.
2. Insert tool BT-8518, or J 35689, or equivalent, as
shown in insert “A” and “B” to release the
terminal locking tab (2).
3. Push the wire and terminal out through the
connector. If reusing the terminal, reshape the
locking tab (2).
Weather-Pack
A Weather-Pack connector can be identified by a

rubber seal, at the rear of the connector. The
connector is used in the engine compartment to
Micropack Connector
protect against moisture and dirt that may oxidize
1. Cable and/or corrode the terminals. Given the low voltage
2. Terminal and current levels found in the electronic system,
3. Locking Tang this protection is necessary to ensure a good
4. Tool J33095/BT8234-A connection.

Weather-Pack Terminal Repair
Use tool J M28742, or BT8234-A or equivalent to
remove the pin and sleeve terminals. If the
removal is attempted with an ordinary pick, there is
a good chance that the terminal will be bent, or
deformed. Unlike standard blade type terminals,
these terminals cannot be straightened once they
are bent.
1. Open secondary lock hinge on connector. Verify that the connectors are properly seated and
all of the sealing rings in place, when connecting
leads. The hinge type flap provides a backup or
secondary locking feature for the connector. They
are used to improve the connector reliability by
retaining the terminals, if the small terminal lock tabs
are not positioned properly.
2. Remove terminal using tool.
Weather-Pack connections cannot be replaced with
standard connections. Additional instructions are
provided with Weather-Pack connector and terminal
packages.
3. Cut wire immediately behind cable seal
4. Replace terminal.
a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
5. Push terminal and connector and engage

locking tangs.
6. Close secondary lock hinge.

Diagnostic Trouble Codes (DTCs)
Malfunction Indicator Lamp (MIL) Operation
How does my MIL work? What are the requirements for a run cycle?
The emissions control system utilizes a MIL to warn A run cycle is when the engine speed is above the
the operator or technician of a possible issue with “run speed” set point for 1.5 seconds or longer.
the engine or emissions control system. The The “run speed” is the transition point when the
system will keep the MIL illuminated for the entire ECM recognizes the engine is going from the
key cycle in which the trouble code was set. It will cranking parameters to the engine running
keep the MIL illuminated for three additional engine parameters. The run speed is typically set at 450
run cycles under the following two circumstances: rpm.
(1) The fault caused the engine to shut down or (2)
the fault is related to the exhaust gas oxygen (EGO)
sensors. This function is called MIL persistence.
How does MIL persistence work?
In the event the DTC is related to either an engine

shutdown fault OR an oxygen sensor fault the
following statement applies: If the vehicle is not
serviced by a technician and the condition causing
the MIL illumination (DTC) no longer exists, the MIL
will remain illuminated for the 3 additional start
cycles. The MIL will go out on the 4th start cycle if
the condition does not reoccur.
In the event the DTC is not related to an engine shut

down or an oxygen sensor fault and the condition
causing the MIL illumination (DTC) no longer exists,
the MIL will go out at the next run cycle.
If the condition is serviced by a technician and the

DTC is cleared using a Diagnostic Service Tool
(DST), the MIL will go out immediately.
Diagnostic Trouble Codes (DTC) are permanently

retained in the historic DTC section until cleared with
a DST or the auto clear requirements are met. The
auto clear feature will clear out historic faults after
40 run cycles.

- Diagnostic Trouble Codes (DTCs)
Diagnostic Trouble Code (DTC) Chart – Sorted By DTC # (1 Of 4)
DTC Set 2 DTC Set 2

Description Description
SPN-2 FMI-2 SPN-2 FMI-2
DTC 11: Intake cam / distributor position error 520800 7 DTC 268: Injector 3 coil shorted 653 6
DTC 16: Crank and/or cam could not synchronize during start 636 8 DTC 270: Injector 4 open or short to ground 654 5
DTC 24: Exhaust cam position error 520801 7 DTC 271: Injector 4 coil shorted 654 6
DTC 87 Fuel pressure lower than expected 94 1 DTC 273: Injector 5 open or short to ground 655 5
DTC 88 Fuel pressure higher than expected 94 0 DTC 274: Injector 5 coil shorted 655 6
DTC 91: FP low voltage 94 4 DTC 276: Injector 6 open or short to ground 656 5
DTC 92: FP high voltage 94 3 DTC 277: Injector 6 coil shorted 656 6
DTC 107: MAP voltage low 106 4 DTC 279: Injector 7 open or short to ground 657 5
DTC 108: MAP pressure high 106 16 DTC 280: Injector 7 coil shorted 657 6
DTC 111: IAT higher than expected stage 1 105 15 DTC 282: Injector 8 open or short to ground 658 5
DTC 112: IAT voltage low 105 4 DTC 283: Injector 8 coil shorted 658 6
DTC 113: IAT voltage high 105 3 DTC 285: Injector 9 open or short to ground 659 5
DTC 116: ECT higher than expected stage 1 110 15 DTC 286: Injector 9 coil shorted 659 6
DTC 117: ECT voltage low 110 4 DTC 288: Injector 10 open or short to ground 660 5
DTC 118: ECT voltage high 110 3 DTC 289: Injector 10 coil shorted 660 6
DTC 121: TPS1-2 lower than expected 51 1 DTC 1631: PWM1-Gauge1 open / ground short 697 5
DTC 122: TPS1 voltage low 51 4 DTC 299: Boost control underboost failure 1 692 1
DTC 123: TPS1 voltage high 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 129: BP pressure low 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 134: EGO1 open / lazy 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 1330 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 326: Knock1 excessive or erratic signal 731 2
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 327: Knock1 sensor open or not present 731 4
DTC 175: Adaptive-learn gasoline bank2 low 520201 1 DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 182: FT low voltage 174 4 DTC 332: Knock2 sensor open or not present 520241 4
DTC 183: FT high voltage 174 3 DTC 336: CRANK input signal noise 636 2
DTC 187: Gaseous fuel temperature sender low voltage 520240 4 DTC 337: Crank signal loss 636 4
DTC 188: Gaseous fuel temperature sender high voltage 520240 3 DTC 341: CAM input signal noise 723 2
DTC 217: ECT higher than expected stage 2 110 0 DTC 342: Loss of CAM input signal 723 4
DTC 219: RPM higher than max allowed govern speed 515 15 DTC 359: Fuel run-out longer than expected 1239 7
DTC 221: TPS1-2 higher than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 222: TPS2 voltage low 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 223: TPS2 voltage high 520251 3 DTC 502: Roadspeed input loss of signal 84 1
DTC 234: Boost control overboost failure 1692 0 DTC 508: IAC ground short 520252 6
DTC 236: TIP active 1692 2 DTC 509: IAC coil open/short 520252 5
DTC 237: TIP low voltage 1127 4 DTC 520: Oil pressure sender low pressure stage 1 100 18
DTC 238: TIP high voltage 1127 3 DTC 521: Oil pressure sender high pressure 100 0
DTC 261: Injector 1 open or short to ground 651 5 DTC 522: Oil pressure sender low voltage 100 4
DTC 262: Injector 1 coil shorted 651 6 DTC 523: Oil pressure sender high voltage 100 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 524: Oil pressure low 100 1
DTC 265: Injector 2 coil shorted 652 6 DTC 562: Vbat voltage low 168 17
DTC 267: Injector 3 open or short to ground 653 5 DTC 563: Vbat voltage high 168 15

DTC Set 2 DTC Set 2

DTC 601: Microprocessor failure - FLASH 628 13 DTC 1175: MegaJector voltage supply low 520260 4
DTC 604: Microprocessor failure - RAM 630 12 DTC 1176: MegaJector internal actuator fault detection 520260 12
DTC 606: Microprocessor failure - COP 629 31 DTC 1177: MegaJector internal circuitry fault detection 520260 12
DTC 615: Start relay coil open 1321 5 DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 616: Start relay ground short 1321 4 DTC 1182: Fuel impurity level high 520401 0
DTC 617: Start relay coil short to power 1321 3 DTC 1183: MegaJector autozero / lockoff failure 520803 31
DTC 627: Fuel pump relay coil open 1348 5 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 628: Fuel-pump high-side open or short to ground 1347 5 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1314: Cylinder 4 misfire detected 1326 11
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1315: Cylinder 5 misfire detected 1327 11
DTC 642: Sensor supply voltage 1 low 1079 4 DTC 1316: Cylinder 6 misfire detected 1328 11
DTC 643: Sensor supply voltage 1 high 1079 3 DTC 1317: Cylinder 7 misfire detected 1329 11
DTC 650: MIL open 1213 5 DTC 1318: Cylinder 8 misfire detected 1330 11
DTC 652: Sensor supply voltage 2 low 1080 4 DTC 1411: EMWT1 voltage high 441 3
DTC 653: Sensor supply voltage 2 high 1080 3 DTC 1412: EMWT2 voltage high 442 3
DTC 685: Power relay coil open 1485 5 DTC 1413: EMWT1 voltage low 441 4
DTC 686: Power relay ground short 1485 4 DTC 1414: EMWT2 voltage low 442 4
DTC 687: Power relay coil short to power 1485 3 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 916: Shift actuator feedback out-of-range 520226 3 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 919: Shift unable to reach desired gear 520226 7 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 920: Shift actuator or drive circuit failed 520226 31 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 1111: RPM above fuel rev limit level 515 16 DTC 1419: ERWT1 voltage high 443 3
DTC 1112: RPM above spark rev limit level 515 0 DTC 1420: ERWT2 voltage high 444 3
DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundanc 91 31 DTC 1421: ERWT1 voltage low 443 4
DTC 1122: FPP1/2 do not match each other or IVS (redundancy lo 520250 31 DTC 1422: ERWT2 voltage low 444 4
DTC 1131: WGP voltage high 1192 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 1132: WGP voltage low 1192 4 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1151: Closed-loop LPG high 520206 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 1152: Closed-loop LPG low 520206 1 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1153: Closed-loop NG high 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1154: Closed-loop NG low 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1155: Closed-loop gasoline bank1 high 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 1156: Closed-loop gasoline bank1 low 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 1157: Closed-loop gasoline bank2 high 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1158: Closed-loop gasoline bank2 low 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1161: Adaptive-learn LPG high 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 1162: Adaptive-learn LPG low 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 1163: Adaptive-learn NG high 520203 0 DTC 1521: CHT higher than expected stage 1 110 16
DTC 1164: Adaptive-learn NG low 520203 1 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1165: Catalyst inactive on LPG 520213 10 DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1166: Catalyst inactive on NG 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 1171: MegaJector delivery pressure higher than expected 520260 0 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 1172: MegaJector delivery pressure lower than expected 520260 1 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 1173: MegaJector comm lost 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 1174: MegaJector voltage supply high 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3

DTC Set 2 DTC Set 2

DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 DTC 1662: PWM6 short to power 925 3
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 1663: PWM7 open / ground short 926 5
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 1664: PWM7 short to power 926 3
DTC 1551: AUX digital 1 high voltage 520222 3 DTC 1665: PWM8 open / ground short 2646 5
DTC 1552: AUX digital 1 low voltage 520222 4 DTC 1666: PWM8 short to power 2646 3
DTC 1553: AUX digital 2 high voltage 520223 3 DTC 1669: PWM9 open / ground short 2647 5
DTC 1554: AUX digital 2 low voltage 520223 4 DTC 1670: PWM9 short to power 2647 3
DTC 1555: AUX digital 3 high voltage 520224 3 DTC 2111: Unable to reach lower TPS 51 7
DTC 1555: Water Intrusion Detection 520224 3 DTC 2112: Unable to reach higher TPS 51 7
DTC 1556: AUX digital 3 low voltage 520224 4 DTC 2115: FPP1 higher than IVS 91 0
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 2116: FPP2 higher than IVS 29 0
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 520250 31
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2121: FPP1-2 lower than expected 91 18
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 2122: FPP1 voltage high 91 3
DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31 DTC 2123: FPP1 voltage low 91 4
DTC 1612: Microprocessor failure - RTI 1 629 31 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS 520250 31
DTC 1613: Microprocessor failure - RTI 2 629 31 DTC 2126: FPP1-2 higher than expected 91 16
DTC 1614: Microprocessor failure - RTI 3 629 31 DTC 2127: FPP2 voltage low 29 4
DTC 1615: Microprocessor failure - A/D 629 31 DTC 2128: FPP2 voltage high 29 3
DTC 1616: Microprocessor failure - Interrupt 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 1621: RS-485 Rx inactive 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 1622: RS-485 Rx noise 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 2139: FPP1 lower than IVS 91 1
DTC 1624: RS-485 remote shutdown request 0 31 DTC 2140: FPP2 lower than IVS 29 1
DTC 1625: J1939 shutdown request 1384 31 DTC 2229: BP pressure high 108 0
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1628: J1939 CAN address / engine-number conflict 639 13 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 2304: Spark coil 2 primary shorted 1269 6
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2307: Spark coil 3 primary shorted 1270 6
DTC 1633: PWM2-Gauge2 open / ground short 698 5 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
DTC 1635: PWM3-Gauge3 open / ground short 699 5 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
DTC 1638: PWM4 short to power 700 6 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1639: PWM5 open / ground short 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1640: PWM5 short to power 520230 6 DTC 2319: Spark coil 7 primary shorted 1274 6
DTC 1641: Buzzer control ground short 920 4 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
DTC 1642: Buzzer open 920 5 DTC 2322: Spark coil 8 primary shorted 1275 6
DTC 1643: Buzzer control short to power 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
DTC 1644: MIL control ground short 1213 4 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1645: MIL control short to power 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1651: J1939 ETC message receipt loss while in-gear 91 9 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1661: PWM6 open / ground short 925 5 DTC 2428: EGT temperature high 173 0

DTC Set 2
Description
SPN-2 FMI-2
DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1

Diagnostic Trouble Code (DTC) Chart – Sorted By SPN:FMI (1 Of 4)
DTC Set 2 DTC Set 2

DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 107: MAP voltage low 106 4
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 108: MAP pressure high 106 16
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2229: BP pressure high 108 0
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 129: BP pressure low 108 1
DTC 1621: RS-485 Rx inactive 0 31 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1622: RS-485 Rx noise 0 31 DTC 217: ECT higher than expected stage 2 110 0
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 118: ECT voltage high 110 3
DTC 1624: RS-485 remote shutdown request 0 31 DTC 117: ECT voltage low 110 4
Undefined DTC - Index 10297 0 31 DTC 116: ECT higher than expected stage 1 110 15
Undefined DTC - Index 10298 0 31 DTC 1521: CHT higher than expected stage 1 110 16
Undefined DTC - Index 10299 0 31 DTC 563: Vbat voltage high 168 15
DTC 2116: FPP2 higher than IVS 29 0 DTC 562: Vbat voltage low 168 17
DTC 2140: FPP2 lower than IVS 29 1 DTC 2428: EGT temperature high 173 0
DTC 2128: FPP2 voltage high 29 3 DTC 183: FT high voltage 174 3
DTC 2127: FPP2 voltage low 29 4 DTC 182: FT low voltage 174 4
DTC 221: TPS1-2 higher than expected 51 0 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 121: TPS1-2 lower than expected 51 1 DTC 1411: EMWT1 voltage high 441 3
DTC 123: TPS1 voltage high 51 3 DTC 1413: EMWT1 voltage low 441 4
DTC 122: TPS1 voltage low 51 4 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 2112: Unable to reach higher TPS 51 7 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 2111: Unable to reach lower TPS 51 7 DTC 1412: EMWT2 voltage high 442 3
DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 31 DTC 1414: EMWT2 voltage low 442 4
DTC 502: Roadspeed input loss of signal 84 1 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 2115: FPP1 higher than IVS 91 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 2139: FPP1 lower than IVS 91 1 DTC 1419: ERWT1 voltage high 443 3
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 1421: ERWT1 voltage low 443 4
DTC 2122: FPP1 voltage high 91 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 2123: FPP1 voltage low 91 4 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1651: J1939 ETC message receipt loss while in 91 9 DTC 1420: ERWT2 voltage high 444 3
DTC 2126: FPP1-2 higher than expected 91 16 DTC 1422: ERWT2 voltage low 444 4
DTC 2121: FPP1-2 lower than expected 91 18 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1121: FPP1/2 simultaneous voltages out-of-ran 91 31 DTC 1112: RPM above spark rev limit level 515 0
DTC 88 Fuel pressure higher than expected 94 0 DTC 219: RPM higher than max allowed govern speed 515 15
DTC 87 Fuel pressure lower than expected 94 1 DTC 1111: RPM above fuel rev limit level 515 16
DTC 92: FP high voltage 94 3 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 91: FP low voltage 94 4 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 521: Oil pressure sender high pressure 100 0 DTC 601: Microprocessor failure - FLASH 628 13
DTC 524: Oil pressure low 100 1 DTC 606: Microprocessor failure - COP 629 31
DTC 524: Oil pressure sender low pressure 100 1 DTC 1612: Microprocessor failure - RTI 1 629 31
DTC 523: Oil pressure sender high voltage 100 3 DTC 1613: Microprocessor failure - RTI 2 629 31
DTC 522: Oil pressure sender low voltage 100 4 DTC 1614: Microprocessor failure - RTI 3 629 31
DTC 520: Oil pressure sender low pressure stage 1 100 18 DTC 1615: Microprocessor failure - A/D 629 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 1616: Microprocessor failure - Interrupt 629 31
DTC 113: IAT voltage high 105 3 DTC 604: Microprocessor failure - RAM 630 12
DTC 112: IAT voltage low 105 4 DTC 336: CRANK input signal noise 636 2
DTC 111: IAT higher than expected stage 1 105 15 DTC 337: Crank signal loss 636 4

DTC Set 2 DTC Set 2

DTC 16: Crank and/or cam could not synchronize du 636 8 DTC 1661: PWM6 open / ground short 925 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 1664: PWM7 short to power 926 3
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 1663: PWM7 open / ground short 926 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 643: Sensor supply voltage 1 high 1079 3
DTC 1628: J1939 CAN address / engine-number con 639 13 DTC 642: Sensor supply voltage 1 low 1079 4
DTC 2619: Tach output short to power 645 3 DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31
DTC 2618: Tach output ground short 645 4 DTC 653: Sensor supply voltage 2 high 1080 3
DTC 261: Injector 1 open or short to ground 651 5 DTC 652: Sensor supply voltage 2 low 1080 4
DTC 262: Injector 1 coil shorted 651 6 DTC 238: TIP high voltage 1127 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 237: TIP low voltage 1127 4
DTC 265: Injector 2 coil shorted 652 6 DTC 1131: WGP voltage high 1192 3
DTC 267: Injector 3 open or short to ground 653 5 DTC 1132: WGP voltage low 1192 4
DTC 268: Injector 3 coil shorted 653 6 DTC 1645: MIL control short to power 1213 3
DTC 270: Injector 4 open or short to ground 654 5 DTC 1644: MIL control ground short 1213 4
DTC 271: Injector 4 coil shorted 654 6 DTC 650: MIL open 1213 5
DTC 273: Injector 5 open or short to ground 655 5 DTC 359: Fuel run-out longer than expected 1239 7
DTC 274: Injector 5 coil shorted 655 6 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 276: Injector 6 open or short to ground 656 5 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1631: PWM1-Gauge1 open / ground short 697 5 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1638: PWM4 short to power 700 6 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 617: Start relay coil short to power 1321 3
DTC 341: CAM input signal noise 723 2 DTC 616: Start relay ground short 1321 4
DTC 342: Loss of CAM input signal 723 4 DTC 615: Start relay coil open 1321 5
DTC 134: EGO1 open / lazy 724 10 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 326: Knock1 excessive or erratic signal 731 2 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 327: Knock1 sensor open or not present 731 4 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 1643: Buzzer control short to power 920 3 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 1641: Buzzer control ground short 920 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 1642: Buzzer open 920 5 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 1662: PWM6 short to power 925 3 DTC 1314: Cylinder 4 misfire detected 1326 11

DTC Set 2 DTC Set 2

DTC 304: Cylinder 4 emissions/catalyst damaging m 1326 31 DTC 175: Adaptive-learn gasoline bank2 low 520201 1
DTC 1315: Cylinder 5 misfire detected 1327 11 DTC 1161: Adaptive-learn LPG high 520202 0
DTC 305: Cylinder 5 emissions/catalyst damaging m 1327 31 DTC 1162: Adaptive-learn LPG low 520202 1
DTC 1316: Cylinder 6 misfire detected 1328 11 DTC 1163: Adaptive-learn NG high 520203 0
DTC 306: Cylinder 6 emissions/catalyst damaging m 1328 31 DTC 1164: Adaptive-learn NG low 520203 1
DTC 1317: Cylinder 7 misfire detected 1329 11 DTC 1155: Closed-loop gasoline bank1 high 520204 0
DTC 307: Cylinder 7 emissions/catalyst damaging m 1329 31 DTC 1156: Closed-loop gasoline bank1 low 520204 1
DTC 1318: Cylinder 8 misfire detected 1330 11 DTC 1157: Closed-loop gasoline bank2 high 520205 0
DTC 308: Cylinder 8 emissions/catalyst damaging m 1330 31 DTC 1158: Closed-loop gasoline bank2 low 520205 1
DTC 628: Fuel-pump high-side open or short to grou 1347 5 DTC 1151: Closed-loop LPG high 520206 0
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1152: Closed-loop LPG low 520206 1
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1153: Closed-loop NG high 520207 0
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1154: Closed-loop NG low 520207 1
DTC 627: Fuel pump relay coil open 1348 5 DTC 154: EGO2 open / lazy 520208 10
DTC 1625: J1939 shutdown request 1384 31 DTC 140: EGO3 open / lazy 520209 10
DTC 687: Power relay coil short to power 1485 3 DTC 160: EGO4 open / lazy 520210 10
DTC 686: Power relay ground short 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 685: Power relay coil open 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 234: Boost control overboost failure 1692 0 DTC 1165: Catalyst inactive on LPG 520213 10
DTC 299: Boost control underboost failure 1692 1 DTC 1166: Catalyst inactive on NG 520214 10
DTC 236: TIP active 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1666: PWM8 short to power 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1665: PWM8 open / ground short 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1670: PWM9 short to power 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1669: PWM9 open / ground short 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 8906: UEGO return voltage shorted high 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 8907: UEGO return voltage shorted low 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 8910: UEGO sense cell voltage high 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 8911: UEGO sense cell voltage low 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 8908: UEGO pump voltage shorted high 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 8909: UEGO pump voltage shorted low 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 8904: UEGO cal resistor voltage high 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 8905: UEGO cal resistor voltage low 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3
DTC 8901: UEGO microprocessor internal fault 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4
DTC 8916: UEGO sense cell impedance high 3222 0 DTC 1551: AUX digital 1 high voltage 520222 3
DTC 8902: UEGO heater supply high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 520222 4
DTC 8903: UEGO heater supply low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 520223 3
DTC 8914: UEGO sense cell slow to warm up 3222 10 DTC 1554: AUX digital 2 low voltage 520223 4
DTC 8917: UEGO pump cell impedance high 3225 0 DTC 1555: AUX digital 3 high voltage 520224 3
DTC 8918: UEGO pump cell impedance low 3225 1 DTC 1555: Water Intrusion Detection 520224 3
DTC 8912: UEGO pump voltage at high drive limit 3225 3 DTC 1556: AUX digital 3 low voltage 520224 4
DTC 8913: UEGO pump voltage at low drive limit 3225 4 DTC 916: Shift actuator feedback out-of-range 520226 3
DTC 8915: UEGO pump cell slow to warm up 3225 10 DTC 919: Shift unable to reach desired gear 520226 7
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 920: Shift actuator or drive circuit failed 520226 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 1639: PWM5 open / ground short 520230 5
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 1640: PWM5 short to power 520230 6

DTC Set 2
Description
SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high vol 520240 3
DTC 187: Gaseous fuel temperature sender low volta 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees 520250 31
DTC 2125: FPP2 invalid voltage and FPP1 disagrees 520250 31
DTC 1122: FPP1/2 do not match each other or IVS ( 520250 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
DTC 1171: MegaJector delivery pressure higher than 520260 0
DTC 1172: MegaJector delivery pressure lower than 520260 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detecti 520260 12
DTC 1177: MegaJector internal circuitry fault detectio 520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31

OBD System Check/MIL (Malfunction Indicator Lamp)
Circuit Description
The fuel system is equipped with OBD (On-Board This feature verifies that the lamp is in proper
Diagnostics). The system has a dash mounted MIL working order. If the lamp does not illuminate with
(Malfunction Indicator Lamp). The MIL serves as the vehicle key ON and engine OFF, repair it as
notification of an engine or fuel system related soon as possible. Once the engine is in start or run
problem. The MIL also has the ability to flash DTC mode, the lamp should go off. If the lamp stays on
codes in what is referred to as the blink code mode. while the engine is in the start or run mode, a
It will display DTCs that have been stored due to a current diagnostic trouble code may be set or a
possible system malfunction. The following DTC problem may exist with the MIL electrical wiring. The
charts in this manual will instruct the technician to electrical schematic above shows the MIL power
perform the OBD system check. This simply means source supplied to the lamp. The ECM completes
to verify the operation of the MIL. The lamp should the circuit to ground to turn the lamp ON.
illuminate when the key is in the ON position, and
the engine is not running.

Starter Circuit System Diagnostics
Step Action Value(s) Yes No

Remove the back off of the fuse and relay block
assembly. Locate and inspect all wires/terminals
for the starter relay circuit. Insure that all crimps Repair the wiring
1 All Okay Go to Step (2)
are good and that all terminals are completely issue.
engaged into the block. Look for push back
terminals or bad crimps.
Check wire from the
• Using a DVOM, back probe the starter relay
relay terminal 85 to
coil terminal 85 to a +12V while cranking the
pin 89 on the ECM.
engine
2 12v Go to Step (3) Check all terminals
for spread condition
Does the DVOM have a 12v signal while
or push back.
cranking?
Repair harness.
• Using a DVOM, back probe the starter relay
coil terminal 86 to a Ground source while
cranking the engine
3 12v Go to 3 Step (4) Go to step (6)
cranking?
• Using a DVOM, back probe starter relay
contact feed terminal 87 to a Ground source
4 12V Go to Step (5) Go to step (7)
Does the DVOM have a 12v signal at all times?
• Using a DVOM, back probe relay contact
terminal 30 to a Ground source.
Replace
5 12V Go to Step (8)
starter relay
cranking?
• Check terminals at the CIC pin F and
terminal 86 at the relay.
• Check for continuity between pin F at Issue with switched
Repair
6 terminal 86 of the relay Yes 12v supply from OEM.
the wiring issue.
Consult OEM
Do you have continuity? Are the pins fully
seated and not spread?
• Check circuit between terminal 87 and the
20A starter fuse.
• Check for pushed back pins, broken or
Repair the fault in the Possible internal
7 cracked fuses.
circuit harness issue.
Did the circuit have a fault between terminal 87
and the 20A fuse?
• Check circuit between terminal 30 at the
relay and the starter solenoid
• Check terminal 30 for spread terminals and
Repair
8 pushback Replace Starter
the wiring issue.
Is the circuit between terminal 30 and the starter
okay?

DTC 11 – Intake Cam / Distributor Position Error (SPN 520800:FMI 7)
Conditions for setting the DTC Circuit Description
• Camshaft Position sensor The CAM position sensor is utilized to distinguish

• Check Condition- Engine cranking the cylinder event (compression or exhaust), thus
• Fault Condition- Engine RPM’s greater than making the cylinder identification available to the
2,000 and difference between the desired CAM ECM. The camshaft position sensor is a 3 wire hall
position and actual CAM position is greater than effect sensor. One wire for current feed (5v), one for
30 CAD ground, and one for the output signal (CAM 1). The
• MIL Command-ON sensor must have a good 5v reference and ground
to operate properly. The CAM position and CAM
Position desired value is displayed on the “TESTS”
page in the GCP(4G) display software. This code
will set when these two values are more than 30
CAD BTDC apart.
To change the CAM position you should rotate the

distributor. If rotating the distributor does not correct
the issue you should troubleshoot sensor, wiring,
and ECM for issues.

DTC 16-Never Crank Synced At Start (G430FE Only) (SPN 636:FMI 8)
• Crankshaft Position sensor The CKP (crankshaft position sensor) is a magnetic

• Check Condition- Engine cranking transducer mounted on the engine block adjacent to
• Fault Condition- Cranking RPM above 90 and a pulse wheel located on the crankshaft. It
more than 4 cranking revolutions without sync determines crankshaft position by monitoring the
• MIL Command-ON pulse wheel. The Crankshaft Position sensor is used
to measure engine RPM and its signal is used to
NOTE: The G430FE engine has a 2 wire Variable synchronize the ignition and fuel systems. This fault
Reluctance Sensor will set one or more crank re-sync occur within 800
ms. The output of the sensor should be greater than
0.5 volts AC.

Did you perform the On-Board (OBD) System Go to OBD System
1 Go to Step (2)
Check? Check Section
• Check to be sure that the ECM ground
Repair the circuit as
terminals C014 and C023 are clean and
necessary. Refer to
2 tight. Go to Step (3)
Wiring Repairs in
Engine Electrical
Are terminals C014 and C023 clean and tight?
• Key OFF
• Disconnect the CKP sensor connector C017 OVER
• Using a DVOM check for voltage output 0.5
3 Go to Step (4) Go to Step (11)
directly from the CKP sensor while cranking VOLTS
the engine AC
• Do you have voltage output?
• Key OFF
• Disconnect the CKP sensor connector C001 Repair the circuit as
• Using a DVOM check for continuity necessary. Refer to
4 Go to Step (5)
between CKP connector pin A and ECM Wiring Repairs in
connector pin 21 Engine Electrical.
• Do you have continuity between them?
• Using a DVOM check for continuity between
CKP connector pin B and ECM connector
necessary. Refer to
5 pin 22 Go to Step (6)
Wiring Repairs in
Engine Electrical
Do you have continuity between them?
• Inspect the CKP connector C017 pins for Repair the circuit as
damage, corrosion or contamination necessary. Refer to
6 Go to Step (7)
Wiring Repairs in
Do you find a problem? Engine Electrical
• Inspect the ECM connector C001 pins 21
and 22 for damage, corrosion or
necessary. Refer to
7 contamination Go to Step (8)
Wiring Repairs in
Engine Electrical
Do you find a problem?
• Using a DVOM check for continuity between Repair the shorted
ECM connector pins 21 and 22 to engine circuit as necessary.
8 ground Refer to Wiring Go to Step (10)
Repairs in Engine
Do you have continuity? Electrical
• Replace CKP sensor
9 Go to Step (12) -
Is the replacement complete?
• Replace ECM
10 Go to Step (12) -
• Is the replacement complete?
• Key OFF
Repair the component
• Inspect the pulse wheel and CKP sensor for
as necessary.
mechanical damage, corrosion or
11 Refer to Go to Step (9)
contamination.
Engine Repairs
in Engine Section.
Do you find a problem?

• Remove all test equipment except the DST.

• Connect any disconnected components,
fuses, etc.
• Using the DST clear DTC information from
the ECM
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to
full operating temperature Go to OBD System
12 System OK
• Observe the MIL Check
• Observe engine performance and driveability
• After operating the engine within the test
parameters of DTC-16 check for any stored
codes.
Does the engine operate normally with no stored

codes?

DTC 107-MAP Low Voltage (SPN 106:FMI 4)
Conditions for Setting the DTC Circuit Description
• Manifold Absolute Pressure Sensor The Manifold Absolute Pressure sensor is a

• Check Condition-Engine cranking or running pressure transducer connected to the intake
• Fault Condition-MAP voltage less than 0.050 with manifold. It is used to measure the pressure of air in
throttle position greater than 2.0% and engine the manifold prior to induction. The pressure reading
RPM less than 3000. is used in conjunction with other inputs to estimate
• MIL-ON the airflow rate to the engine, which determines the
• Adaptive-Disabled fuel flow rate. This fault will set if the MAP voltage is
• Fueling is based on RPM and TPS Limp-Home less than 0.050 with TPS greater than 2% and
Condition during this fault. engine RPM is less than 3000. The Adaptive Learn
will be disabled for the remainder of the key on cycle
and the MIL command is on.

DTC 107-MAP Low Voltage
Did you perform the On-Board (OBD) Go to OBD System

1 - Go to Step (2)
System Check? Check Section
• Key ON, Engine running.

• DSC (Diagnostic Scan Tool)
connected in System Data Mode
Intermittent problem
2 Go to Step (3)
Go to Intermittent section
Does DST display MAP voltage of
0.050 or less with the engine running
below 3000 rpm and TPS above 2.0 %?
• Key OFF
• Disconnect the MAP sensor
connector C006 from the wiring
harness
• Jump the 5 volt reference pin 3 and
MAP signal circuit pin 4 together
• Key ON
Does the DST display MAP voltage of

4.5 volts or greater?
• Inspect MAP connector and pins for
corrosion, contamination or
necessary.
4 mechanical damage Go to Step (5)
Refer to Wiring Repairs
in Engine Electrical.
Any problems found?
• Key OFF
• Disconnect ECM connector C001
Repair the circuit
• Check for continuity between MAP
as necessary.
5 sensor connector signal pin 4 and Go to Step (6)
ECM MAP signal pin 7.
sensor connector 5 volt supply Repair the circuit
signal pin 3 and ECM 5 volt supply as necessary.
6 Go to Step (7)
pin 19 Refer to Wiring Repairs
• Check for continuity between MAP Repair the circuit
sensor connector ground pin 1 and as necessary.
7 ECM sensor ground pin 20 Go to Step (17) Refer to
Wiring Repairs
Do you have continuity between them? in Engine Electrical.
• Probe MAP connector signal circuit
pin 4 with a test light connected to
battery voltage.
Does the DST display MAP voltage of
4.0 or greater?

• Key OFF
• Disconnect ECM connector
Repair the circuit
as necessary.
9 sensor connector pin 3 and ECM 5 Go to Step (10)
volt pin 19.
Repair the circuit
sensor connector 5 volt reference
as necessary.
10 pin 3 and engine ground Go to Step (11)
Do you have continuity?
• Inspect ECM and MAP wire harness
connector and terminals for Repair the circuit
corrosion, contamination or as necessary.
11 Go to Step (16)
mechanical damage Refer to Wiring Repairs
Any problems found?
• Replace ECM. Refer to ECM
replacement in the Engine Controls
12 Section. Go to Step (17) -

• Disconnect ECM connector
sensor connector signal circuit pin 4 as necessary.
13 Go to Step (14)
and ECM signal pin 7. Refer to Wiring Repairs
sensor connector signal pin 4 and as necessary.
14 engine ground Refer to Go to Step (15)
Wiring Repairs
Do you have continuity? in Engine Electrical.
• Inspect ECM connector and wire
Repair the circuit
harness connector terminals for
as necessary.
corrosion, contamination or
mechanical damage
Wiring Repairs
Any problems found?
16 Section. Go to Step (18) -

• Replace MAP sensor
17 Go to Step (18)

• Remove all test equipment except

the DST.
• Connect any disconnected
components, fuses, etc.
• Using the DST clear DTC
information from the ECM.
• Turn the ignition OFF and wait 30
seconds.
• Start the engine and operate the
Go to OBD System
18 vehicle to full operating temperature System OK
Check
• Observe the MIL
• Observe engine performance and
driveability
• After operating the engine within the
test parameters of DTC-107 check
for any stored codes.
Does the engine operate normally with

no stored codes

DTC 108-MAP High Pressure (SPN 106:FMI 16)
• MAP pressure test The MAP (Manifold Absolute Pressure) is estimated

• Check condition-engine running from the MAP sensor. The MAP pressure value is
• Fault Condition-MAP greater than 17.00 psia with used for fuel, airflow and spark calculations. This
TPS less than 10% and engine rpm greater than fault will set in the event the MAP value is greater
800. than 17.00 psia when the TPS is less than 10% with
• MIL-ON engine rpm greater than 800.
• Adaptive-disabled

DTC 108-MAP High Pressure
Go to OBD
Did you perform the On-Board (OBD)
1 - Go to Step (2) System Check
System Check?
Section
• Key ON, Engine running at full
• DST (Diagnostic Scan Tool)
connected in System Data Mode
2 Go to Step (3)
Does DST display MAP pressure of 17
psia or greater with the engine running
above 800 rpm with a TPS value less
than 10%?
• Key OFF
• Disconnect the MAP sensor
connector C006
3 • Key ON Go to Step (4) Go to Step (6)
Does the DST display MAP pressure

less than 0.05 psia?
• Probe MAP connector ground pin 1
with a test light connected to battery
4 voltage. Go to Step (5) Go to Step (8)
Does the test light come on?

• Check MAP mechanical vacuum
connection for correct mounting or
possible damage causing leakage.
Is the MAP sensor mechanical
connection OK?
• Key OFF
• Disconnect ECM connector and Repair the circuit
inspect terminals for damage as necessary.
6 Go to Step (7)
corrosion or contamination. Refer to Wiring Repairs
Is the connection OK?
• Replace MAP sensor.
7 - Go to Step (11) -
Is the repair complete?
• Disconnect ECM connector and
check for continuity between MAP Repair the circuit
connector sensor ground pin 1 and as necessary.
8 Go to Step (9)
ECM sensor ground pin 20. Refer to Wiring Repairs


9 Section. - Go to Step (11) -

• Correct MAP mechanical
connection
Has the MAP mechanical connection
problem been corrected?
the DST.
seconds.
Go to OBD System
11 vehicle to full operating temperature System OK
Check
• Observe the MIL
driveability

no stored codes?

DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)
• Intake Air Temperature The TMAP is a combined IAT (Intake Air

• Check Condition-Engine Running Temperature) and MAP (Manifold Absolute
• Fault Condition-Intake Air Temperature greater Pressure) sensor. A temperature sensitive resistor is
than 200 degrees F. with engine rpm greater used in the TMAP located in the air intake manifold
than 700 Condition must be present for a of the engine. It is used to monitor incoming air
minimum of 60 seconds temperature, and the output in conjunction with
• MIL-ON other sensors is used to determine the airflow to the
• Adaptive-Disabled during active fault engine. The ECM provides a voltage divider circuit
• Derate level 1 will occur so that when the air is cool, the signal reads higher
voltage, and lower when warm. This fault will set if
the Intake Air Temperature is greater than 200
degrees F. with engine speed greater than 700 rpm.
The engine will go into a level 1 derate mode to
prevent engine damage.

DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)
Diagnostic Aid
This fault will set when inlet air is much hotter than
normal. The most common cause of high inlet air
temperature is a problem with the inlet air system.
• Ensure that the air inlet is not obstructed,

modified or damaged.
• Inspect the air inlet system for cracks or breaks
that may allow unwanted under hood air in to the
air inlet system
• If none of the above can be found, follow the
diagnostic steps for DTC 112-IAT Low Voltage.

DTC 112-Iat Low Voltage (SPN 105:FMI 4)

• Check Condition Engine Cranking or Running Temperature) and MAP (Manifold Absolute
• Fault Condition-IAT Sensor Voltage less than Pressure) sensor. A temperature sensitive resistor is
0.050 used in the TMAP is located in the engine’s air
• MIL-ON during active fault intake or intake manifold. It is used to monitor
• Adaptive-Disabled during active fault incoming air temperature, and the output in
conjunction with other sensors is used to determine
the airflow to the engine. The ECM provides a
voltage divider circuit so that when the air is cool the
signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is less than
0.050 volts for 1 second anytime the engine is
cranking or running. The ECM will use the default
value for the IAT sensor in the event of this fault.

DTC 112-IAT Voltage Low
Did you perform the On-Board (OBD) Go to OBD System

1 - Go to Step (2)
System Check? Check Section
• Key ON
• DST (Diagnostic Scan Tool)
connected in System Data Mode Intermittent problem
2 Go to Step (3)
Does DST display IAT voltage of 0.050
or less?
• Key OFF
• Disconnect the TMAP sensor
connector.
Does the DST display IAT voltage of

4.90 volts or greater?
• Replace TMAP sensor.
4 Go to Step (9) -
• Key OFF
• Disconnect ECM wire harness
connector C001 Repair the circuit as
• Check for continuity between TMAP necessary. Refer to
5 - Go to Step (6)
sensor connector ground pin 1 and Wiring Repairs in
TMAP sensor connector signal pin 2 Engine Electrical.

• Check for continuity between TMAP
Repair the circuit
sensor connector signal circuit pin 2
as necessary.
6 and engine ground. - Go to Step (7)
7 Section. - Go to Step (8) -


the DST.
seconds.
Go to OBD System
8 vehicle to full operating temperature - System OK
Check
• Observe the MIL
driveability

no stored codes?

DTC 113-Iat High Voltage (SPN 105:FMI 3)

• Fault Condition-IAT Sensor Voltage greater than Pressure) sensor. A temperature sensitive resistor is
4.950 volts used in the TMAP is located in the engine’s air
• MIL-ON during active fault intake or intake manifold. It is used to monitor
• Adaptive-Disabled during active fault incoming air temperature, and the output in
conjunction with other sensors is used to determine
the airflow to the engine. The ECM provides a
voltage divider circuit so that when the air is cool,
the signal reads higher voltage, and lower when
warm. This fault will set if the signal voltage is
greater than 4.950 volts for 1 second or longer. The
ECM will use a default value for the IAT sensor in
the event of this fault.

DTC 113-IAT Voltage High
Go to OBD System
1 Did you perform the On-Board (OBD) System Check? - Go to Step (2)
Check Section
• Key ON
Intermittent
• DST (Diagnostic Scan Tool) connected in System
problem
2 Data Mode Go to Step (3)
Go to Intermittent
section
Does DST display IAT voltage of 4.950 or greater?
• Key OFF
• Disconnect the TMAP sensor connector C006
and jump pins 1 and 2 together
• Key ON
Does the DST display IAT voltage of 0.1 volts or less?

• Key OFF
• Jump TMAP sensor connector signal pin 2 to
engine ground
• Key ON
Does DST display IAT voltage of 0.1 volts or less?

5 Go to Step (11) -
• Key OFF
Repair the circuit
• Disconnect the ECM wire harness connector C001.
as necessary.
• Check for continuity between TMAP sensor
6 - Go to Step (10) Refer to
connector signal pin 2 and ECM IAT signal pin 39
Wiring Repairs in
Engine Electrical.
• Check for continuity between TMAP sensor Repair the circuit
connector ground circuit pin 1 and ECM sensor as necessary.
7 ground circuit pin 20 - Go to Step (10) Refer to
Wiring Repairs in
Do you have continuity between them? Engine Electrical.
• Replace the ECM.
8 - Go to Step (11) -
Repair the circuit
• Re-check wire harness and TMAP sensor
as necessary.
connector for damage corrosion or contamination
Wiring Repairs in
Any problems found?
Engine Electrical
Repair the circuit
• Re-check wire harness and TMAP sensor
as necessary.
connectors for damage corrosion or contamination
Wiring Repairs in
Any problems found?
Engine Electrical


• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Start the engine and operate the vehicle to full
operating temperature
Go to OBD System
11 • Observe the MIL System OK
Check
codes.

codes?

DTC 116-Ect Higher Than Expected 1 (SPN 110:FMI 15)
• Engine Coolant Temperature The ECT (Engine Coolant Temperature) sensor is a

• Check Condition-Engine Running temperature sensitive resistor located in the engine
• Fault Condition-Engine Coolant Temperature coolant sensor that is located in the coolant passage.
reading or estimate greater than 236 degrees F. The ECT is used for engine airflow calculation, fuel
for greater than 20 seconds enrichment, and ignition timing control and to enable
• MIL-On certain other temperature dependant operations.
• Power derate (level 1) This code set is designed to help prevent engine
• Adaptive-Disabled during active fault damage from overheating. The ECM provides a
voltage divider circuit so when the sensor reading is
cool the sensor reads higher voltage, and lower
when warm. This fault will set when the coolant
exceeds 236 degrees F. for more than 20 seconds.
Power derate level one will be enforced during this
fault limiting the maximum throttle position to 50%.

DTC 116-ECT Higher Than Expected 1
Step Action Value(s) Yes
• Key ON
• DST (Diagnostic Scan Tool) connected in system data mode
2 Warm engine to normal operating temperature, then run the engine above Go to Step (3)
1200 rpm for at least 60 seconds
Does the DST display ECT temperature of 236 degree F or greater?

Verify with a temperature gauge that the engine coolant is over 236 degree
F. Repair
3
cooling system
Does the temperature gauge indicated 236 degree F. or greater?
Verify ECT Circuit function. Following diagnostic test procedure for DTC 217
4 -
(ECT Higher than expected 2)

DTC 117-Ect/Cht Low Voltage (SPN 110:FMI 4)

• Fault Condition-ECT sensor voltage less than coolant passage. It is used for the engine airflow
0.050 calculation, cold fuel enrichment and to enable other
• MIL-ON during active fault temperature dependant features. The ECM provides
• Adaptive-Disabled during active fault a voltage divider circuit so that when the coolant is
cool, the signal reads higher voltage, and lower
when warm (see table). This fault will set if the
signal voltage is less than 0.050 volts for any period
longer than 1 second. The ECM will use a default
value for the ECT sensor in the event of this fault.
Temp Ohms Temp Ohms

(deg F) +/-10% (deg F) +/-10%
242.4 101 102.4 1,556
231.9 121 78.9 2,689
211.6 175 49.9 5,576
201.4 209 23.5 11,562
181.9 302 -5.7 28,770
163.1 434 -21.2 49,715
144.9 625 -30.8 71,589
127.4 901 -40.0 99,301

DTC 117-ECT/CHT Voltage Low
Go to
Did you perform the On-Board (OBD) System
1 - Go to Step (2) OBD System
Check?
Check Section
• Key ON
Intermittent
• DST (Diagnostic Scan Tool) connected in
problem
2 System Data Mode Go to Step (3)
Go to Intermittent
section
Does DST display ECT voltage of 0.050 or less?
• Key OFF
• Disconnect the ECT wire harness connector
C007
Does the DST display ECT voltage of 4.90 volts or

greater?
• Replace ECT sensor.
4 Go to Step (8) -
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the circuit
• Check for continuity between ECT sensor as necessary.
5 connector signal pin A and ECT sensor ground - Refer to Wiring Go to Step (6)
pin B Repairs in Engine
Electrical.
• Check for continuity between ECT sensor Repair the circuit
connector signal circuit pin A and engine as necessary.
6 ground. - Refer to Wiring Go to Step (7)
Repairs in Engine
Do you have continuity? Electrical.
• Replace ECM. Refer to ECM replacement in
the Engine Controls Section.
7 - Go to Step (8) -


• Connect any disconnected components, fuses,
etc.
ECM.
Go to OBD
8 System OK System
• Observe the MIL
Check
codes.

codes?

DTC 118-Ect/Cht High Voltage (SPN 110:FMI 3)

• Fault Condition-ECT sensor voltage exceeds coolant passage. It is used for the engine airflow
4.950 volts calculation, cold fuel enrichment and to enable other
• MIL-ON during active fault temperature dependant features. The ECM provides
• Adaptive-Disabled a voltage divider circuit so that when the coolant is
cool, the signal reads higher voltage, and lower
when warm (see table). This fault will set if the
signal voltage is greater than 4.950 volts anytime
the engine is running. The ECM will use a default
value for the ECT sensor in the event of this fault.
Temp Ohms Temp Ohms

(deg F) +/-10% (deg F) +/-10%
242.4 101 102.4 1,556
231.9 121 78.9 2,689
211.6 175 49.9 5,576
201.4 209 23.5 11,562
181.9 302 -5.7 28,770
163.1 434 -21.2 49,715
144.9 625 -30.8 71,589
127.4 901 -40.0 99,301

DTC 118-ECT/CHT Voltage High
Go to
1 - Go to Step (2) OBD System
Check?
Check Section
• Key ON
Intermittent
problem
2 System Data Mode Go to Step (3)
Go to Intermittent
section
Does DST display ECT voltage of 4.95 or greater?
• Key OFF
• Disconnect the ECT sensor connector C007
and Jump terminals A and B together
Does the DST display ECT voltage of 0.05 volts or

less?
See
• Using a DVOM check the resistance
resistance
between the two terminals of the ECT
chart vs.
sensor and compare the resistance
4 temperature Go to Step (6) Go to Step (5)
reading to the chart
in the DTC
118 circuit
Is the resistance value correct?
description
• Replace ECT sensor
5 Go to Step (14) -
• Inspect the ECT wire harness connector Repair the circuit
terminals A and B for damage, corrosion or as necessary.
6 contamination Refer to Go to Step (7)
Wiring Repairs in
Did you find a problem? Engine Electrical.
• Key OFF
Repair the circuit Intermittent
• Disconnect ECM wire harness connector C001
as necessary. problem
• Inspect ECM connector pins 10 and 20 for
7 Refer to Go to
damage corrosion or contamination
Wiring Repairs in Intermittent
Engine Electrical. section
Did you find a problem?
• Jump the ECT signal pin A at the ECT
connector to engine ground
Does DST display ECT voltage of 0.05 or
less?
• Key OFF
• Disconnect ECM wire harness connector Repair the circuit
• Using a DVOM check for continuity as necessary.
9 between ECT sensor ground pin B and Go to Step (10) Refer to
ECM connector pin 20 Wiring Repairs in
Engine Electrical.

Repair the circuit

as necessary.
damage, corrosion or contamination
Wiring Repairs in
Engine Electrical.
• Replace ECM
• Key OFF
• Disconnect ECM wire harness connector Repair the circuit
• Using a DVOM check for continuity between as necessary.
12 ECT connector signal pin A and ECM Go to Step (13) Refer to
connector terminal 40 Wiring Repairs in
Engine Electrical.
Repair the circuit
as necessary.
Wiring Repairs in
Engine Electrical.
etc.
ECM.
operating temperature Go to OBD
14 System OK
• Observe the MIL System Check
codes.

codes?

DTC 121-TPS 1 Lower Than TPS 2 (TPS 51:FMI 1)
• Throttle Position Sensor 1 & 2 Dual throttle Position Sensors are used within the
• Check Condition-Key ON throttle that use variable resistors to determine
• Fault Condition-TPS 1 20% lower than TPS 2 signal voltage based on throttle plate position. TPS
• MIL-ON for remainder of key on cycle 1 will read low voltage when closed and TPS 2 will
• Engine shutdown read high voltage when closed. The TPS 1 and TPS
2 percentages are calculated from these voltages.
Although the voltages are different, the calculated
values for the throttle position percentages should
be very close to the same. The TPS values are used
by the ECM to determine if the throttle is opening as
commanded. This fault will set if TPS 1 is 20% (or
more) lower than TPS 2. At this point the throttle is
considered to be out of specification, or there is a
problem with the TPS signal circuit. The MIL
command is on and the engine will shutdown.

DTC 121 TPS 1 Lower Than TPS 2
Go to OBD
1 Did you perform the On-Board (OBD) System Check? - Go to Step (2) System Check
Section
• Key ON, Engine OFF
Intermittent
problem
Data Mode
2 Go to Step (3) Go to
Intermittent
Does the DST display more than a 20% difference
section
between TPS 1 and TPS 2 voltage?
• Key OFF
• Disconnect electronic throttle connector C017
• Key ON
3 • Change DST mode to DBW (drive by wire) test Go to Step (5) Go to Step (4)
mode
Is the voltage for TPS 1 less than 0.1 volts?

• Key OFF
Repair the TPS 1
• Disconnect ECM wiring harness connector C001
circuit shorted to
• Key ON
voltage as
4 • Using a DVOM check for voltage between ECM Go to Step (9)
necessary. Refer to
connector TPS 1 signal pin 5 and engine ground
Wiring Repairs in
Engine Electrical.
Do you have voltage?
• Jump TPS 1 signal pin 6 to the 5 volt reference pin
3 at connector C017
Does DST display TPS 1 voltage over 4.90 volts
• Inspect wire terminals at throttle connector for
necessary.
Wiring Repairs
Any problems found?
• Replace the electronic Throttle
7 Go to Step (12) -
• Key OFF
Repair the open
circuit as
necessary. Refer
8 throttle connector TPS 1 signal pin 6 and ECM Go to Step (9)
to Wiring Repairs
connector TPS 1 signal pin 5
in Engine
Electrical.
Repair the open
circuit as
throttle connector signal ground pin 2 and ECM
necessary. Refer
9 connector signal ground pin 20 Go to Step (10)
to Wiring Repairs
in Engine
Electrical.

• Inspect ECM connector terminals for damage Repair the circuit as

corrosion or contamination. necessary. Refer to
10 Go to Step (11)
Wiring Repairs in
Any problems found? Engine Electrical
• Replace ECM
etc.
ECM.
12 System OK
codes.

codes?

DTC 122-TPS 1 Low Voltage (TPS 51:FMI 4)
• Throttle Position Sensor 1 Dual throttle Position Sensors are used within the
• Check Condition-Cranking or Running throttle that use variable resistors to determine
• Fault Condition-TPS sensor less than 0.200 volts signal voltage based on throttle plate position. TPS1
• MIL-ON during active fault will read lower voltage when closed and TPS2 will
• Engine shutdown read higher voltage when closed. The TPS1 and
TPS2 percentages are calculated from these
voltages. Although the voltages are different, the
calculated values for the throttle position
percentages should be very close to the same. The
TPS values are used by the ECM to determine if the
throttle is opening as commanded. The TPS is not
serviceable and in the event of a failure the
electronic throttle assembly must be replaced. This
fault will set if the TPS 1 voltage is less than 0.200
volts. The MIL command is ON and the engine will
shut down.

DTC 122 TPS 1 Signal Voltage Low
Go to OBD
Check?
Section
• DST (Diagnostic Scan Tool) connected in DBW
(Drive by Wire) throttle test mode
Does the DST display TPS 1 voltage of 0.200 volts
or less with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent
1 voltage problem
3 Go to Step (4)
Go to Intermittent
Does TPS 1 voltage ever fall below 0.200 volts? section
• Key OFF
• Disconnect the electronic throttle connector C017
• Jump the 5 volt reference circuit pin 3 and TPS 1
signal circuit pin 6 together at the throttle
4 connector Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 1 voltage of 4.0 volts or

greater?
• Key OFF
• Using a DVOM check continuity between the as necessary.
5 electronic throttle connector signal pin 6 and Go to Step (6) Refer to
ECM connector TPS 1 signal pin 5 Wiring Repairs in
Engine Electrical.
Do have continuity between them?
• Replace ECM
6 Go to Step (9) -
Repair the circuit
• Inspect the throttle wire harness connector as necessary.
terminals for damage, corrosion or contamination Refer to
7 Go to Step (8)
Wiring Repairs
Did you find a problem? in Engine
Electrical.
• Replace the electronic throttle
8 Go to Step (9) -


etc.
ECM.
9 System OK
codes.

codes?

DTC 123-TPS 1 High Voltage (TPS 51:FMI 3)
• Fault Condition-TPS sensor voltage exceeds signal voltage based on throttle plate position. TPS1
4.800 volts will read lower voltage when closed and TPS2 will
• MIL-ON during active fault read higher voltage when closed. The TPS1 and
• Engine shutdown TPS2 percentages are calculated from these
fault will set if the TPS 1 voltage exceeds 4.800 volts.
The MIL command is ON and the engine will shut
down.

DTC 123 TPS 1 Signal Voltage High

1 - Go to Step (2)
• DST (Diagnostic Scan Tool) connected
Does the DST display TPS 1 voltage of 4.800
volts or greater with the throttle closed?
• Slowly depress Foot Pedal while observing
TPS 1 voltage
3 Go to Step (4) Go to Intermittent
section
Does TPS 1 voltage ever exceed 4.800 volts?
• Key OFF
• Disconnect electronic throttle connector
• Key ON
Does DST display TPS 1 voltage less than 0.2
volts?
• Key OFF
• Disconnect ECM wire harness connector
C001 Repair the circuit
• Key ON as necessary.
5 • Using a DVOM check for voltage between Refer to Go to Step (6)
TPS 1 signal at the ECM connector pin 5 and Wiring Repairs
engine ground in Engine Electrical.

• Replace ECM
6 Go to Step (11) -
• Back probe sensor ground circuit at the ECM
side of the wire harness pin 3 with a test light
7 connected to battery voltage Go to Step (8) Go to Step (10)
• Inspect the electronic throttle connector Repair the circuit

terminals for damage, corrosion or as necessary.
8 contamination Refer to Go to Step (9)
Wiring Repairs
Did you find a problem? in Engine Electrical.
9 Go to Step (11) -

• Key OFF
• Using a DVOM check for continuity between Repair the circuit as
the electronic throttle connector sensor necessary. Refer to
10 Go to Step (6)
ground pin 2 and ECM connector TPS 1 Wiring Repairs
sensor ground pin 20 in Engine Electrical.

fuses, etc.
ECM.
operating temperature Go to OBD System
11 System OK
codes.

codes?

DTC 127-IAT Higher Than Expected 2 (TPS 105:FMI 0)

• Fault Condition-Intake Air Temperature greater Pressure) sensor. A temperature sensitive resistor is
than 210 degrees F. with engine speed greater used in the TMAP located in the intake manifold of
than 700 rpm the engine. It is used to monitor incoming air
• Fault condition must be active for longer than temperature, and the output in conjunction with
120 seconds other sensors is used to determine the airflow to the
• MIL-ON for active fault engine. The ECM provides a voltage divider circuit
• Engine will de-rate to 1,400 rpms. so that when the air is cool, the signal reads a
higher voltage, and lower when warm. This fault will
set if the intake air temperature is greater than 210
degrees F. with engine speed greater than 700 rpm.
The MIL light command is on during this active fault
and the engine will derate to 1,400 rpms.

DTC 127-IAT Higher Than Expected 2
Diagnostic Aid
• This fault will set when inlet air is much hotter

than normal. The most common cause of high
inlet air temperature is a problem with the inlet air
system. Ensure that the air inlet is not obstructed,
modified or damaged.
• Inspect the air inlet system for cracks or breaks

that may allow unwanted under hood air in to the
air inlet system
• If none of the above can be found, follow the

diagnostic steps for DTC 112-IAT Low Voltage.

DTC 129-BP Low Pressure (TPS 108: FMI 1)
• Barometric Pressure The BP (Barometric Pressure) is estimated from the

• Check Condition-Key ON TMAP sensor. The barometric pressure value is
• Fault Condition-BP less than 8.30 psia used for fuel and airflow calculations. This fault sets
• MIL-ON for active fault in the event the BP value is out of the normal range.
• Adaptive-Disabled

DTC 129-BP Low Pressure
Go to OBD
Section
• Key ON.
Intermittent
problem.
Go to Intermittent
section
Does DST display BP pressure of 8.30 psia or less?
• Key OFF
• Disconnect the TMAP sensor connector
• Jump the 5 volt reference pin 3 and MAP signal
pin 4 together
• Key ON
Does the DST display BP pressure of 16.00 psia or

greater?
• Inspect TMAP connector and wire harness Repair the circuit
connector terminals for corrosion, contamination or as necessary.
4 mechanical damage Refer to Go to Step (5)
Wiring Repairs in
Any problems found? Engine Electrical.
• Key OFF
Repair the circuit
as necessary.
5 Go to Step (6) Refer to
connector pin 4 and ECM connector pin 7
Wiring Repairs in
Engine Electrical.
• Check for continuity between TMAP sensor Repair the circuit
connector 5 volt supply pin 3 and ECM connector as necessary.
6 pin 19 Go to Step (7) Refer to
Wiring Repairs in
Repair the circuit
as necessary.
connector ground pin 1 and ECM connector pin 20
Wiring Repairs in
Engine Electrical.
• Remove the Jumper that was installed during step
3
• Probe TMAP connector signal circuit pin 4 with a
8 test light connected to battery voltage Go to Step (9) Go to Step (13)
Does the DST display BP pressure of 16.00 psia or

greater?

• Key OFF
Repair the circuit
as necessary.
Check for continuity between TMAP sensor connector
pin 3 and ECM connector pin 19
Wiring Repairs in
Engine Electrical.
Repair the open
ground circuit
connector 5 volt reference pin 3 and engine
as necessary.
10 ground Go to Step (11)
Refer to
Wiring Repairs in
Engine Electrical.
Repair the circuit
• Inspect TMAP and ECM connector pins for
as necessary.
corrosion, contamination or mechanical damage
Wiring Repairs in
Any problems found?
Engine Electrical.
• Replace ECM. Refer to ECM replacement in the
Engine Controls Section.
12 Go to Step(17) -
• Disconnect ECM connector C001 Repair the circuit
• Check for continuity between TMAP sensor as necessary.
13 connector pin 4 and ECM pin 7 Go to Step (14) Refer to Wiring
Repairs in Engine
Do you have continuity between them? Electrical.
Repair the open
• Check for continuity between TMAP sensor ground circuit
connector pin 4 and engine ground as necessary.
14 Go to Step (15)
Refer to
Do you have continuity? Wiring Repairs in
Engine Electrical.
• Inspect ECM connector and wire harness Repair the circuit
connector pins for corrosion, contamination or as necessary.
15 mechanical damage Refer to Go to Step (16)
Wiring Repairs in
Any problems found? Engine Electrical.
• Replace ECM. Refer to ECM replacement in the

Engine Controls Section.
• Replace TMAP sensor


etc.
ECM.
18 System OK
codes.

codes?

DTC 134-EGO 1 Pre Cat Open/Lazy (TPS 724:FMI 10)
• Heated Oxygen Sensor The EGO 1 sensor is used to determine if the fuel
• Check condition-Engine running flow to the engine is correct by measuring the
• Fault condition-EGO 1 pre catalyst persistently oxygen content in the exhaust gas. The ECM uses
cold for more than 120 seconds this information to correct the fuel flow with the
• MIL-ON during active fault Closed Loop multiplier and the Adaptive multiplier.
• Adaptive-Disabled during active fault This fault will set if EGO 1 is cold, non-responsive,
• Closed Loop-Disabled during active fault or inactive for more than 120 seconds.

DTC 134-EGO 1 Open/Inactive
Go to OBD System
Check Section
• Key ON, Engine Running
Intermittent
problem.
System Data Mode
See
• Run engine to full operating temperature and then
2 Go to Step (3) Electrical Section
idle for a minimum of 2 minutes
Intermittent
Electrical
Does DST display EGO 1 voltage fixed between 0.4
Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 1 connector C005
• Key ON
• Using a DVOM check for voltage between EGO 1
connector pins C and D
3 Go to Step (8) Go To Step (4)
(Check must be made within 30 seconds or before
power relay shuts down)

• Key OFF
connector pin C and engine ground
• Key ON Repair system
System
4 Go to Step (5) power relay open
Voltage
(Check must be made within 30 seconds or before circuit

• Using a DVOM check for continuity between EGO Repair open
5 1 connector pin D and ECM connector pin 72 Go to Step (6) heater ground
circuit
• Inspect wire harness connector C005 pins B and D Correct the problem
and C001 pins 1 and 72 for damage, corrosion or as required
6 contamination see Electrical Go to Step (7)
Section wire
Did You find a problem? harness repair
• Replace ECM
7 Go to Step (11) -
• Key OFF
• Using a DVOM check for continuity between EGO Repair open EGO
8 Go to Step (9)
1 pin B and ECM connector pin 1 1 circuit

• Using a DVOM check for continuity between EGO

1 pin A and ECM connector pin 20 Repair open EGO
9 Go to Step (10)
1 signal ground
• Replace EGO 1 sensor
etc.
ECM.
11 System OK
codes.

codes?

DTC 154-EGO 2 Pre Cat Open/Lazy (TPS 520208:FMI 10)
• Heated Oxygen Sensor The EGO 2 sensor is used to monitor the efficiency
• Check condition - Engine running of the catalytic converter. The ECM compares the
• Fault condition - EGO 2 cold persistently more EGO 1 and EGO 2 voltage signals to determine this.
than 120 seconds This fault will set if EGO 2 is cold, non-responsive,
• MIL - On during active fault and for 1 second or inactive for more than 120 seconds.
after active fault
• Adaptive - Disabled during active fault
• Closed Loop - Disabled during active fault

Go to OBD System
Check Section
Intermittent
problem.
System Data Mode
See
• Run engine to full operating temperature and then
2 Go to Step (3) Electrical Section
idle for a minimum of 2 minutes
Intermittent
Electrical
Does DST display EGO 2 voltage fixed between 0.4
Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 2 connector C005
• Key ON
connector pins C and D
3 Go to Step (8) Go To Step (4)
(Check must be made within 30 seconds or before

• Key OFF
connector pin C and engine ground
• Key ON Repair system
System
4 Go to Step (5) power relay open
Voltage
(Check must be made within 30 seconds or before circuit

5 2 connector pin D and ECM connector pin 73 Go to Step (6) heater ground
circuit
• Inspect wire harness connector C005 pins C and D Correct the problem
and C001 pins 1 and 72 for damage, corrosion or as required
6 contamination see Electrical Go to Step (7)
Section wire
Did You find a problem? harness repair
• Replace ECM
7 Go to Step (11) -
• Key OFF
8 Go to Step (9)
2 pin B and ECM connector pin 1 EGO 2 circuit

• Using a DVOM check for continuity between EGO

2 pin A and ECM connector pin 20 Repair open EGO
9 Go to Step (10)
2 signal ground
etc.
ECM.
11 System OK
codes.

codes?

DTC 217-ECT Higher Than Expected 2 (TPS 110:FMI 0)

• Fault Condition-Engine Coolant Temperature coolant sensor that is located in the coolant passage.
reading or estimate greater than 239 degrees F The ECT is used for engine airflow calculation, fuel
(115C) for greater than 30 seconds while engine enrichment, and ignition timing control and to enable
is above 600 rpms certain other temperature dependant operations.
• MIL-On This code set is designed to help prevent engine
• Engine will shutdown 30 seconds after MIL is ON damage from overheating. The ECM provides a
voltage divider circuit so when the sensor reading is
cool the sensor reads higher voltage, and lower
when warm. This fault will set when the coolant
exceeds 239 degrees F (115C) for more than 30
seconds. Engine shutdown will occur if this code
occurs.

DTC 217-ECT Higher Than Expected 2
Go to OBD System
Check Section
• Key ON
System Data Mode
Intermittent
Warm engine to normal operating temperature, then problem.
2 Go to Step (3)
run the engine above 1200 rpm for at least 60 Go to Intermittent
seconds section.
Dose the DST display ECT temperature of 239 degree

F or greater?
Verify with a temperature gauge that the engine
coolant is over 239 degree F.
Repair
3 Go to Step (4)
cooling system.
Does the temperature gauge indicated 239 degrees F.
or greater?
4 Verify ECT Circuit function - -

DTC 219-Max Govern Speed Override (TPS 515:FMI 15)
Conditions for Setting the DTC Diagnostic Aid
• Max Govern Speed Override Check for other stored DTC codes before using the
• Check Condition-Engine Running following DTC chart for this code set. Always
• Fault Condition-Engine rpm greater than 2,850 diagnose and repair any existing codes starting with
• Fault condition active for 2 or more seconds the lowest numerical code first.
• MIL-ON during active fault
Circuit description
This fault will set anytime the engine rpm exceeds

2,850 for longer than 2 seconds. The MIL command
is ON during this active fault

DTC 219-Max Govern Speed Override
Go to OBD
Section
• DST connected
Are any other DTC codes present with DTC 219?
• Diagnose and repair any other DTC codes stored
before proceeding with this chart.
3 Go to Step (4) -
Have any other DTC codes been diagnosed and
repaired?
• Check the service part number on the ECM to
ensure the correct calibration is in use
4 Go to Step (6) Go to Step 5
Is the Service Part Number Correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
• Check the mechanical operation of the throttle
Is the mechanical operation of the throttle OK?
• Correct mechanical operation of the throttle. Refer
to Engine & Component section
7 Go to Step (9) -
Has the mechanical operation of the throttle been
corrected?
• Check engine for large manifold vacuum leaks.
Go to OBD
Refer to Symptom Diagnostic section
8 Go to Step (9) System Check
Section
Did you find and correct the vacuum leak?
ECM.
Go to OBD
System Check
codes.

codes?

DTC 221-TPS 1 Higher Than TPS 2 (TPS 51:FMI 0)
• Fault Condition-TPS 1 20% higher than TPS2 signal voltage based on throttle plate position. TPS
• MIL-ON for remainder of key on cycle 1 will read lower voltage when closed and TPS 2 will
• Engine shutdown read higher voltage when closed. The TPS 1 and
TPS 2 percentages are calculated from these
fault will set if TPS 1 is 20% (or more) higher than
TPS 2. At this point the throttle is considered to be
out of specification, or there is a problem with the
TPS signal circuit. The MIL command is ON and the
engine will shutdown.

DTC 221 TPS 1 Higher Than TPS 2
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in Intermittent
System Data Mode problem
2 Go to Step (3)
Go to Intermittent
Does the DST display more than a 20% difference section
between TPS 1 and TPS 2?
• Key OFF
• Key ON
3 • Change DST mode to DBW (drive by wire) test Go to Step (5) Go to Step (4)
mode

• Key OFF
• Disconnect ECM wiring harness connector Repair the TPS 1
C001 circuit shorted to
• Key ON voltage as
4 • Using a DVOM check for voltage between necessary. Refer Go to Step (9)
ECM connector TPS 1 signal pin 5 and engine to Wiring Repairs
ground in Engine
Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference
pin 3 at connector C017
Does DST display TPS 1 voltage over 4.900 volts?
Repair the circuit
• Inspect wire terminals at throttle connector for
as necessary.
6 Refer to Wiring Go to Step (7)
Repairs in Engine
Any problems found?
Electrical.
7 Go to Step (12) -
• Key OFF
Repair the open
circuit as
necessary.
8 throttle connector TPS 1 signal pin 6 and ECM Go to Step (9)
Refer to
connector TPS 1 signal pin 5
Wiring Repairs in
Engine Electrical.

Repair the open
circuit as
throttle connector signal ground pin 2 and ECM
necessary.
9 connector signal ground pin 3 Go to Step (10)
Refer to
Wiring Repairs in
Engine Electrical.
Repair the circuit
• Inspect ECM connector terminals for damage
as necessary.
corrosion or contamination.
Wiring Repairs in
Any problems found?
Engine Electrical
• Replace ECM
• Using the DST clear DTC information from the ECM.
Go to OBD
System Check
• After operating the engine within the test parameters
of DTC-221 check for any stored codes.

codes?

DTC 222-TPS 2 Signal Voltage Low (TPS 520251:FMI 4)
• Fault Condition-TPS 2 sensor voltage less than signal voltage based on throttle plate position. TPS1
0.200 volts will read lower voltage when closed and TPS2 will
• Engine will Shutdown TPS2 percentages are calculated from these
fault will set if the TPS 2 voltage is less than 0.200
volts. The MIL command is ON and engine will
shutdown.

DTC 222 TPS 2 Signal Voltage Low
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in DBW (Drive
by Wire) throttle test mode
Does the DST display TPS 2 voltage of 0.200 volts or less
with the throttle closed?
• Slowly depress Foot Pedal while observing TPS 2 Intermittent
voltage problem
3 Go to Step (4)
Go to Intermittent
Does TPS 2 voltage ever fall below 0.200 volts? section
• Key OFF
• Jumper the 5 volt reference circuit pin 3 and TPS 2
4 signal circuit pin 5 together at the throttle connector Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 2 voltage of 4.0 volts or greater?

• Key OFF
• Using a DVOM check continuity between TPS 2 as necessary.
5 connector signal pin 5 and ECM connector TPS 2 Go to Step (6) Refer to Wiring
Signal pin 6 Repairs in
Engine Electrical.
• Replace ECM
6 Go to Step (9) -
Repair the circuit
• Inspect the electronic throttle wire harness connector
as necessary.
terminals for damage, corrosion or contamination
Repairs in Engine
Electrical.
8 Go to Step (9) -


9 System OK
Does the engine operate normally with no stored codes?

DTC 223-TPS 2 Signal Voltage High (TPS 520251:FMI 3)
• Fault Condition-TPS 2 sensor exceeds 4.800 signal voltage based on throttle plate position.TPS1
volts will read lower voltage when closed and TPS2 will
• Engine will shutdown TPS2 percentages are calculated from these
fault will set if the TPS 2 voltage is greater than
4.800 volts. The MIL command is ON and the

DTC 223 TPS 2 Signal Voltage High
Go to OBD
Section
(Drive by Wire) throttle test mode
Does the DST display TPS 2 voltage of 4.800 volts or
greater with the throttle closed?
• Slowly depress Foot Pedal while observing TPS 2 Intermittent
voltage problem
3 Go to Step (4)
Go to Intermittent
Does TPS 2 voltage ever exceed 4.800 volts? section
• Key OFF
Does DST display TPS 2 voltage less than 0.2 volts?

• Key OFF
Repair the circuit
• Key ON
as necessary.
• Using a DVOM check for voltage between
electronic throttle connector TPS 2 signal pin 5
Repairs in Engine
and engine ground
Electrical.
• Replace ECM
6 Go to Step (11) -
• Probe sensor ground circuit at the ECM side of the
wire harness pin 3 with a test light connected to
7 battery voltage Go to Step (8) Go to Step (10)
• Inspect the electronic throttle wire harness Repair the circuit

connector and terminals for damage, corrosion or as necessary.
8 contamination Refer to Wiring Go to Step (9)
Repairs in Engine
Did you find a problem? Electrical.
• Replace electronic throttle
9 Go to Step (11) -

• Key OFF
• Using a DVOM check for continuity between as necessary.
10 throttle connector C017 sensor ground pin 2 and Go to Step (6) Refer to Wiring
ECM connector sensor ground pin 20 Repairs in Engine
Electrical.
etc.
ECM.
11 System OK
codes.

codes?

DTC 336-Crank Sync Noise (TPS 636:FMI 2)
• Crankshaft Position sensor The Crankshaft position sensor is a 5 volt powered

• Check Condition- Engine running sensor mounted to the lower front engine block. A
• Fault Condition- 1 invalid crank re-sync in less pulse wheel located on the crankshaft is used to
than 800 ms measure engine rpm and its signal is used to
• Adaptive- Disabled synchronize the ignition and fuel systems. This fault
• MIL- On during active fault will set If no signal is present for 800ms or longer.

DTC 336 Crank Sync Noise
Go to OBD
Section
Repair the circuit
• Check that the ECM ground terminals C010, C022
as necessary.
and C023 are clean and tight
2 Go to Step (3) Refer to Wiring
Repairs in
Are the ground terminals clean and tight?
Engine Electrical.
• Key On, Engine OFF
• Disconnect the CKP (Crankshaft position) Sensor
connector C015
Repair the circuit
• Using A DVOM check for voltage at the CKP sensor
as necessary.
connector pin 1 and engine ground
3 5.0 Volts Go to Step (4 Refer to Wiring
Repairs in
(CHECK THIS BEFORE THE POWER RELAY SHUTS
Engine Electrical.
OFF)

• Key OFF
Repair the circuit
as necessary.
• Using a DVOM check for continuity between CKP
Repairs in
Engine Electrical.
Repair the circuit
• Using a DVOM check for continuity between CKP
as necessary.
Repairs in
Engine Electrical.
Repair the circuit
• Inspect the CKP connector C015 terminals for
as necessary.
Repairs in Engine
Electrical.
Repair the circuit
• Inspect the ECM connector C001 terminals 19, 22,
as necessary.
and 21 for damage, corrosion or contamination
7 Refer to Wiring Go to step (8)
Repairs in Engine
Electrical.
• Replace CKP sensor
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -


10 System OK Go to Step (9)
• Observe the MIL

11 System OK

DTC 337-Crank Loss (TPS 636:FMI 4)
• Crankshaft position sensor The Crankshaft position sensor is a 5 volt powered

• Check Condition- Engine cranking sensor mounted to the lower front engine block. A
• Fault Condition- 6 cam pulse signals without pulse wheel located on the crankshaft is used to
crankshaft activity measure engine rpm and its signal is used to
• MIL- On during active fault synchronize the ignition and fuel systems. The ECM
• Adaptive- Disabled must see a valid Crankshaft position signal while
cranking. If no crankshaft signal is present for 6 cam
pulses this fault will set.

DTC 337-Crank Loss

1 - Go to Step (2)
• Check that the ECM ground terminals C010, Repair the circuit as
C022 and C023 are clean and tight necessary. Refer to
2 Go to Step (3)
Wiring Repairs in
Are the ground terminals clean and tight? Engine Electrical.
• Key OFF
• Disconnect the CKP (Crankshaft Position)
Sensor connector C015
• Using A DVOM check for voltage at the CKP Repair the circuit as
sensor connector pin 1 and engine ground necessary. Refer to
3 5.0 Volts Go to Step (4
Wiring Repairs in
(CHECK THIS BEFORE THE POWER RELAY Engine Electrical.
SHUTS OFF)

• Key OFF
• Disconnect ECM connector C001 Repair the circuit as
• Using a DVOM check for continuity between necessary. Refer to
4 Go to Step (5)
CKP connector pin 2 and ECM connector pin 22 Wiring Repairs in
Engine Electrical.
• Using a DVOM check for continuity between Repair the circuit as
CKP connector pin 3 and ECM connector pin 21 necessary. Refer to
5 Go to Step (6)
Wiring Repairs in
Repair the circuit
• Inspect the CKP connector C015 terminals for
as necessary.
Repairs in Engine
Electrical.
• Inspect the ECM connector C001 terminals 19, Repair the circuit
22, and 21 for damage, corrosion or as necessary.
7 contamination Refer to Wiring Go to step (8)
Repairs in Engine
Did you find a problem Electrical.
• Replace the CKP sensor

8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -


etc.
ECM.
• Observe the MIL
codes.

codes?
etc.
ECM.
11 System OK
codes.

codes?

DTC 341-Camshaft Sync Noise (TPS 723:FMI 2)
• Camshaft position sensor The CMP (Camshaft Position Sensor) is used to

• Check Condition-Cranking or Running synchronize the fuel and ignition systems. This fault
• Fault Condition-1 invalid cam re-sync in 700ms will set if the ECM detects erroneous pulses from
or less the camshaft position sensor causing invalid cam re-
• Adaptive Learn disabled sync. MIL light will become active and Adaptive
• MIL-ON Learn will be disabled.

DTC 341-Camshaft Sensor Noise
Go to OBD
Check?
Section
Repair the circuit
• Check that the ECM ground terminal C010 is as necessary.
clean, tight and in the proper location Refer to Wiring
2 Go to Step (3)
Repairs in
Are the ground terminals clean and tight? Engine
Electrical.
• Key OFF
Repair the circuit
• Disconnect the CMP (Camshaft position) Sensor
as necessary.
connector C016
Refer to
3 • Using A DVOM check for voltage at the CMP 5.0 volts Go to Step (4)
Wiring Repairs
sensor connector pin C and engine ground
in Engine
Electrical.
• Key OFF
Repair the circuit
as necessary.
Refer to
4 CMP connector pin A and ECM connector pin Go to Step (5)
Wiring Repairs
24
in Engine
Electrical.
Repair the circuit
as necessary.
CMP connector pin B and ECM connector pin
Refer to
5 23 Go to Step (6)
Wiring Repairs
in Engine
Electrical.
Repair the circuit
• Inspect the CMP connector terminals for as necessary.
damage, corrosion or contamination Refer to
6 Go to Step (7)
Wiring Repairs
Did you find a problem? in Engine
Electrical.
Repair the circuit
• Inspect the ECM connector C001 terminals 4,
as necessary.
23, and 24 for damage, corrosion or
Refer to Wiring
Repairs in
Engine
Electrical.
• Replace CMP sensor
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -


etc.
ECM.
• Observe the MIL
codes.

codes?
etc.
ECM.
11 System OK
codes.

codes?

DTC 342-Camshaft Sensor Loss (TPS 723:FMI 4)
• CMP (Camshaft Position Sensor) The CMP (Camshaft Position Sensor) is used to
• Check Condition-Engine Cranking or Running synchronize the fuel and ignition systems. This fault
• Fault Condition-No cam pulse in 2.5 cycles with will set if the ECM does not detect a cam pulse in
engine speed greater than 100 rpm 2.5 engine cycles whenever the engine is greater
• MIL-ON for active fault than 100 rpm. The engine may not run with this fault
• Adaptive-Disabled present.

DTC 342-Camshaft Sensor Loss
Go to OBD
Section
• Check that the ECM ground terminal C010 is Repair the circuit
clean, tight and in the proper location as necessary.
2 Go to Step (3) Refer to wiring
Is the ground terminal clean tight and in the proper harness repair
location? section.
• Key OFF
• Disconnect the CMP (Camshaft Position) Sensor
connector C016
Repair the circuit
• Key ON
as necessary.
• Using A DVOM check for voltage at the CMP
3 5.0 volts Go to Step (4) Refer to
sensor connector pin C and engine ground
wiring harness
(RUN THIS VOLTAGE CHECK BEFORE THE
repair section.
POWER RELAY SHUTS OFF)

• Key OFF
Repair the circuit
as necessary.
• Using a DVOM check for continuity between CMP
connector pin A and ECM connector pin 24
wiring harness
repair section.
Repair the circuit
• Using a DVOM check for continuity between CMP
as necessary.
connector pin B and ECM connector pin 23
wiring harness
repair section.
Repair the circuit
• Inspect the CMP connector terminals for damage,
as necessary.
corrosion or contamination
wiring harness
repair section.
Repair the circuit
• Inspect the ECM connector terminals 2, 23 and 24
as necessary.
for damage, corrosion or contamination
wiring harness
repair section.
• Replace the CMP.
8 Go to Step (10) -
• Replace ECM
9 Go to Step (11) -


etc.
ECM.
• Observe the MIL
codes.

codes?
etc.
ECM.
11 System OK
codes.

codes?

DTC-359 Fuel Run-Out Longer Than Expected (SPN 1239:FMI 7)
• LPG lock-off valve The LPG lock off valve is supplied system battery
• Check Condition-Key OFF power from the VSW fused source. The ECM then
• Fault Condition-Engine run down time greater provides a path to ground to turn the valve on. This
than 20 seconds fault will set in the event the engine continues to run
• MIL-ON for more than 20 seconds after the key is turned off.
This fault indicates a possible problem with the
electric LPG lock off solenoid.

DTC-359 Fuel Run-out Longer Than Expected
• Disconnect the LPG shut off solenoid connector C003
• Using a DVOM check for power across terminals A
and B while cranking the engine, then turn the key to System
the OFF position Voltage
Did the voltage immediately turn OFF with the key cycle?
Intermittent
• Turn off the LPG manual valve at the fuel tank
problem. See
• Start the engine and let it idle until the engine stops.
intermittent
3 (THIS MAY TAKE SEVERAL MINUTES) Go to Step (4)
problems in the
electrical section
Did the engine ever stop?
of this manual.
• Replace the LPG shut off solenoid
4 Go to Step (8) -
• Key OFF
• Disconnect the ECM wire harness connector C001
Repair the LPG
• Using a DVOM check for continuity between ECM pin
5 solenoid control Go to Step (6)
12 and engine ground
short to ground
Correct the
• Inspect the ECM wire harness and connector for
problem as
6 required. See Go to Step (7)
wire harness
repair.
• Replace the ECM
7 Go to Step (8) -

8 System OK
• Observe engine performance and drivability

DTC 520-Oil Pressure Low Stage 1 (TPS 100:FMI 18)
• Engine Oil Pressure low. The Oil Pressure Sender is used to communicate
• Engine running with engine speed less than 1200 the oil pressure condition to the ECM. Engine
rpm and oil pressure is less than 15 psi for 5 or damage can occur if the engine is operated with low
more seconds oil pressure. The ECM sends a 5v signal to the oil
• Engine running with engine speed greater than pressure sender. The sender will report a signal
1450 rpm and oil pressure is less than 20 psi for back to the ECM on the signal wire de-pending on
5 or more seconds the pressure that is applied on its diaphragm. The
• MIL is active voltage is linear in comparison to the pressure
applied (see chart below). The MIL command is ON.

DTC 520-Oil Pressure Low Stage 1
Go to OBD
Section
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding with
Repair faulty
2 this chart. See Engine Specifications Section 1F. 15 psi Go to Step (3)
Oiling System
Does the engine have oil pressure above 15 psi?
• Key ON, Engine Running DST connected in System
Data Mode
• Clear DTC 524
Intermittent
• Warm the engine by idling until the ECT temperature is
problem Go to
3 above 160 degrees F. and has been running for at Go to Step (4)
Intermittent
least 20 seconds or more
section
• Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to shut down?
• With a volt meter, check terminal B on the sensor for a
5 volt reference from the ECM.
4 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM for a Repair faulty
5 volt reference. wiring between
5 5v Go to Step (8)
ECM and Oil
Do you have a 5v reference coming out of the ECM? pressure sensor
• With the oil pressure sender connected check for a
Replace faulty
signal coming out of terminal C.
6 Go to Step (7) oil pressure
sender
Do you have a voltage signal coming out of terminal C?
• With the oil pressure sender connected check for a Repair faulty
signal at terminal 53 of the ECM. wiring between
7 Go to Step (8)
terminal C and
Do you have a signal voltage at pin 53 of the ECM? Terminal 25.
• Replace ECM
8 Go to Step (9) -
9 System OK

DTC 522- Oil Pressure Sender Low Voltage (SPN 100:FMI 4)
• Check Condition-Engine running for 20 seconds the oil pressure condition to the ECM. Engine
or more with engine speed greater than 600 rpm. damage can occur if the engine is operated with low
• Fault Condition- Voltage on terminal 25 is less oil pressure. The ECM sends a 5v signal to the oil
than 0.2v for more than 1 second pressure sender. The sender will report a signal
• MIL-ON during active fault and for 2 seconds back to the ECM on the signal wire depending on
after active fault. the pressure that is applied on its diaphragm. The
• Forced idle active voltage is linear in comparison to the pressure
applied (see chart below). The MIL command is ON
and the engine will go into a forced idle in the event
of this fault to help prevent possible engine damage.

DTC 522- Oil Pressure Sender low voltage
Go to OBD
Section
• Using the Diagnostic Service Tool (DST) check the
OILP_raw value on the “RAW VOLTS” page. Replace faulty
2 < 0.2v Go to Step (3)
IEPR / ECM
Is the voltage less than 0.2 volts
• Using a voltmeter measure the voltage at terminal
53 of the ECM Replace faulty
3 < 0.2v Go to Step (4)
IEPR / ECM
Is the voltage less than 0.2 volts?
• Using a voltmeter measure the voltage at terminal Intermittent
C at the oil pressure sender. Replace faulty oil problem,
4 < 0.2v
pressure sender. go to intermittent
Is the voltage less than 0.2 volts? section

DTC 523- Oil Pressure Sender High Voltage (SPN 100:FMI 3)
• Check Condition-Engine running for 20 seconds the oil pressure condition to the ECM. Engine
or more with engine speed greater than 600 rpm. damage can occur if the engine is operated with low
• Fault Condition- Voltage on terminal 25 is greater oil pressure. The ECM sends a 5v signal to the oil
than 4.8v for more than 1 second pressure sender. The sender will report a signal
• MIL-ON during active fault and for 2 seconds back to the ECM on the signal wire depending on
after active fault. the pressure that is applied on its diaphragm. The
• Forced idle active voltage is linear in comparison to the pressure
and the engine will go into forced idle in the event of
this fault to help prevent possible engine damage.

DTC 523- Oil Pressure Sender high voltage

Go to OBD System
Check Section
• Using the Diagnostic Service Tool (DST) check the
OILP_raw value on the “RAW VOLTS” page. Replace faulty
2 > 4.8v Go to Step (3)
IEPR / ECM
Is the voltage over 4.8 volts
53 of the ECM Replace faulty
3 > 4.8v Go to Step (4)
IEPR / ECM
Is the voltage over 4.8 volts?
Intermittent
C at the oil pressure sender. Replace faulty oil
4 > 4.8v problem, go to
pressure sender.
intermittent section
Is the voltage over 4.8 volts?

DTC 524-Oil Pressure Low Stage 2 (TPS 100:FMI 1)
• Fault Condition- Oil pressure less than 8 psi for 1 the oil pressure condition to the ECM. Engine
or more seconds damage can occur if the engine is operated with low
• Engine Shut Down will occur 30 seconds after oil pressure. The ECM sends a 5v signal to the oil
MIL is ON pressure sender. The sender will report a signal
back to the ECM on the signal wire depending on
the pressure that is applied on its diaphragm. The
voltage is linear in comparison to the pressure
and the engine will shut down in the event of this
fault to help prevent possible engine damage.

DTC 524-Oil Pressure Low
Go to OBD
Section
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding
with this chart. See Engine Specifications Section Repair faulty
2 8 psi Go to Step (3)
1F. Oiling System
Does the engine have oil pressure above 8 psi?

• Key ON, Engine Running DST connected in
System Data Mode
• Clear DTC 524
• Warm the engine by idling until the ECT Intermittent
temperature is above 160 degrees F. and has been problem Go to
3 Go to Step (4)
running for at least 20 seconds or more Intermittent
• Increase engine speed above 600 RPM section
Does DTC 524 reset and cause the engine to shut

down?
• With a volt meter, check terminal B on the sensor
for a 5 volt reference from the ECM.
4 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM Repair faulty
for a 5 volt reference. wiring between
5 5v Go to Step (8)
ECM and Oil
Do you have a 5v reference coming out of the ECM? pressure sensor
• With the oil pressure sender connected check for a
signal coming out of terminal C.
Replace faulty oil
6 Go to Step (7)
pressure sender
Do you have a voltage signal coming out of terminal
C?
• With the oil pressure sender connected check for a Repair faulty
signal at terminal 53 of the ECM. wiring between
7 Go to Step (8)
terminal C and
Do you have a signal voltage at pin 53 of the ECM? Terminal 25.
• Replace ECM
8 Go to Step (9) -


ECM.
Go to OBD
System Check
codes.

codes?

DTC 562-System Voltage Low (TPS 168:FMI 17)
• System Voltage to ECM The battery voltage powers the ECM and must be
• Check Condition-Key on with engine speed measured to correctly to properly operate injector
greater than 500 RPM drivers, solenoid valves and ignition coils. This fault
• Fault Condition-Battery voltage at ECM less than will set if the ECM detects system voltage less than
10.5v 10.5 volts while the alternator should be charging.
• Fault Condition is present for longer than 5 The adaptive learn is disabled during this fault.
seconds.
• MIL-ON for active fault

DTC 562-System Voltage Low
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in System Intermittent problem
Data Mode Go to
2 - Go to Step (3)
Engine Electrical
Does DST display system voltage greater than 9.50 Intermittent section
volts?
• Check battery condition

3 - Go to Step (4) Replace Battery
Is it OK?
• Check charging system
Repair charging
4 - Go to Step (5)
System
Is it OK?
• Key OFF
• Disconnect the ECM connector C001
Repair ECM
• Check the voltage between ECM connector C001
Ground circuit. Go
pins 60, 79 and engine ground.
5 - to Power and Go to Step (6)
• Measure voltage with DVOM between each pin
Ground section in
and engine ground
engine Electrical
Is the voltage greater than for each pin 10.50 volts?
• Check the voltage at ECM connector pins 69 and

81 Repair ECM power
• Measure voltage with DVOM between each pin circuit. Go to Power
6 - Go to Step (7)
and battery positive and Ground section
in engine Electrical
Is the voltage greater than 10.50 volts?
• Replace ECM

ECM.
Go to OBD
8 • Observe the MIL - System OK
System Check
codes.

codes?

DTC 563-System Voltage High (TPS 168:FMI 15)
• System Voltage to ECM The battery voltage powers the ECM and must be
• Check Condition-Cranking or Running measured to correctly operate injector drivers, trim
• Fault Condition-System battery voltage at ECM valves and ignition coils. This fault will set if the
greater than 16 volts ECM detects voltage greater than 16 volts anytime
• Fault must be present for 5 or more seconds the engine is cranking or running. The adaptive
• MIL-ON for active fault learn function is disabled during this fault. The ECM
• Adaptive-Disabled will shut down with internal protection if the system
voltage ever exceeds 26 volts.

DTC 563-System Voltage High
Go to OBD
Section
Intermittent
problem
Data Mode
Go to
2 • Run engine greater than 1500 rpm. - Go To Step (3)
Engine Electrical
Intermittent
Does DST display system voltage greater than 16
section
volts?
• Check voltage at battery terminals with DVOM with
engine speed greater than 1500 rpm
3 - Go to Step (4) Go to Step (5)
Is it greater than 16 volts?
• Repair the charging system
Has the charging system been repaired?
• Replace ECM
5 Go to Step (6) -
etc.
ECM.
6 - System OK
codes.

codes?

DTC 601-Flash Checksum Invalid (TPS 628:FMI 13)
ECM
Microprocessor
Ram
Flash
• Engine Control Module The ECM has several internal checks that must be
• Check Condition-Key on satisfied each time an instruction is executed.
• Fault Condition-Internal microprocessor error Several different things can happen within the
• MIL-ON microprocessor that will cause this fault. The ECM
• Engine Shutdown will occur will attempt to reset itself in the event this fault is set.
The MIL command is on and will remain on until the
code is cleared using the DST. The engine will shut
down when this fault occurs.

DTC 601-Flash Checksum Invalid

1 - Go to Step (2)
System Data Mode
2 Go to Step (3) Go to Intermittent
• Clear system fault code
section
Does DTC 601 reset with the engine idling?
• Check ECM power and ground circuits
necessary. Refer to
3 Go to Step (4)
Wiring Repairs in
Did the power and ground circuits check OK?
Engine Electrical.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
codes.

codes?

DTC 604-Ram Failure (TPS 630:FMI 12)
ECM
Microprocessor
Ram
Flash
code is cleared using the DST. The engine will
shutdown if this fault occurs.

DTC 604-RAM Failure
Go to OBD System
Check Section
• DST (Diagnostic Scan Tool) connected in System Intermittent
Data Mode problem
2 Go to Step (3)
• Clear system fault code Go to Intermittent
section
Repair the circuit
• Check ECM power and ground circuits as necessary.
Did the power and ground circuits check OK? Wiring Repairs in
Engine Electrical.
• Replace ECM
4 Go to Step (5) -
ECM.
Go to OBD System
Check
codes.

codes?

DTC 606-Cop Failure (TPS 629:FMI 31)
ECM
Microprocessor
Ram
Flash
code is cleared using the DST. The engine will
shutdown if this fault occurs.

DTC 606-COP Failure
Go to OBD
Section
Data Mode problem
2 Go to Step (3)
section
Repair the circuit
Are the power and ground circuits OK? Repairs in Engine
Electrical.
• Replace ECM
4 Go to Step (5) -
ECM.
5 System OK
parameters of DTC-606 check for any stored codes.

codes?

DTC 642-External 5 Volt 1 Reference Low (TPS 1079:FMI 4)
• External 5 volt reference The External 5 volt supply powers many of the
• Check Condition-Engine cranking or running sensors and other components of the fuel system.
• Fault Condition-5 volt reference voltage lower The accuracy of the 5 volt supply is very important
than 4.60 volts to the accuracy of the powered sensors and fuel
• MIL-ON during active fault control by the ECM. The ECM is able to determine if
• Adaptive-Disabled during active fault they are overloaded, shorted, or otherwise out of
specification by monitoring the 5 volt supply. This
fault will set if the 5 volt reference is below 4.60 volts.
Adaptive Learn will be disabled during this fault

DTC 642 External 5 Volt 1 Reference Low
Go to OBD
Check?
Section
Intermittent
problem
2 System Fault Mode Go to Step (3)
Go to Intermittent
section
Does DST display DTC 642?
• Key OFF
• Using DVOM check for continuity between ECM
5 volt reference pin 19 and engine ground
• Replace ECM
4 Go to Step (7) -
• While monitoring DVOM for continuity between
ECM 5 volt reference and engine ground
• Disconnect each sensor (below) one at a time
to find the shorted 5 volt reference. When
continuity to ground is lost the last sensor
disconnected is the area of suspicion. Inspect
the 5 volt reference supply wire leads for shorts
before replacing the sensor. Repair shorted
5 Go to Step (6)
• TMAP wire harness
• Electronic Throttle
• FPP
• Crankshaft Sensor
• Camshaft Sensor
While disconnecting each sensor one at a time did

you loose continuity?
• Replace the last disconnected sensor
6 Go to Step (7) -


etc.
ECM.
7 System OK
codes.

codes?

DTC 643-External 5 Volt 1 Reference High (TPS 1079:FMI 3)
• External 5 volt reference The External 5 volt supply powers many of the
• Check Condition-Engine cranking or running sensors and other components in the fuel system.
• Fault Condition-5 volt reference higher than 5.40 The accuracy of the 5 volt supply is very important
volts to the accuracy of the powered sensors and fuel
• MIL-ON during active fault control by the ECM. The ECM is able to determine if
• Adaptive-Disabled during active fault they are overloaded, shorted, or otherwise out of
specification by monitoring the 5volt supply. This
fault will set if the 5 volt reference is greater than
5.40 volts anytime the engine is cranking or running.
Adaptive Learn will be disabled during this fault

DTC 643 External 5 Volt 1 Reference High
Go to OBD
Section
• Key ON, Engine running
Intermittent
problem
Go to Intermittent
section
• Check all ECM ground connections Repair the circuit

• Refer to Engine electrical power and ground as necessary.
3 distribution. Go to Step (4) Refer to Wiring
Repairs in Engine
Are the ground connections OK? Electrical.
• Key OFF
4 • Using DVOM check for Voltage between ECM Refer to Wiring Go to Step (5)
harness wire pin 19 and engine ground Repairs in Engine
Electrical.
• Replace ECM
5 Go to Step (6) -

6 System OK
Does the vehicle engine normally with no stored codes?

DTC 650-MIL Control Open (TPS:1213:FMI 5)
• MIL check The fuel system is equipped with OBD (On-Board

• Check Condition-Key ON engine OFF Diagnostics). The system has a dash mounted MIL
• Fault Condition-ECM MIL circuit open (Malfunction Indicator Lamp). The MIL serves as
• MIL Command-ON notification of an emissions related problem. The
MIL also has the ability to flash DTC codes in what
is referred to as the blink code mode. It will display
DTCs that have been stored due to a possible
system malfunction. The following DTC charts in this
manual will instruct the technician to perform the
OBD system check. This simply means to verify the
operation of the MIL. The lamp should illuminate
when the key is in the ON position, and the engine is
not running. This feature verifies that the lamp is in
proper working order. If the lamp does not illuminate
with the vehicle key ON and engine OFF, repair it as
soon as possible. Once the engine is in start or run
mode, the lamp should go off. If the lamp stays on
while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a
problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power
source supplied to the lamp. The ECM completes
the circuit to ground to turn the lamp ON. This fault
will set if the ECM MIL control circuit is open.

DTC 650-MIL Control Open
Go to OBD
Section
Data Mode Intermittent
• Clear system fault code problem
2 Go to Step (3)
• Key OFF Go to Intermittent
• Key ON section
Does DTC 650 reset?

• Remove the MIL bulb or driver circuit
• Using a DVOM check for continuity through the bulb
3 or driver device Go to Step (5) Go to Step (4)

• Replace the open bulb or driver device
4 Go to Step (8) _
• Key OFF
• Re-install the bulb or driver device
Repair the open
• Disconnect vehicle interface connector C012
circuit
• Using a DVOM check for continuity between vehicle
5 Go to Step (6) as required.
interface connector pin G and battery positive
See wire
• Key ON
harness repair
Repair the open
• Using a DVOM check for continuity between ECM
circuit
harness connector pin 80 and vehicle interface
6 Go to Step (7) as required.
connector pin G
See wire harness
repair
• Inspect ECM wire harness connector pin 80 and Correct the
vehicle interface connector pin G for damage, problem as
7 corrosion or contamination required. Go to Step (8)
See wiring
Did you find a problem? harness repair


Go to OBD
System check

codes?

DTC 652-External 5 Volt 2 Reference Low (SPN 1080:FMI 4)
LT GRN/PPL +5 Volts
49
ECM
• External 5 volt reference The External 5 volt supply is normally dedicated to

• Check Condition-Engine cranking or running the FPP sensor 5 volt supply circuit. The accuracy of
• Fault Condition-5 volt reference voltage lower the 5 volt supply is very important to the accuracy of
than 3.00 volts the FPP sensor circuit. The ECM is able to
• MIL-On during active fault determine if the circuit is open, shorted, or otherwise
• Adaptive-Disabled during active fault out of specification by monitoring this 5 volt supply.
This fault will set if the 5 volt reference is below 3.00
volts. Adaptive Learn will be disabled during this
fault.

DTC 652 External 5 Volt 2 Reference Low
Go to OBD
Section
Intermittent
problem
2 Fault Mode Go to Step (3)
Go to Intermittent
section
• Key OFF
• Using DVOM check for continuity between ECM 5
volt reference pin 49 and engine ground
• Replace ECM
4 Go to Step (7) -
• While monitoring DVOM for continuity between ECM
5 volt reference and engine ground
• Disconnect each sensor (below) one at a time to find
the shorted 5 volt reference. When continuity to
ground is lost the last sensor disconnected is the
Repair shorted
5 area of suspicion. Inspect the 5 volt reference supply Go to Step (6)
wire harness
wire leads for shorts before replacing the sensor.
• FPP
While disconnecting each sensor one at a time did you

loose continuity?
• Replace the last disconnected sensor
6 Go to step (7) -
7 System OK

DTC 653-External 5 Volt 2 Reference High (SPN 1080:FMI 3)
LT GRN/PPL +5 Volts
49
ECM
• External 5 volt reference The External 5 volt supply is normally dedicated to

• Check Condition-Engine cranking or running the FPP sensor 5 volt supply circuit. The accuracy of
• Fault Condition-5 volt reference higher than 5.40 the 5 volt supply is very important to the accuracy of
volts the FPP sensor circuit. The ECM is able to
• MIL-On during active fault determine if the circuit is open, shorted, or otherwise
• Adaptive-Disabled during active fault out of specification by monitoring this 5 volt supply.
This fault will set if the 5 volt reference is above 5.40
volts. Adaptive Learn will be disabled during this
fault.

DTC 653 External 5 Volt 2 Reference High
Go to OBD
Section
• Key ON, Engine running
Intermittent
problem
Go to Intermittent
section
Repair the circuit

• Check all ECM ground connections. Refer to
as necessary.
Engine electrical power and ground distribution.
Repairs in Engine
Are the ground connections Ok?
Electrical.
• Key OFF
4 • Using DVOM check for Voltage between ECM Refer to Wiring Go to Step (5)
harness wire pin 49 and engine ground Repairs in Engine
Electrical.
• Replace ECM
5 Go to Step (6) -
etc.
ECM.
Go to OBD
6 operating temperature System OK
System Check
• Observe the MIL
codes.
Does the vehicle engine normally with no stored codes?

DTC 685-Relay Coil Open (SPN 1485:FMI 5)
• Power relay check Relay coil resistance changes with temperature. The
• Check Condition-Key ON following diagnostic charts have steps to measure
• Fault Condition-Relay coil open relay coil resistance values. When checking the
resistance values be sure the relay is at a
reasonable temperature, between +20 and +100
Circuit Description degrees F.
The power relay switches power out to various

sensors, actuators and solenoids in the fuel system.
This fault will set if the ECM detects an open circuit
on the relay control output.

DTC 685-Relay Coil Open
Go to OBD
Section
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
2 • Using a DVOM check the resistance of the relay coil Go to Step (4) Go to Step (3)
between terminals 1 and 2
Is the resistance value less than 100 ohms?

• Replace the power relay
3 Go to Step (9) -
• Check fuse F2
4 Replace fuse F2 Go to Step (5)
Is the fuse open?
• Disconnect ECM connector C001 Repair the open
• Using a DVOM check for continuity between ECM circuit as
5 pin 71 and fuse block cavity for relay terminal 2 Go to Step (6) required. See
wiring harness
Do you have continuity? repairs
• Remove fuse F2
Repair the open
• Using a DVOM check for continuity between fuse
circuit as
block cavity for relay terminal 1 and the power out of
6 Go to Step (7) required. See
the F2 fuse holder
wiring harness
repairs
• Check all system fuses.
• Check all relay placement positions in fuse block.
• Run complete pin to pin checks on chassis wiring to
fuel system harness.
• See complete fuel system schematic for further
details
Did you find the problem?
• Replace the ECM

8 Go to Step (9) -


ECM.
9 System OK
parameters of DTC-685 check for any stored codes.

codes?

DTC 686-Relay Control Ground Short (SPN 1485:FMI 4)
• Power relay ground control Relay coil resistance changes with temperature. The
• Fault Condition-Relay control shorted to ground relay coil resistance values. When checking the

This fault will set if the ECM detects a short to
ground on the relay control output.

DTC 686-Relay Control Ground Short
Go to OBD
Section
• Key ON, DST connected in the System Data
Intermittent
mode
problem
• Clear DTC 686
• Start the engine
Intermittent
section
Does DTC 686 re-set?
• Using a DVOM check the resistance value between
3 ECM pin 71 and engine ground Go to Step (5) Go to Step (7)
Is the resistance less than 60 ohms?

Repair the shorted
to ground relay
• Using a DVOM check the resistance value again
control circuit
4 between ECM pin 71 and engine ground Go to Step (6)
as necessary. See
wiring harness
Is the resistance less than 60 ohms?
repairs
5 Go to Step (8) _
• Replace ECM
6 Go to Step (8) _
7 System OK

DTC 687-Relay Coil Short to Power (SPN 1485:FMI 3)
• Power relay check Relay coil resistance changes with temperature. The
• Fault Condition-Relay coil shorted to power relay coil resistance values. When checking the

This fault will set if the ECM detects a short circuit to
power on the relay control output.

DTC 687-Relay Coil Short to Power
Go to OBD
Section
• Key OFF
2 • Using a DVOM check the resistance of the relay coil Go to Step (3) Go to Step (4)
between terminals 1 and 2
Is the resistance value less than 60 ohms?

3 Go to Step (9) -
relay terminals 2 and 3
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the short
System
• Using a DVOM check for power between ECM pin 71 to power. See
5 battery Go to Step (6)
and engine ground with the key ON wiring harness
voltage
repair.
Do you have power?
6 Go to Step (7) -
• Observe the MIL
Does DTC 687 still re-set?

Replace the ECM
8 Go to Step (9) -


9 System OK

DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)
• Fuel Rev Limit Always check for other stored DTC codes before
• Check Condition-Engine Running using the following DTC chart for this code set.
• Fault Condition-Engine rpm greater than set limit Repair any existing codes starting with the lowest
• MIL-ON during active fault numerical code first.
Circuit Description

the specified speed settings in the calibration. This
is generally set at 3000 rpms. The MIL command is
ON during this active fault

DTC 1111-Fuel Rev Limit
Go to OBD
Section
• DST in Active Fault Mode
• Diagnose and repair any other DTC codes before
proceeding with this chart.
3 Go to Step (4) -
repaired?
• Check the service part Number on the ECM to
ensure correct calibration is in use
Is the service part Number Correct?
• Replace ECM with the correct service part number
5 Go to Step (9) -
• Correct mechanical operation of the throttle. Refer to
Engine & Component section
7 Go to Step (9) -
corrected?
• Check engine for large manifold vacuum leaks. Refer
Go to OBD
to Fuel Systems symptom diagnostics
8 Go to Step (9) System Check
Section
9 System OK

DTC 1112-Spark Rev Limit (SPN 515: FMI 0)
• Spark Rev Limit Always check for other stored DTC codes before
• Check Condition-Engine running using the following DTC chart for this code set.
• Fault Condition-Engine rpm greater than set limit Repair any existing codes starting with the lowest
• MIL-ON during active fault numerical code first.
• Engine Shut Down
Circuit Description

the specified speed settings installed in the
calibration. This is generally set at 3200 rpms. The
MIL command is ON during this active fault and the
engine will shut down.

DTC 1112-Spark Rev Limit
Go to OBD
Did you perform the On-Board (OBD) System Check?
Section
• DST connected
• Diagnose any other DTC codes before proceeding
with this chart.
3 Go to Step (4) -
repaired?
• Check the service part number on the ECM to
ensure correct calibration is in use
Is the service part number correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
• Correct mechanical operation of the throttle. Refer
to Engine & Component section
7 Go to Step (9) -
corrected?
• Check engine for large manifold vacuum leaks.
Refer to Fuel Systems section Symptom Go to OBD
8 Diagnostics Go to Step (9) System Check
Section
ECM.
Go to OBD
System Check
codes.

codes?

DTC 1121 FPP 1 and 2 Redundancy Lost (SPN 91: FMI 31)
• Foot pedal position sensor 1 and 2 It is very likely that in the event this code sets, other
• Check Condition-Key ON codes will set along with it. Always diagnose and
• Fault Condition-FPP1 and FPP 2 redundancy repair codes starting with the lowest numerical value
lost first. It is possible that by correcting the lower code
• MIL-ON sets first the problem will be corrected. FPP sensors
• Force idle are OEM specific and vary in configuration. The
exact wire color and pin numbers for the FPP must
be verified in the OEM chassis wiring schematic.
Circuit Description The FPP sensor used in this system provides two
sensors in one packaged assembly. FPP1 and FPP
The foot pedal position sensor uses variable 2 are not serviceable individually, and in the event of
resistors to determine signal voltage based on foot a failure the complete FPP assembly must be
pedal position. Although the voltage outputs are replaced.
different, the calculated throttle position values
should be very close to the same. This fault will set if
FPP 1 or FPP 2 positions are 20% greater or 20%
less than the expected throttle position target. The
MIL command is ON. Forced idle is in effect during
this fault limiting full power output.

DTC-1121 FPP 1 and 2 Redundancy Lost
Go to OBD
1 Did you perform the On-Board (OBD) System Check? Go to Step (2)
System Check
• Diagnose any other lower numerical value codes that
may be present first
Did this resolve the problem?
• Follow the diagnostic chart for DTC 2126
Did the chart resolve the problem?
• Follow the diagnostic chart for DTC 2121
Did the chart resolve the problem?
Correct the
• Inspect FPP and C012 connector pins for damage
problem as
5 required. See Go to Step (6)
wiring harness
repair.
• Key OFF
Correct the
problem as
• Inspect pins 9, 10, 19, 20, 49 and 50 for damage
6 required. See -
wiring harness
repair.
7 System OK

DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)
• Heated Oxygen Sensor Oxygen Sensor Wire Heated Oxygen sensor wires
• Check Condition-Engine running may be mis-routed and contacting the exhaust
• Fault Condition-Closed Loop multiplier out of manifold.
range (greater than 35%) Vacuum Leaks Large vacuum leaks and crankcase
• MIL-ON leaks can cause a lean exhaust condition at
especially at light load.
Fuel Mixer System can be lean due to faulty EPR
Circuit Description (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel
The EGO sensor is used to determine if the fuel flow regulator or contaminated fuel filter can cause fuel
to the engine is correct by measuring the oxygen the system to run lean
content in the exhaust gas. The ECM uses this Exhaust Leaks If there is an exhaust leak; outside
information to correct the fuel flow with the Closed air can be pulled into the exhaust and past the 02
Loop multiplier and the adaptive multiplier. This fault sensor causing a false lean condition.
sets if the Closed Loop multiplier exceeds the limits Fuel Quality Contaminated or spoiled fuel can
of normal operation and cannot correctly modify the cause the fuel system to be lean.
fuel flow within its limits. Ground Problem ECM grounds must be clean, tight
and in the proper location.

DTC 1151-Closed Loop High LPG
• Perform the On-Board (OBD) System Check?

Are any other DTCs present?
Visually and physically check the following items:

• The air intake duct for being collapsed or restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
• The EGO 1 sensor installed securely and the wire
leads not contacting the exhaust manifold or ignition
wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?

with this chart. Always repair existing codes starting
with the lowest numerical code set first.
3 Go to Step (9) Go to step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
Repair the open
connector pin B and engine ground
EGO power circuit
• Key ON
System as necessary.
4 Go to Step (5)
voltage Refer to Wiring
(CHECK MUST BE MADE WITHIN 30 SECONDS OR
Repairs in Engine
BEFORE POWER RELAY SHUTS DOWN)
Electrical.
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
Repair the
C005
shorted circuit
as necessary.
• Key ON
• Using a high impedance DVOM check for continuity
Wiring Repairs
between EGO 1 connector signal pin A and engine
in Engine
ground
Electrical.
Repair the
• Using a high impedance DVOM check for continuity shorted circuit
between EGO 1 connector signal ground pin C and as necessary.
6 EGO 1 signal pin A Refer to Go to Step (7)
Wiring Repairs
Do you have continuity? in Engine
Electrical.


Repair the open
between EGO 1 heater ground pin D and ECM pin 72
7 Go to step (8) EGO heater
ground
8 Go to Step (9) -
9 System OK

DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)
• Heated Oxygen Sensor Fuel System High secondary fuel pressure will
• Functional Fault-Closed Loop multiplier out of cause the system to run rich. A worn fuel mixer,
range (at limit of -35%) faulty EPR (Electronic Pressure Regulator) may also
• MIL Disabled cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very
high butane content) may cause the fuel system to
Circuit Description run rich. Be sure that the specified HD-5 or HD-10
motor fuel grade LPG is used.
The EGO 1 sensor is used to determine if the fuel Air Filter A plugged, damaged or modified air filter
flow to the engine is correct by measuring the may cause the system to run rich.
oxygen content in the exhaust gas. The ECM uses
this information to correct the fuel flow with the
Closed Loop multiplier and the adaptive multiplier.
This fault sets if the Closed Loop multiplier exceeds
the limits of normal operation. When the multiplier
cannot correctly modify the fuel flow within its limits,
it is limited at -35%.

DTC 1152 –Closed Loop Low LPG

• The EGO sensor installed securely and the wire leads
2 not damaged contacting the secondary ignition wires Go to Step (6) Go to Step (4)
• ECM grounds for being clean and tight.
• Run the fuel system diagnostic checks
Was a repair made?

• Diagnose any other DTC codes before proceeding with
this chart.
Have any other DTC codes been detected, diagnosed and
repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector Repair the
• Disconnect ECM wire harness connector circuit short
• Key ON to voltage
4 Go to Step (5)
• Using a DVOM check for voltage at the EGO 1 as necessary.
connector C005 signal pin C and engine ground Refer to wiring
harness repair.
• Replace EGO sensor
5 Go to Step (6) -
• Start the engine and operate the vehicle to full operating
temperature Go to OBD
6 System OK
• After operating the engine within the test parameters of
DTC-1152 check for any stored codes.

DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)
• Heated Oxygen Sensor Oxygen Sensor Wire Heated Oxygen sensor wires
• Check Condition-Engine Running may be mis-routed and contacting the exhaust
• Fault Condition-Adaptive multiplier out of range manifold.
greater than 30% Vacuum Leaks Large vacuum leaks and crankcase
• MIL-ON leaks can cause a lean exhaust condition at
especially at light load.
Fuel Mixer System can be lean due to faulty EPR
Circuit Description (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel
The EGO 1 sensor is used to determine if the fuel regulator or contaminated fuel filter can cause fuel
flow to the engine is correct by measuring the the system to run lean
oxygen content in the exhaust gas. The ECM uses Exhaust Leaks If there is an exhaust leak, outside
this information to correct the fuel flow with the air can be pulled into the exhaust and past the 02
Closed Loop multiplier and Adaptive multiplier. This sensor causing a false lean condition.
fault will set if the adaptive multiplier exceeds the Fuel Quality Contaminated or spoiled fuel can
limits of normal operation. Always run the fuel cause the fuel system to be lean.
system diagnostic checks before using the following Ground Problem ECM grounds must be clean, tight
diagnostic chat. and in the proper location.

DTC 1161 Adaptive Learn High LPG
Perform the On-Board (OBD) System Check?


• System power fuses are good and in the proper
location
• The EGO 1 sensor installed securely and the wire
leads not contacting the exhaust manifold or ignition
wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?

with this chart. Always repair existing codes starting
with the lowest numerical code set first.
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO 1 Repair the open
connector pin B and engine ground EGO power
• Key ON circuit
System
4 Go to Step (5) as necessary.
voltage
(CHECK MUST BE MADE WITHIN 30 SECONDS OR Refer to Wiring
BEFORE POWER RELAY SHUTS DOWN) Repairs in
Engine Electrical.
• Key OFF
• Disconnect EGO 1 sensor wire harness
connector C005 Repair the
• Disconnect ECM wire harness connector C001 shorted circuit
5 Go to Step (6)
• Using a high impedance DVOM check for continuity Refer to Wiring
between EGO 1 connector signal pin A and engine Repairs in
ground Engine Electrical.

Repair the
shorted circuit
between EGO 1 connector signal ground pin C and
as necessary.
6 EGO 1 signal pin A Go to Step (7)
Refer to Wiring
Repairs in
Engine Electrical.


between EGO 1 heater ground pin D and ECM pin Repair the open
7 49 Go to Step (8) EGO heater
ground
8 Go to Step (9) -
ECM.
Go to OBD
System Check
codes.

codes?

DTC 1162-Adaptive Learn Low (LPG) (SPN 520202:FMI 1)
• Heated Oxygen Sensor Fuel System High secondary fuel pressure will
• Check Condition-Engine running cause the system to run rich. A worn fuel mixer,
• Fault Condition-Adaptive multiplier out of range faulty EPR (Electronic Pressure Regulator) may also
greater than -30% cause the system to run rich.
• MIL-ON Fuel Quality A drastic variation in fuel quality (very
high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10
Circuit Description motor fuel grade propane is used.
Air Filter A plugged, damaged or modified air filter
The EGO1 sensor is used to determine if the fuel may cause the system to run rich.
flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses
this information to correct the fuel flow with the
Closed Loop multiplier and Adaptive multiplier. This
fault will set if the adaptive multiplier exceeds the
limits of normal operation. Always run the fuel
system diagnostics before using the following
diagnostic chart.

DTC 1162-Adaptive Learn Low LPG

• The EGO sensor is installed securely and the wire leads
2 not damaged or contacting the secondary ignition wires Go to Step (6) Go to Step (4)
• ECM grounds for being clean and tight.
• Fuel system diagnostic checks
Was a repair made?

• Diagnose any other DTC codes before proceeding with
this chart.
Have any other DTC codes been detected, diagnosed and
repaired?
• Key OFF
Repair the
• Disconnect EGO sensor wire harness connector C005
circuit
as necessary.
• Key ON
• Using a DVOM check for voltage at EGO 1 connector
Wiring Repairs
signal pin A and engine ground
in Engine
Electrical.
• Replace EGO sensor
5 Go to Step (6) -
• Start the engine and operate the vehicle to full operating
temperature Go to OBD
6 System OK

DTC 1165-LPG Catalyst Monitor (SPN 520213:FMI 10)
Conditions for Setting the DTC Diagnostic Aids
• Catalyst Function Always diagnose any other troubles, stored along

• Check condition- Engine running with DTC 420 first. Check for and eliminate any
• Fault condition- EGO 1 signal = EGO 2 signal for exhaust leaks prior to replacing catalyst muffler.
100 updates Look for exhaust leaks at the catalyst muffler inlet
• MIL- On during active fault and for 1 second after and tail pipes. Clear this trouble code after repairing
active fault exhaust leaks, and recheck for code.
• Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to

diagnose problems with the catalyst muffler. When
the signals for EGO 1 & EGO 2 are similar it may
indicate a problem with the catalyst.

DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)
• EPR delivery pressure Always run the fuel system diagnostic pressure
• Check condition-Engine running or cranking check before proceeding with the following
• MIL-ON during active fault diagnostic chart. High secondary fuel pressure due
• Fault condition-EPR actual pressure greater than to a worn or damaged primary or secondary seat
1.5 inches above commanded pressure may cause this fault to set
• Adaptive disabled
• Closed loop disabled
Circuit Description
The EPR (Electronic Pressure Regulator) unit

measures and controls the amount of fuel that is
able to pass to the fuel mixer. This code will set in
the event the actual pressure is 1.5 inches water
pressure higher than the actual commanded
pressure. Adaptive learn is disabled and the MIL
command is ON during this fault.

DTC 1171-EPR Pressure Higher Than Expected
Go to OBD
Section
Did you run the fuel pressure diagnostic test in the fuel
system diagnostic section with no problems found?
Follow the EPR
• Run the EPR pressure test in the fuel system service
diagnostic section recommendation
3 Go to Step (4)
s from the fuel
Did the EPR pass the fuel pressure test specifications? pressure test
chart.
Repair the
• Inspect the EPR electrical connector pins C018 for circuit
damage, corrosion or contamination. as necessary.
4 Go to Step (5)
Refer to wire
section.
• Replace or repair the EPR
5 Go to Step (6) -
6 System OK
DTC1171 check for any stored codes.

DTC 1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)
• EPR delivery pressure Always run the fuel system diagnostic pressure
• Check condition-Engine running or cranking check before proceeding with the following
• MIL-ON during active fault diagnostic chart. Low secondary fuel pressure due
• Fault condition-EPR actual pressure less than to a fuel restriction or faulty regulator may cause this
1.5 inches below commanded pressure fault.
• Closed loop disabled
Circuit Description

able to pass to the fuel mixer. This code will set in
the event the actual pressure is 1.0 inches water
pressure lower than the actual commanded
pressure. Adaptive is disabled and the MIL
command is ON during this fault.

DTC 1172-EPR Pressure Lower Than Expected
Go to OBD
Section
Did you run the fuel pressure diagnostic test in the fuel
system diagnostic section with no problems found?
Follow the EPR
• Run the EPR pressure test in the fuel system service
diagnostic section recommendation
3 Go to Step (4)
s from the fuel
Did the EPR pass the fuel pressure test specifications? pressure test
chart.
Repair the circuit
• Inspect the EPR electrical connector C018 for
as necessary.
damage, corrosion or contamination.
4 Refer to wire Go to Step (5)
harness repair
section.
• Replace or repair the EPR
5 Go to Step (6) -
6 System OK
of DTC1172 check for any stored codes.

DTC 1173-EPR Communication Lost (SPN 520260:FMI 31)
• EPR CAN communication The EPR (Electronic Pressure Regulator) unit

• Check condition-Engine running or cranking measures and controls the amount of fuel that is
• MIL-On during active fault able to pass to the fuel mixer. This code will set in
• Fault condition-No packets received within 500 the event communication with the ECM is lost. The
ms MIL command is on.

DTC 1173-EPR Communication Lost

Go to OBD
Section
• Key ON
Intermittent
• DST (Diagnostic Scan Tool) connected in the system
problem. Go to
data mode
Intermittent
• Clear DTC1173
2 Go to step (3) Problem section in
• Key OFF
the electrical
• Key ON, and attempt to start the engine
section of this
manual.
Does DTC1173 re-set?
• Key OFF
• Disconnect EPR electrical connector C018
• Key ON
• Using a DVOM check for system power between System
3 EPR connector pin 7 and engine ground battery Go to step (7) Go to step (4)
(Be sure to activate relay control ON using the DST voltage
function or check before ECM relay control times out)
Do you have power?

• Check the 10A (F5) fuse
4 Go to step (5) Go to step (6)
Is the fuse open?
• Replace the F5 fuse
5 Go to step (17) _
• Using a DVOM check for system power at power
Repair the open
relay terminal 3 Repair the power
System circuit between
(Be sure to activate relay control ON using the DST relay circuit as
6 battery power relay pin 3
function or check before ECM relay control times out) required
voltage and EPR pin 7
Go to step (17)
Go to step (17)
Do you have power?
Repair the open
• Using a DVOM check for continuity between EPR
ground circuit as
connector pin 6 and engine ground
7 Go to step (8) necessary. Refer
to wiring repairs in
engine electrical
• Key OFF
• Disconnect the EPR connector C018 Repair the open
• Disconnect the ECM connector C001 circuit as
8 • Using a DVOM check for continuity between EPR pin Go to step (9) necessary. Refer
5 and ECM pin 15 to wiring repairs in
engine electrical
Repair the open
Using a DVOM check for continuity between EPR pin 2 circuit as
9 and ECM pin 14 Go to step (10) necessary. Refer
Do you have continuity? to wiring repairs in
engine electrical

Repair the open
• Using a DVOM check for continuity between EPR pin
circuit as
4 and ECM pin 81
engine electrical
Repair the open

circuit as
3 and B+
engine electrical
Repair the open

circuit as
6 and B+
engine electrical
Repair the shorted
• Disconnect DST from the DLC connector C014
to ground CAN
• Using a DVOM check for continuity between engine
circuit as
13 ground and EPR pin 4 Go to step (14)
necessary. Refer
engine electrical
• Replace the EPR

14 Go to step (15) -
• Remove all test equipment and reconnect the DST.

15 Go to step (16) System OK
• Observe the MIL
Does DTC1173 still re-set?
• Replace the ECM

16 Go to step (17) -

17 System OK

DTC 1174-EPR Supply Voltage High (SPN 520260:FMI 3)
• EPR supply voltage This DTC indicates abnormal EPR internal voltages
• Check condition-Engine running or cranking that are not measurable externally. Check the
• MIL-ON during active fault system charging voltage to be sure this DTC and
• Fault condition-internal EPR supply voltage too other over voltage DTCs are not present. Repair the
high charging system if it is found to be out of
• Adaptive disabled specification for high charge voltage. In the event of
• Closed loop disabled multiple code sets, always start the diagnostic repair
with the lowest numerical value DTC first.
Circuit Description

able to pass to the fuel mixer. Pressure readings are
sent over the CAN to the ECM and in return the
ECM sends back a control signal to the EPR to
increase or decrease pressure for precise mixture
control. This code will set if the EPR internal supply
voltage is too high.

DTC 1174-EPR Voltage Supply High
Go to OBD
Section
• Engine running
Repair the
2 • Check the system battery voltage. Go to Step (3)
charging system
Is the charging voltage within specifications?
• Using a DVOM compare the system battery voltage to
the DST display.
3 1 volt Go to Step (4) Go to Step (5)
Is the voltage reading within 1 volt between the two of
them?
• Replace the EPR
4 Go to Step (6) -
• Replace the ECM
5 Go to Step (6) -
6 System OK

DTC 1175-EPR Supply Voltage Low (SPN 520260:FMI 4)
• EPR supply voltage This DTC indicates abnormal EPR internal voltages
• Check condition-Engine running or cranking that are not measurable externally. Check the
• MIL-ON during active fault system charging voltage to be sure this DTC and
• Fault condition-EPR internal supply voltage low other low voltage DTCs are not present. Repair the
• Adaptive disabled charging system if it is found to be out of
specification for low charge voltage. In the event of
multiple code sets, always start the diagnostic repair
Circuit Description with the lowest numerical value DTC first.

able to pass to the fuel mixer. Pressure readings are
sent over the CAN to the ECM and in return the
ECM sends back a control signal to the EPR to
control. This code will set if the internal EPR supply
voltage is low. Adaptive is disabled and the MIL
command is ON.

DTC 1175-EPR Voltage Supply Low

1 - Go to Step (2)
• Engine running
Repair the charging
2 • Check the system battery voltage. Go to Step (3)
system
Is the charging voltage within specifications?
• Key OFF
• Disconnect the EPR electrical connector C018
• Using a DVOM check for power between the EPR
connector pin 7 and engine ground.
• Key ON
• Record the voltage reading.
(Be sure to activate relay control ON using the DST
3 function or check before ECM relay control times out) Go to Step (6) Go to Step (4)
• Using a DVOM check the system battery power

at the battery terminals and record the voltage
reading.
Are the recorded voltage readings within 1 volt of

each other?
Correct the problem
• Inspect the EPR connector and F5 fuse holder as necessary.
terminals for damage corrosion or contamination See wiring harness
4 Go to Step (5)
repair in the
Did you find a problem? electrical section of
this manual
Correct the problem
• Check the power relay circuit. Check the power
as necessary.
relay connections for damage corrosion or
See wiring harness
5 contamination -
schematic in the
electrical section of
this manual
• Key OFF
• Disconnect the ECM connector C001 Repair the poor
• Using a DVOM check the resistance reading EPR power ground
between EPR connector pin 6 and ECM Less circuit. See wiring
6 connector pin 69 and 81. than 0.5 Go to Step (7) harness repair in
(Do not forget to subtract any resistance value that ohms the electrical
may be present in your test cables) section of this
manual
Is the resistance reading less than 0.5 ohms?
• Replace the EPR
7 Go to Step (8) -


etc.
ECM.
8 operating temperature Go to Step (9) System OK
• Observe the MIL
parameters of DTC1175 check for any stored
codes.

• Replace the ECM
9 Go to Step (10) -
etc.
ECM.
10 System OK
codes.

codes?

DTC 1176-EPR Internal Actuator Fault (SPN 520260:FMI 12)
• EPR internal actuator test The EPR (Electronic Pressure Regulator) unit
• MIL-ON during active fault able to pass to the fuel mixer. Pressure readings are
• Fault condition-Failed actuator sent over the CAN to the ECM and in return the
• Adaptive disabled ECM sends back a control signal to the EPR to
control. This code will set if the ECM detects an
internal actuator fault with the EPR. In the event of
with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the
event of this code set.

DTC 1176-EPR Internal Actuator Fault
Go to OBD
Section
• DST connected and in the system data mode.
• Check for any other current or active DTCs
Does the DST show any other codes set?
• Repair any other DTCs set starting with the lowest
DTC number first.
3 Go to Step (4) -
Have the other DTCs set been corrected?
4 Go to Step (5) System OK
• Observe the MIL.

• Replace the EPR
5 Go to Step (6) -
operating temperature. Go to OBD
6 System OK
• Observe the MIL. System Check

DTC 1177-EPR internal Circuitry Fault (SPN 520260:FMI 12)
• EPR internal circuitry test The EPR (Electronic Pressure Regulator) unit
• Fault condition- sent over the CAN to the ECM and in return the
internal circuitry fault in the EPR. In the event of
with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the
event of this code set.

DTC 1177-EPR Internal Circuitry Failure
Go to OBD
Section
DTC number first
3 Go to Step (4) -
4 Go to Step (5) System OK
• Observe the MIL

• Replace the EPR
5 Go to Step (6) -
6 System OK

DTC 1178-EPR Internal Communication Error (SPN 520260:FMI 12)
• EPR internal communication test The EPR (Electronic Pressure Regulator) unit
• Fault condition- sent over the CAN to the ECM and in return the
internal communication error in the EPR. In the
event of multiple code sets, always start the
diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be
replaced in the event of this code set.

DTC 1178-EPR Internal Comm Fault
Go to OBD
Section
• DST connected and in the system data mode.
DTC number first.
3 Go to Step (4) -
etc.
ECM.
4 operating temperature. Go to Step (5) System OK
• Observe the MIL.
codes.

• Replace the EPR
5 Go to Step (6) -
etc.
ECM.
operating temperature. Go to OBD
6 System OK
codes.

codes?

DTC 1512 – Auxiliary Analog PU 1 Low Voltage (SPN 520216:FMI 3)
• Voltage on Aux Analog PU1 is less than 0.2 volts The AUX PU1 is pulled-up to 5 VDC inside the ECM
for longer than 1 second therefore; if OEM input on pin 46 becomes an
• Wiring issue between Vehicle Interface closed-circuit (ground) into the ECU the input will
Connector 1 (VIC 1) and pin 46 at ECM drop near 0 VDC. As a result, the fault is configured
• Wiring issue between VIC 1 and OEM device in the ECU on an AUX PU1 low Voltage state if less
• MIL light on during fault than 0.2v is reached for longer than 1 second.
• Engine Shutdown will occur after 30 seconds
from MIL being illuminated The input into pin 46 on a forklift application is
• The OEM transmission is exceeding the allowed monitoring the transmission temperature. If the OEM
temperature of 125C transmission temperature becomes excessive
(125C) the OEM will provide a ground signal to pin
46. Once the ground signal is provided the engine
will shut down after 1 second.
This fault will occur because (1) The OEM

transmission is exceeding the allowed temperature
(125C) or (2) The wiring in the circuit is shorted to
ground.

DTC 1612-RTI 1 Loss (SPN 629:FMI 31)
ECM
Microprocessor
Ram
Flash
• Adaptive-Disabled for the remainder of the key- will attempt to reset itself in the event this fault is set.
ON cycle The MIL command is on and will remain on until the
code is cleared using the DST.

DTC 1612-RT 1 Loss
Go to OBD
Section
Data Mode problem
2 Go to Step (3)
section
Repair the circuit
Did the power and ground circuits check OK? Repairs in Engine
Electrical.
• Replace ECM
4 Go to Step (5) -
5 System OK

ECM
Microprocessor
Ram
Flash

DTC 1613-RTI 2 Loss
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in System Data Intermittent
Mode problem
2 Go to Step (3)
section
Repair the circuit
Did the power and ground circuits check OK? Repairs in
Engine Electrical.
• Replace ECM
4 Go to Step (5) -
5 System OK

ECM
Microprocessor
Ram
Flash

DTC 1614-RTI 3 Loss
Go to OBD
Section
Intermittent
problem
Data Mode
Intermittent
section
Repair the
circuit as
• Check ECM power and ground circuits necessary.
Engine
Electrical.
• Replace ECM
4 Go to Step (5) -
etc.
ECM.
5 System OK
codes.

codes?

DTC 1615-A/D Loss (SPN 629:FMI 31)
ECM
Microprocessor
Ram
Flash

DTC 1615-A/D Loss
Go to OBD
Section
Mode problem
2 Go to Step (3)
section
Repair the circuit
Did the power and ground circuits check OK? Repairs in Engine
Electrical.
• Replace ECM
4 Go to Step (5) -
5 System OK

DTC 1616-Invalid Interrupt (SPN 629:FMI 31)
ECM
Microprocessor
Ram
Flash
Engine Control Module The ECM has several internal checks that must be
Check Condition-Key on satisfied each time an instruction is executed.
Fault Condition-Internal microprocessor error Several different things can happen within the
MIL-ON microprocessor that will cause this fault. The ECM
Adaptive-Disabled for the remainder of the key-ON will attempt to reset itself in the event this fault is set.
cycle The MIL command is on and will remain on until the

DTC 1616-Invalid Interrupt
Go to OBD
Section
Intermittent
problem
Data Mode
Intermittent
section
Repair the
circuit as
• Check ECM power and ground circuits necessary.
Engine
Electrical.
• Replace ECM
4 Go to Step (5) -
ECM.
Go to OBD
System Check
codes.

codes?

DTC 1625 - J1939 Shutdown Request (SPN 1384:FMI 31)
• Fault signal from OEM device The OEM can connect to the J1939 circuit (CAN
• Check Condition-Engine running circuit) at the customer interface connector 2. The
• MIL-ON terminals are N and P and continue through the
engine wire harness into the GCP(4G) header
connector. The terminals at the GCP(4G) for J1939
are pins 14 and 15. This DTC will set if the OEM
device hooked into terminals N and P at the
customer interface connector commands the engine
to shutdown.

DTC 1626-CAN Tx Failure
• CAN Tx The CAN bus (controller area network) is used by

• Check Condition-Engine running the ECM to communicate with other digital de-vices
• Fault Condition-CAN Tx error 120 packets lost used throughout the fuel system. Information is sent
within 1 second over the CAN bus in digital information “packets”
• MIL-ON that contain information for various control functions.
This fault will set if the ECM de-tects 120 packets
lost within a one second time period. The MIL
command is ON.

DTC 1626-CAN Tx Failure
Go to OBD
Section
Data Mode problem
2 Go to Step (3)
section
Does DTC1626 reset with the engine idling?
• Check that the ECM power connection C019 is
Repair the circuit
clean, tight and in the proper location.
as necessary.
• Check that the ECM ground connection C010 is
Repairs in Engine
Electrical.
Are the power and ground circuits OK?
Repair
• Using a DVOM check for continuity between ECM the shorted circuit
pins 14 and 15 as necessary.
4 Go to Step (5)
Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
Repair the shorted
• Using a DVOM check for continuity to engine to ground circuit
ground on pins 69 and 81 as necessary.
5 Go to Step (6)
Refer to Wiring
Do have continuity to engine ground? Repairs in Engine
Electrical.
Repair the shorted
• Using a DVOM check for continuity to battery to ground circuit
positive on pins 69 and 81 as necessary.
6 Go to Step (7)
Refer to Wiring
Do have continuity them? Repairs in Engine
Electrical.
• Replace the ECM
7 Go to Step (8) -


ECM.
Go to OBD
System Check
codes.

codes?

DTC 1627-CAN Rx Failure (SPN 639:FMI 12)
• CAN Rx The CAN bus (controller area network) is used by

• Check Condition-Engine running the ECM to communicate with other digital devices
• Fault Condition-CAN Rx error 120 packets lost used throughout the fuel system. Information is sent
within 1 second over the CAN bus in digital information “packets”
• MIL-ON that contain information for various control functions.
This fault will set if the ECM detects 120 packets lost
within a one second time period. The MIL command
is ON.

DTC 1627-CAN Rx Failure
Go to OBD
Section
Data Mode problem
2 Go to Step (3)
section
• Check that the ECM power connection C019 is
Repair the circuit
as necessary.
• Check that the ECM ground connection C010 is
Repairs in Engine
Electrical.
Are the power and ground circuits OK?
Repair the shorted
• Using a DVOM check for continuity between ECM circuit as
pins 14 and 15 necessary. Refer
4 Go to Step (5)
to Wiring Repairs
Do you have continuity between them? in Engine
Electrical.
Repair the shorted
• Using a DVOM check for continuity to engine ground to ground circuit
on pin 14. as necessary.
5 Go to Step (6)
Refer to Wiring
Do have continuity to engine ground? Repairs in Engine
Electrical.
Repair the shorted
• Using a DVOM check for continuity to battery positive to ground circuit
on pin 14. as necessary.
6 Go to Step (7)
Refer to Wiring
Do have continuity between them? Repairs in Engine
Electrical.
• Replace the ECM
7 Go to Step (8) -

8 System OK

DTC 1628-CAN Address Conflict (SPN 639:FMI 13)
• CAN Rx The CAN bus (controller area network) is used by

• Check Condition-Engine running the ECM to communicate with other digital devices
• Fault Condition-5 or more address conflict errors used throughout the fuel system. Information is sent
• MIL-ON over the CAN bus in digital information “packets”
that contain information for various control functions.
Individual devices are assigned network addresses.
This fault will set if the ECM detects an address
conflict, such as two devices with the same address.
This is usually not due to an in field failure and may
be the results of “add on” CAN devices

DTC 1628-CAN Address Conflict
Go to OBD
Check?
Section
Intermittent
problem
System Data Mode
Intermittent
section
• Key OFF
Contact the
• Disconnect one CAN device Repeat step 3
CAN device
• Clear DTC 1628 until all CAN
manufacturer
• Key ON (start engine if possible if not continue devices
3 for additional
cranking for at least 3 seconds) have been
CAN address
• Wait 5 seconds disconnected
information
one at a time
Go to Step (4)
Has the CAN device been replaced or address
4 Go to Step (5) -
conflict resolved?
etc.
ECM.
5 System OK
codes.

codes?

DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)
• MIL The Spectrum Fuel system is equipped with OBD

• Check Condition-Key ON engine OFF (On-Board Diagnostics). The system has a dash
• Fault Condition-ECM MIL output shorted to mounted MIL (Malfunction Indicator Lamp). The MIL
ground serves as notification of an emissions related
• MIL Command-ON problem. The MIL also has the ability to flash DTC
codes in what is referred to as the blink code mode.
It will display DTCs that have been stored due to a
possible system malfunction. The following DTC
charts in this manual will instruct the technician to
perform the OBD system check. This simply means
to verify the operation of the MIL. The lamp should
the engine is not running. This feature verifies that
the lamp is in proper working order. If the lamp does
not illuminate with the vehicle key ON and engine
OFF, repair it as soon as possible. Once the engine
is in start or run mode, the lamp should go off. If the
lamp stays on while the engine is in the start or run
mode, a current diagnostic trouble code may be set
or a problem may exist with the MIL electrical wiring.
The electrical schematic above shows the MIL
power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON.
This fault will set if the ECM MIL control is shorted to
ground.

DTC 1644-MIL Control Ground Short

1 - Go to Step (2)
System Data Mode Intermittent
2 Go to Step (3)
• Key ON section
Does DTC 1644 reset?

• Key OFF
• Disconnect the ECM wire harness connector
Intermittent
C001
problem
3 • Using a DVOM check for continuity between Go to Step (4)
Go to Intermittent
ECM connector pin 5 and engine ground
section
Repair the MIL
Repair the shorted control wire short
to ground circuit to ground between
between the ECM the vehicle
4 ECM connector pin 80 and engine ground
connector and interface connector
engine ground. and vehicle
Then go to step (6) chassis.
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
etc.
ECM.
• Observe the MIL
codes.

codes?


etc.
ECM.
7 System OK
• Observe the MIL check
codes.

codes?

DTC 1645-MIL Control Ground Short To Power (SPN 1213:FMI 3)
• MIL check The Spectrum Fuel system is equipped with OBD

• Check Condition-Key ON engine OFF (On-Board Diagnostics). The system has a dash
• Fault Condition-ECM MIL output shorted to mounted MIL (Malfunction Indicator Lamp). The MIL
voltage serves as notification of an emissions related
• MIL Command-ON problem. The MIL also has the ability to flash DTC
codes in what is referred to as the blink code mode.
It will display DTCs that have been stored due to a
possible system malfunction. The following DTC
charts in this manual will instruct the technician to
perform the OBD system check. This simply means
to verify the operation of the MIL. The lamp should
the engine is not running. This feature verifies that
the lamp is in proper working order. If the lamp does
not illuminate with the vehicle key ON and engine
OFF, repair it as soon as possible. Once the engine
is in start or run mode, the lamp should go off. If the
lamp stays on while the engine is in the start or run
mode, a current diagnostic trouble code may be set
or a problem may exist with the MIL electrical wiring.
The electrical schematic above shows the MIL
power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON.
This fault will set if the ECM MIL control is shorted to
voltage.

DTC 1645-MIL Control Ground Short To Power
Go to OBD System
Check Section
Data Mode Intermittent
2 Go to Step (3)
• Key ON section
Does DTC 1644 reset?

• Key OFF
• Disconnect the ECM wire harness connector C001
Intermittent
• Using a DVOM check for voltage between ECM
problem
3 connector pin 80 and engine ground Go to Step (4)
Go to Intermittent
• Key ON
section
Repair the MIL
Repair the shorted control wire
to voltage circuit short to voltage
• Using a DVOM check for voltage between ECM
between the ECM between the
4 connector pin 80 and engine ground
connector and vehicle interface
engine ground. connector and
Then go to step (6) vehicle chassis.
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
ECM.
6 • Observe the MIL System OK Go to Step (5)
codes.

codes?


ECM.
Go to OBD
System check
codes.

codes?

DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)
• Throttle Position Sensor Dual throttle Position Sensors are used within the
• Fault Condition-Actual throttle position is 20% signal voltage based on throttle plate position. TPS
greater than the throttle command 1 will read low voltage when closed and TPS 2 will
• MIL-ON during active fault read high voltage when closed. The TPS 1 and TPS
• Engine shutdown 2 percentages are calculated from these voltages.
commanded. This fault will set if the actual throttle
position is 20% greater than the throttle command.
During this active fault the MIL command is ON and
the engine will shutdown.

DTC 2111-Unable To Reach Lower TPS
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in DBW (Drive
Intermittent
By Wire) test mode
problem
2 • Depress foot pedal until the throttle command is Go to Step (3)
Go to Intermittent
between 63%-68%
section
Is the TPS 1 voltage greater than 2.0 volts?
• Key OFF
• Probe TPS 1 signal pin 6 with a test light connected to
3 battery voltage Go to Step (6) Go to Step (4)
• Key ON
Does DST display TPS 1 voltage less than 0.2 volts?

• Key OFF
4 • Using a DVOM check for voltage between throttle Refer to Wiring Go to Step (5)
connector TPS 1signal pin 6 and engine ground Repairs in
Engine Electrical.
• Replace ECM
5 Go to Step (13) -
• Probe sensor ground circuit at ECM connector C001
with a test light connected to battery voltage
• Key OFF
• Using a DVOM check for continuity between throttle as necessary.
7 connector signal ground pin 2 and ECM signal ground Go to Step (8) Refer to Wiring
circuit pin 20 Repairs in
Engine Electrical.
• Replace ECM
8 Go to Step (13) -
• Check throttle for foreign object in bore
Did you find a foreign object in the bore?
• Remove foreign object
Is the removal complete?

Repair the circuit
• Inspect the throttle wire harness connector terminals
as necessary.
for damage, corrosion or contamination
Repairs in
Engine Electrical.
• Replace throttle
13 System OK

DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)
• Throttle Position Sensor Dual throttle Position Sensors are used within the
• Fault Condition-Actual throttle position is 20% signal voltage based on throttle plate position. TPS
less than the throttle command 1 will read low voltage when closed and TPS 2 will
• MIL-ON during active fault read high voltage when closed. The TPS 1 and TPS
• Engine shutdown 2 percentages are calculated from these voltages.
commanded. This fault will set if the actual throttle
position is 20% less than the throttle command. The
MIL command is ON and the engine will shutdown.

DTC 2112-Unable To Reach Higher TPS
Go to OBD
Section
Intermittent
(Drive By Wire) test mode
problem
2 • Depress foot pedal until the throttle command is Go to Step (3)
Go to Intermittent
63%~68%
section
Is the TPS voltage less than 2.0 volts?
• Key OFF
• Probe TPS 1 signal circuit pin 6 with test light
3 connected to battery voltage Go to Step (4) Go to Step (8)
• Key ON
Is TPS voltage 4.0 volts or greater?

• Check throttle bore for foreign object
• Remove the foreign object
5 Go to Step (11) -
Has the object been removed?
Repair the circuit
• Check the electronic throttle connector terminals for
as necessary.
Repairs in Engine
Electrical.
• Replace throttle
7 Go to Step (11) -
• Key OFF
• Using a DVOM check for continuity between throttle as necessary.
8 connector TPS 1 signal pin 6 and ECM TPS 1 signal Go to Step (9) Refer to Wiring
pin 5 Repairs in Engine
. Electrical.
Repair the shorted
• Using a DVOM check for continuity between throttle to ground circuit
connector TPS 1 signal pin 6 and engine ground as necessary.
9 Go to Step (10)
Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Replace ECM


11 System OK

DTC 2121-FPP 1 Lower Than FPP 2 (SPN 91:FMI 18)
• Foot pedal position sensor 1 and 2 FPP sensors are OEM specific and vary in
• Check Condition-Key ON configuration. The exact wire color and pin numbers
• Fault Condition-FPP1 sensor higher than FPP 2 for the FPP must be verified in the OEM chassis
• MIL-ON wiring schematic. The FPP sensor used in this
• Force idle system provides two sensors in one packaged
• Low rev limit assembly. FPP1 and FPP 2 are not serviceable
individually, and in the event of a failure the
complete FPP assembly must be replaced.
Circuit Description
The foot pedal position sensor uses variable

resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are
FPP 1 is 20% or greater than the FPP 2. The MIL
command is ON. Forced idle and low rev limit are in
effect during this fault limiting full power output.

DTC 2121-FPP 1 Lower Than FPP 2
Go to OBD
Check?
Section
• DST (Diagnostic Scan Tool) connected
and in the system data mode
• Clear DTC 2126
• Start and run the engine to full operating
2 temperature Go to Step (4) Go to Step (3)
• Depress the foot pedal from idle to the
wide open position several times

• Key OFF
• Slowly depress the foot pedal from idle to
the wide open position while observing the Intermittent
FPP1 and FPP 2 calculated percentage problem
3 positions Go to Step (4) Go to
Intermittent
Does the DST display a 20% or more section
difference between FPP1 and FPP2
calculated positions?
• Disconnect FPP sensor connector
• Jump the pins that that lead from the FPP
sensor connector to C012 signal pin K and
Greater than
4 5 volt supply pin M pin 3 Go to Step (5) Go to Step (7)
0.200 volts
Does the DST show FPP 1 voltage above
0.200 volts?
• Inspect the FPP and vehicle interface
connectors for damage corrosion or
required. See wiring
harness repair
section
• Replace the FPP sensor
6 Go to Step (12) -
• Key OFF Repair the
• Disconnect ECM connector C001 open 5 volt
• Using a DVOM check for continuity circuit as
7 Go to Step (8)
between C017 pin 3 and ECM 5 volt pin 19 required. See
wiring harness
Do you have continuity? repair section
Repair the
• Using a DVOM check for continuity
open signal
between C012 signal pin K and ECM
circuit as
8 signal pin 9. Go to Step (9)
required. See
wiring harness
repair section

• Using a DVOM check for continuity Repair the signal

between ECM connector signal pin 9 and shorted to ground
Go to Step
9 engine ground circuit as required.
(10)
See wiring harness
• Inspect FPP connector and ECM
connector pins for damage corrosion or
required. See wiring Go to Step
10 contamination
harness repair (11)
section
• Replace ECM
• Remove all test equipment except the
DST.
fuses, etc.
• Using the DST clear DTC information from
the ECM.
• Start the engine and operate the vehicle to
full operating temperature Go to OBD
12 System OK
driveability
parameters of DTC-2121 check for any
stored codes.
Does the engine operate normally with no

stored codes?

• Foot Pedal Position FPP sensors are OEM specific and vary in
• Check Condition-Key On configuration. The exact wire color and pin numbers
• Fault Condition-FPP1 sensor voltage exceeds for the FPP connection must be verified in the OEM
4.500 volts chassis wiring schematic. The FPP sensor used in
• MIL-On during active fault this system provides two sensors in one packaged
• Forced idle Activated assembly. FPP1 and FPP 2 are not serviceable
complete foot pedal sensor assembly must be
Circuit Description replaced.
The Foot Pedal Position sensor uses a variable

resistor to determine signal voltage based on pedal
position. This fault will set if the FPP 1 voltage
exceeds 4.500 volts for longer than 0.5 seconds. If
the voltage exceeds 4.500 volts the FPP is
considered to be out of specification. The MIL
command is ON. Forced idle will be in effect during
this code set limiting full power output.

DTC 2122 FPP 1 High Voltage
Go to OBD
Section
Data Mode Greater than
4.500 volts
Does the DST display FPP voltage of 4.500 volts or
greater with the foot pedal in the idle position?
Intermittent
• Slowly increase FPP while observing FPP 1 voltage problem
3 Go to step (4) Go to
Does DST FPP voltage ever exceed 4.500 volts? Intermittent
section
• Disconnect the FPP sensor connector
0.200 volts
4 Go to step (5) Go to step (6)
Does the DST now show FPP 1 voltage below 0.200 or less
volts?
• Replace FPP sensor
5 Go to step (10) -
• Key OFF
• Disconnect vehicle interface connector C012 Using a Repair the open
6 DVOM check continuity between connector C012 pin Go to step (7) ground circuit as
L and ECM sensor ground pin 20 required

• Key ON
• Using a DVOM check for voltage between the FPP Repair the
7 connector pin K and engine ground No voltage signal shorted to Go to step (8)
voltage circuit
Repair the
• Inspect ECM and FPP connectors for damage
circuit as
8 required. See Go to step (9)
wire harness
repair section
• Replace ECM
9 Go to step (10) -


10 System OK

• Fault Condition-FPP sensor voltage less than for the FPP connection must be verified in the OEM
0.200 chassis wiring schematic. The FPP sensor used in
• MIL-On during active this system provides two sensors in one packaged
• Low rev limit assembly. FPP1 and FPP 2 are not serviceable
• Force idle individually, and in the event of a failure the
complete foot pedal sensor assembly must be
replaced.
Circuit Description

position. This fault will set if the FPP 1 voltage is
less than 0.200 volts at any operating condition
while the key is on. If the voltage drops below 0.200
volts the FPP is considered to be out of specification.
The MIL command is ON. Forced idle will be in
effect during this code set limiting full power output.

DTC 2123 FPP 1 Voltage Low
Go to OBD
Section
• DST (Diagnostic Scan Tool) connected in System Data
Mode 0.200 volts
or less
Does the DST display FPP 1 voltage of 0.200 volts or less
with the foot pedal in the idle position?
• Slowly increase FPP while observing the FPP 1 Intermittent
voltage problem
3 Go to step (4) Go to
Does the DST ever display FPP voltage below 0.200 Intermittent
volts? section
• Jump the FPP sensor pins at the FPP 1 connector that
Greater
lead to C012 5 volt pin M and signal pin K
4 than 0.200 Go to step (5) Go to step (7)
volts
Does the DST now show FPP 1 voltage above 0.200
volts?
Repair the
• Inspect FPP 1 and C012 connectors for damage
circuit as
wiring harness
repair section
• Replace FPP 1 sensor
6 Go to step (12) -
• Key OFF
• Using a DVOM check for continuity between ECM 5 circuit as
7 volt pin 19 and FPP connector pin that leads to C012 Go to step (8) required. See
pin M wiring harness
repair section
• Using a DVOM check for continuity between ECM Repair the open
signal pin 9 and FPP connector pin that leads to C012 circuit as
8 pin K Go to step (9) required. See
wiring harness
Repair the
• Key ON
signal shorted to
• Using a DVOM check for continuity between ECM
ground circuit as
9 connector signal pin 9 and engine ground Go to step (10)
required. See
wiring harness
repair section

Repair the
• Inspect FPP1, C012 and ECM connectors for damage
circuit as
wiring harness
repair section
• Replace ECM
11 Go to step 12 -
12 System OK

DTC 2126-FPP 1 Higher Than FPP 2 (SPN 91:FMI 16)
• Foot pedal position sensor 1 and 2 FPP sensors are OEM specific and vary in
• Check Condition-Key ON configuration. The exact wire color and pin num-bers
• Fault Condition-FPP 1 20% higher than FPP 2 for the FPP must be verified in the OEM chassis
• MIL-ON wiring schematic. The FPP sensor used in this
• Force idle system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not ser-viceable
Circuit Description complete FPP assembly must be replaced.
The foot pedal position sensor uses variable

resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are
FPP 1 is 20% or more higher that FPP 2. The MIL
command is ON. Forced idle is in effect during this
fault limiting full power output.

DTC 2126 FPP 1 Higher Than FPP 2
Go to OBD
Section
Mode
• Clear DTC 2126
• Start the engine and run to full operating temperature.
• Depress the foot pedal from idle to wide open throttle
several times.

• Key OFF
• Slowly depress the foot pedal from idle to the wide Intermittent
open position while observing the FPP1 and FPP 2 problem
3 calculated percentage positions Go to Step (4) Go to
Intermittent
Does the DST display a 20% or more difference between section
FPP1 and FPP2 calculated positions?
• Disconnect FPP sensor connector
Below
Does the DST now show FPP 1 voltage below 0.200 0.200 volts
volts?
• Replace the FPP sensor
5 Go to Step (10) -
• Key OFF
• Disconnect vehicle interface connector C012 Repair the open
6 • Using a DVOM check continuity between the interface Go to Step (7) ground circuit
connector pin L and ECM sensor ground pin 20 as required

• Key ON
• Using a DVOM check for voltage between the FPP
Repair the
connector that leads to the vehicle interface connector
7 No voltage signal shorted Go to Step (8)
signal pin K and engine ground
to voltage
Repair the
• Inspect ECM and FPP connectors for damage circuit
corrosion or contamination as required.
8 Go to Step (9)
See wire
section
• Replace ECM
9 Go to Step (10) -


10 System OK

• Fault Condition-FPP sensor voltage less than for the FPP must be verified in the OEM chassis
0.500 wiring schematic. The FPP sensor used in this
• MIL-On system provides two sensors in one packaged
• Low Rev Limit assembly. FPP1 and FPP 2 are not serviceable
• Force Idle individually, and in the event of a failure the
Circuit Description

position. This fault will set if the FPP 2 voltage is
less than 0.500 volts at any operating condition
while the key is on. If the voltage drops below 0.500
volts the FPP is considered to be out of specification.
The MIL command is ON. Forced idle will be effect
during this fault limiting power output.

DTC 2127 FPP 2 Voltage Low
Go to OBD
Section
Data Mode Less than
0.500 volts
Does the DST display FPP 2 voltage of less than 0.500
volts with the foot pedal in the idle position?
• Slowly increase the FPP while observing the FPP 2
Intermittent
voltage
problem
3 Go to step (4)
Go to Intermittent
Does the DST ever display FPP voltage below 0.500
section
volts?
• Jump the pins from the FPP sensor connector that
Greater
leads to C012 signal pin J and 5 volt supply pin S
4 than 0.500 Go to step (5) Go to step (7)
volts
Does the DST now show FPP 1 voltage above 0.500
volts?
• Inspect the FPP and C012 connectors for Repair the circuit
damage corrosion or contamination as required. See
5 Go to step (6)
wiring harness
Did you find a problem? repair section
6 Go to step (12) -
• Key OFF
• Disconnect the vehicle interface connector 5 volt circuit
C012 as required.
7 Go to step (8)
• Using a DVOM check for continuity between See wiring
C012 pin S and ECM 5 volt pin 49 harness repair
section
Repair the open

• Using a DVOM check for continuity between C012
signal circuit
signal pin J and ECM signal pin 10
8 Go to step (9) as required. See
wiring harness
repair section
Repair the signal

• Using a DVOM check for continuity between ECM shorted to ground
connector signal pin 10 and engine ground circuit as required.
9 Go to step (10)
See wiring
Do you have continuity? harness repair
section

Repair the circuit
• Inspect FPP connector C012 and ECM connector
as required.
pins for damage corrosion or contamination
10 See wiring Go to step (11)
harness repair
section
• Replace ECM
11 Go to step 12 -
ECM.
Go to OBD
System Check
codes.

codes?

• Foot pedal position sensor 2 FPP sensors are OEM specific and vary in
• Fault Condition-FPP2 sensor voltage exceeds for the FPP must be verified in the OEM chassis
4.800 volts wiring schematic. The FPP sensor used in this
• MIL-On system provides two sensors in one packaged
• Forced idle assembly. FPP1 and FPP 2 are not serviceable
• Low rev limit individually, and in the event of a failure the
Circuit Description

resistor to determine signal voltage based on foot
pedal position. This fault will set if the FPP 2 voltage
exceeds 4.800 volts at any operating condition while
the key is on. If the voltage exceeds 4.800 volts the
FPP is considered to be out of specification. The
MIL command is ON. Forced idle and low rev limit
will be in effect limiting power output during this fault.

DTC 2128 FPP 2 Voltage High
Go to OBD
Section
4.800
Mode
2 volts or Go to Step (3) Go to Step (3)
greater
Does the DST display FPP voltage of 4.800 volts or
greater with the foot pedal in the idle position?
Intermittent
• Slowly increase FPP while observing FPP 2 voltage
problem
3 Go to step (4)
Go to Intermittent
Does DST FPP voltage ever exceed 4.800 volts?
section
Below
4 0.200 Go to step (5) Go to step (6)
Does the DST now show FPP 2 voltage below 0.200
volts
volts?
5 Go to step (10) -
• Key OFF
• Disconnect vehicle interface connector C012 Repair the open
6 • Using a DVOM check continuity between connector Go to step (7) ground circuit
C012 pin R and ECM sensor ground pin 50 as required

• Key ON
• Using a DVOM check for voltage between the FPP Repair the signal
No
7 connector pin J and engine ground shorted to Go to step (8)
voltage
voltage circuit
• Inspect ECM and FPP connectors and pins for Repair the circuit
damage corrosion or contamination as required. See
8 Go to step (9)
wire harness
Did you find a problem? repair section
• Replace ECM
9 Go to step (10) -


10 System OK

DTC 2135: TPS1/2 Simultaneous Voltages Out-of-range (SPN 51:FMI 31)
• Fault Condition-TPS 1 20% higher than TPS2 signal voltage based on throttle plate position. TPS
• MIL-ON for remainder of key on cycle 1 will read lower voltage when closed and TPS 2 will
• Engine shutdown read higher voltage when closed. The TPS 1 and
TPS 2 percentages are calculated from these
fault will set if TPS 1 is 20% (or more) higher than
TPS 2. At this point the throttle is considered to be
out of specification, or there is a problem with the
TPS signal circuit. The MIL command is ON and the

DTC 2135: TPS1/2 simultaneous voltages out-of-range
Go to OBD
Section
Mode problem
2 Go to Step (3)
Go to Intermittent
Does the DST display more than a 20% difference section
between TPS 1 and TPS 2?
• Key OFF
• Key ON
• Change DST mode to DBW (drive by wire) test mode

• Key OFF Repair the TPS 1
• Disconnect ECM wiring harness connector C001 circuit shorted
• Key ON to voltage
4 • Using a DVOM check for voltage between ECM as necessary. Go to Step (9)
connector TPS 1 signal pin 5 and engine ground Refer to Wiring
Repairs in
Do you have voltage? Engine Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at
connector C017
Does DST display TPS 1 voltage over 4.900 volts?
Repair the circuit
• Inspect wire terminals at throttle connector for damage
as necessary.
Repairs in
Any problems found?
Engine Electrical.
7 Go to Step (12) -
• Key OFF
Repair
the open circuit
• Using a DVOM check for continuity between throttle
as necessary.
8 connector TPS 1 signal pin 6 and ECM connector TPS Go to Step (9)
Refer to Wiring
1 signal pin 5
Repairs in
Engine Electrical.
Repair
• Using a DVOM check for continuity between throttle
the open circuit
connector signal ground pin 2 and ECM connector
as necessary.
9 signal ground pin 3 Go to Step (10)
Refer to Wiring
Repairs in
Engine Electrical.

Repair the circuit
• Inspect ECM connector terminals for damage
as necessary.
Repairs in
Any problems found?
Engine Electrical
• Replace ECM
12 System OK

DTC 2229-BP High Pressure (SPN 108:FMI 0)
• Barometric Pressure The BP (Barometric Pressure) is estimated from the

• Check Condition-Key ON TMAP sensor. The barometric pressure value is
• Fault Condition-BP greater than 16 psia used for fuel and airflow calculations. This fault sets
• MIL-ON for active fault in the event the BP value is out of the normal range.

DTC 2229-BP High Pressure
Go to OBD
Section
• Key ON
Intermittent
problem
2 • System Data Mode Go to Step (3)
Go to Intermittent
section
Does DST display MAP pressure of 16 psia or greater?
3 Go to Step (4) -
Is the repair complete?
ECM.
Go to OBD
System Check
codes.

codes?

Definitions Conductor: A material, normally metallic, that
permits easy passage of electricity.
Air Valve Vacuum (AVV): The vacuum signal taken Contaminants: Impurities or foreign material
from below the air valve assembly and above the present in fuel.
throttle butterfly valve. Control Module: One of several informal names for
ADP: Adaptive Digital Processor. a solid state microcomputer which monitors engine
Air/Fuel Ratio: The amount or balance of air and conditions and controls certain engine functions; i.e.
fuel in the air fuel mixture that enters the engine. air/fuel ratio, injection and ignition time, etc. The
Analog Voltmeter: A meter that uses a formal name and the one used throughout this
mechanical needle to point to a value on a scale of manual is ECM, or Engine Control Module.
numbers. It is usually of the low impedance type Converter: A LPG fuel system component
and used to measure voltage and resistance. containing varying stages of fuel pressure regulation
Aromatics: Pertaining to or containing the six- combined with a vaporizer.
carbon ring characteristic of the benzene series. Cryogen: A refrigerant used to obtain very low
Found in many petroleum distillates. temperatures.
Backfire: Combustion of the air/fuel mixture in the Current: The volume or flow of electrons through a
intake or exhaust manifolds. A backfire can occur if conductor. Measured in amperes or amps.
the intake or exhaust valves are open when there is DBW: Drive By Wire
a mistimed ignition spark. Dedicated Fuel System: A motor fuel system de-
Benzene: An aromatic (C6H6). Sometimes blended signed to operate on only one fuel type.
with gasoline to improve anti-knock value. Benzene Diaphragm: A thin, flexible membrane that
is toxic and suspected of causing cancer. separates two chambers. When the pressure in one
Bi-Fueled: A vehicle equipped to run on two fuels. chamber is lower than in the other chamber, the
Blow-By: Gases formed by the combustion of fuel diaphragm will move toward the side with the low
and air, which ordinarily should exert pressure only pressure.
against the piston crown and first compression ring. Diaphragm Port: The external port located at the
When rings do not seal, these gases escape or fuel inlet assembly and connected to the vacuum
“blow by” the side of the piston into the crankcase. chamber above the air valve diaphragm.
BTU: British Thermal Unit. A measurement of the DLC: Data Link Connector.
amount of heat required to raise the temperature of DTC: Diagnostic Trouble Code
1lb. of water 1 degree F. DST: Diagnostic Scan Tool.
Butane: An odorless, colorless gas, C4H10 found in DVOM: Digital Volt/ohm Meter. A meter that uses a
natural gas and petroleum. One of the five LP gases. numerical display in place of a gauge and is usually
CAFE: Corporate Average Fuel Economy. of the high impedance type.
CARB: California Air Resources Board. ECT: Engine Coolant Temperature.
Carbon Monoxide (CO): A chemical compound of a ECM: Electronic Control Module
highly toxic gas that is both odorless and color-less. ECOM: A DLC cable supporting CAN and serial
Carburetor: An apparatus for supplying an internal- communication with a G430FE/EControls ECM.
combustion engine a mixture of vaporized fuel and EFI: Electronic Fuel Injection. A fuel injection sys-
air. tem, which uses a microcomputer (ECM) to
Cathode Ray Tube: A vacuum tube in which determine and control the amount of fuel, required
cathode rays usually in the form of a slender beam by, and injected into, a particular engine.
are projected on a fluorescent screen and pro-duce EGO: Exhaust Gas Oxygen, used to describe a
a luminous spot. sensor. Also known as “HEGO” (Heat Exhaust Gas
Circuit: A path of conductors through which Oxygen) sensor, “O2” or “Oxygen sensor.
EGR: Exhaust Gas Recirculation.
electricity flows.
EPA: Environmental Protection Agency: A regulating
Closed Loop Operation: Applies to systems utiliz-
agency of the Federal government which, among
ing an oxygen sensor. In this mode of operation,
other duties, establishes and enforces automotive
the system uses oxygen sensor information to
emissions standards.
determine air/fuel ratio. Adjustments are made
Ethanol: Grain alcohol (C2H5OH), generally
accordingly and checked by comparing the new
produced by fermenting starch or sugar.
oxygen sensor to previous signals. No stored in-
Evaporative Emissions Controls: An automotive
formation is used.
emission control system designed to reduce
CNG: Compressed Natural Gas.
hydrocarbon emissions by trapping evaporated fuel
CKP: Crankshaft Position Sensor
vapors from the fuel system.
CMP: Camshaft Position Sensor

Excess Flow Valve: A check valve that is caused to ILEV: Inherently Low Emission Vehicle.
close by the fuel when the flow exceeds a pre- Impedance: A form of opposition of AC electrical
determined rate. current flow (resistance) measured in ohms.
FTV: Fuel Trim Valve. Insulation: A nonconductive material used to cover
FFV: Flexible Fuel Vehicle. wires in electrical circuits to prevent the leakage of
Firing Line: The portion of an oscilloscope pattern electricity and to protect the wire from corrosion.
that represents the total amount of voltage being Intercept: An electrical term for a type of splice
expended through the secondary circuit. where the original circuit is interrupted and
FMVSS: Federal Motor Vehicle Safety Standards. redirected through another circuit.
FPP: Foot Pedal Position Sensor Knock: Sound produced when an engine’s air/fuel
Fuel Injector: a spring loaded, electromagnetic mixture is ignited by something other than the spark
valve which delivers fuel into the intake manifold, in plug, such as a hot spot in the combustion chamber.
response to an electrical input from the control Also caused by a fuel with an octane rating that is
module. too low and/or incorrect ignition timing. Also called
Fuel Lock: A solenoid-controlled valve located in detonation or ping.
the fuel line to stop the flow when the engine stops Lambda Sensor: A feedback device, usually
or the ignition switch is off. located in the exhaust manifold, which detects the
Gasohol: 10 percent ethanol, 90 percent gasoline. amount of oxygen present in exhaust gases in
Often referred to as E-10. relation to the surrounding atmosphere. (See
Gasoline: A motor vehicle fuel that is a complex HEGO).
blend of hydrocarbons and additives. Typical octane LDV: Light Duty Vehicle.
level is 89. Lean Mixture: An air to fuel ratio above the
GCP(4G): Spectrum III (90-pin) ECM. stoichiometric ratio; too much air.
Greenhouse Effect: A scientific theory suggesting LEV: Low Emission Vehicle.
that carbon dioxide from the burning of fossil fuels is Limp-in or Limp Home: A mode where the ECM
causing the atmosphere to trap heat and cause or a component has failed, but the vehicle re-mains
global warming. operational although the engine may operate
HC: Hydrocarbon. An organic chemical compound. minimally. This term may also describe the
HD 10: A fuel of not less than 80% liquid volume drivability characteristics of a failed computer
propane and not more than 10% liquid volume system.
propylene. Liquid Petroleum Gas (LPG): A fuel commonly
HD 5: A fuel of not less than 90% liquid volume known as propane consisting mostly of propane
propane and not more than 5% liquid volume (C3H8), derived from the liquid components of
propylene. natural gas stripped out before the gas enters the
HDV: Heavy Duty Vehicle. pipeline, and the lightest hydrocarbons produced
Heavy Ends: A term used to describe the build up during petroleum refining. Octane level of LPG is
of wax-like impurities that fall out of LPG when 107.
vaporized. LPG: Liquified Petroleum Gas.
HEGO: Heated Exhaust Gas Oxygen, used to de- M85: A blend of gasoline and methanol consisting of
scribe a sensor. Also known as “EGO” (Exhaust 85% methanol and 15% gasoline.
Gas Oxygen sensor), “O2” or “Oxygen sensor. Measurements of Pressure: 1 PSI=2.06” Hg
Hg: Chemical symbol for the element mercury. Used (mercury) = 27.72” H2O (water column). At sea level
in reference to a measure of vacuum (inch-es of Hg). atmospheric pressure is 29.92” Hg.
Histogram: The graphical version of a table which Methanol: Known as wood alcohol (CH3OH), a light,
shows what proportion of values fall into specific volatile, flammable alcohol commonly made from
categories over a specific period of time. natural gas.
Hydrocarbon: A chemical compound made up of MIL: Malfunction Indicator Lamp.
hydrogen and carbon (HC). Gasoline and almost Misfire: Failure of the air/fuel mixture to ignite during
all other fuels are hydrocarbons. the power stroke.
Hydrostatic Relief Valve: A pressure relief device Mixer: Fuel introduction device that does not include
installed in the liquid LPG hose on a LPG fuel a throttle plate.
system. MFI: Multiport Fuel Injection. A fuel injection system
IAT: Intake Air Temperature that uses one injector per cylinder mounted on the
Ideal Mixture: The air/fuel ratio at which the best engine to spray fuel near the intake valve area of
compromise of engine performance to exhaust combustion chamber.
emissions is obtained. Typically 14.7:1. MSV: Manual Shut-Off Valve. Refers to the
Ignition Reserve: The difference between available manually operated valve on the LPG tank.
voltage and the required voltage.

MTBE: Methyl Tertiary Butyl Ether. Oxygenate add Pressure Regulator: A device to control the pres-
to gasoline to reduce harmful emissions and to sure of fuel delivered to the fuel injector(s).
improve the octane rating. Primary Circuit: The low-voltage or input side of the
Multi-fuel System: A motor fuel system designed to ignition coil.
operate on two different fuels, such as LPG and Propane: An odorless and colorless gas, C3H8,
gasoline. found in natural gas and petroleum.
Natural Gas: A gas formed naturally from buried Psia: pounds per square inch absolute
organic material, composed of a mixture of PTV: Pressure Trim Valve
hydrocarbons, with methane (CH4) being the Reactivity: Refers to the tendency of an HC in the
dominant component. presence of NOX and sunlight to cause a smog-
NGV: Natural Gas Vehicle. forming reaction. The lighter the HC, the lower
NOX: See Oxides of Nitrogen. reactivity tends to be.
OBD: On Board Diagnostic Regulator: An assembly used to reduce and con-
Octane Rating: The measurement of the antiknock trol the pressure of a liquid or vapor.
value of a motor fuel. Resistance: The opposition to the flow of current in
OEM: Original Equipment Manufacturer, the vehicle an electrical circuit. Measured in ohms.
manufacturer. Rest Pressure: Fuel pressure maintained within the
Open-Loop: An operational mode during which system after engine shutdown.
control module memory information is used to Rich Mixture: An air to fuel ratio below the
determine air/fuel ratio, injection timing, etc., as stoichiometric ratio; too much fuel.
opposed to actual oxygen sensor input. SAE: Society of Automotive Engineers.
Orifice: A port or passage with a calibrated opening Secondary Circuit: The high-voltage output side of
designed to control or limit the amount of flow the ignition coil.
through it. SEFI or SFI: Sequential Electronic Fuel Injection or
Oscilloscope: An instrument that converts voltage Sequential Fuel Injection.
and frequency readings into traces on a cathode ray Sensors: Devices that provide the control module
tube (also see Cathode Ray Tube). with engine information as needed to properly
Oxides of Nitrogen: Chemical compounds of control engine function.
nitrogen bonded to various amounts of oxygen Spark Line: The portion of an oscilloscope pattern
(NOX). A chief smog forming-agent. that represents the time during which the air/fuel
Oxygen Sensor: An automotive fuel system that mixture is being burned in the combustion chamber.
produces a signal in accordance with the oxygen Splice: An electrical term for the joining of two or
content of the exhaust gas. (See Lambda Sensor). more conductors at a single point.
Oxygenate: Oxygenates (such as MTBE, ethanol Stoichiometric Ratio: An ideal fuel/air ratio for
and methanol) added to gasoline to increase the combustion in which all of the fuel and most of the
oxygen content and therefore reduce exhaust oxygen will be burned.
emissions. Sulfur Oxides: Chemical compounds where sulfur
Ozone: A radical oxygen module (O3) that is found is bonded to oxygen produced by the combustion of
in the upper atmosphere and filters out ultraviolet gasoline or any other fuel that contains sulfur. As
radiation from the sun. Ground level ozone is formed sulfur oxides combine with water in the atmosphere
by NOX, during the formation of photo-chemical to form sulfuric acid.
smog. System Pressure: The fuel pressure maintained in
Particulates: Microscopic pieces of solid or liquid the system during normal engine operation.
substances such as lead and carbon that are Tap: An electrical term for a type of splice where the
discharged into the atmosphere by internal original circuit is not interrupted.
combustion engines. TBI: Throttle Body Injection. Any of several injection
Positive Crankcase Ventilation (PCV): An auto- systems that have the fuel injector(s) mounted in a
motive emission control system designed to reduce centrally located throttle body.
hydrocarbon emissions by routing crank-case fumes Throttle Body: Controls engine RPM by adjusting
into the intake manifold rather than to the the engine manifold vacuum to the mixer. Consists
atmosphere. of a housing shaft, throttle liner and butterfly valve.
Power Derate: A mode of reduced engine power TLEV: Transitional Low Emission Vehicle.
output for the purposes of protecting engine TMAP: Combined Air Inlet and Manifold Pressure
components during a failure or malfunction. Sensor.
Pressure Differential: The differential between Toluene: A liquid aromatic hydrocarbon C7H8.
atmospheric pressure and intake manifold (referred TPS: Throttle Position Sensor.
to as vacuum) pressure. TSB: Technical Service Bulletin.
ULEV: Ultra Low Emission Vehicle.

USB: Universal Serial Bus. A plug or interface sup-
plied on most personal computers.
Vaporization: A process in which liquid changes
states into gas.
Venturi Air Valve Vacuum (VAVV): An amplified air
valve vacuum signal coming from the venturi area of
the mixer, directly exposed to airflow before the
addition of vaporized LPG.
Volt/ohmmeter (VOM): A combination meter used
to measure voltage and resistance in an electrical
circuit. Available in both analog and digital types.
May also referred to as AVOM and DVOM.
Voltage: The electrical pressure that causes current
to flow in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit
when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a
value on a scale of numbers usually of the low
impedance type; used to measure voltage and
resistance.
VSS: Vehicle Speed Sensor
Xylene: C6H4 (CH3)2. Any of three toxic, flammable,
and oily isomeric aromatic hydrocarbons that are
dimethyl homologues of benzene and usually
obtained from petroleum or natural gas distillates.
ZEV: Zero Emission Vehicle.

Service Manual: G P (E) LP/Dual Fuel Engine

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SB4426E00

G20P-5, G25P-5, G30P-5, G33P-5, G35C-5

Torque Specifications....................................... 15 Crankshaft and Cylinder Block ........................ 68

G424P(E) Service Manual 1 Index

G424P(E) Service Manual 2 Index

G424P(E) Service Manual 3 Index

G424P(E) Service Manual 4 Index

G424P(E) Service Manual 5 Index

G424P(E) Service Manual 7 Chapter 1. General Information

G424P(E) Service Manual 8 Chapter 1. General Information

Forklift Model G(C)20/25/30/33P-5, G35C-5

g/kWh 310 351

G424PE Engine Emission - EPA Certification Levels

(ISO8178 C2-7 MODE)

G424P(E) Service Manual 9 Chapter 1. General Information

G424P(E)-LP Engine BSFC Curve:

G424P(E) Service Manual 10 Chapter 1. General Information

G424P(E)-GAS Engine BSFC Curve:

G424P(E) Service Manual 11 Chapter 1. General Information

Oil pan and oil pump

Item Standard value Limit Item

G424P(E) Service Manual 12 Chapter 1. General Information

G424P(E) Service Manual 13 Chapter 1. General Information

G424P(E) Service Manual 14 Chapter 1. General Information

Water pump pulley bolts 8.9 7

Cylinder head and valves

G424P(E) Service Manual 15 Chapter 1. General Information

G424P(E) Service Manual 16 Chapter 1. General Information

G424P(E) Service Manual 17 Chapter 1. General Information

Form-in-Place Gasket (FIPG)

Removal of FIPG Sealed Parts

Cleaning FIPG Application Surface

G424P(E) Service Manual 18 Chapter 1. General Information

Tool Number Name Use

800398 Moment wrench Adjustment of timing belt tension

800400 Leak-down tester Leak-down tester of lash adjuster

800402 Air bleed wire Air bleed of lash adjuster

Supporting of the lash adjuster to prevent it from falling

800404 Sprocket stopper Supporting counterbalance shaft sprocket

800405 End yoke holder

Holding camshaft sprocket when loosening or torquing

800407 Tension pulley wrench Adjustment of timing belt tension

G424P(E) Service Manual 19 Chapter 1. General Information

Camshaft oil seal

Cylinder head bolt

Valve steam seal

800397 Oil pan remover Removal of oil pan

800413 Plug wrench

Removal and installation of front case cap plug

800414 Plug wrench retainer

Silent shaft bearing

Silent shaft bearing

Silent shaft bearing

Crankshaft front oil

G424P(E) Service Manual 20 Chapter 1. General Information

Crankshaft front oil

Installation of crankshaft rear oil seal

Crankshaft rear oil

G424P(E) Service Manual 21 Chapter 1. General Information