P-314: Poor Fuel Consumption P-318: Engine Stalls at Low RPM
P-314: Poor Fuel Consumption P-318: Engine Stalls at Low RPM
P-314: Poor Fuel Consumption P-318: Engine Stalls at Low RPM
P-320: Noise Coming From Cylinder 3. Install new parts where necessary. Broken locks
. . can cause the valve to fall into the cylinder. This will
NOTE: This is NOT an electronic system problem. cause severe damage.
Refer to the Systems Operation, Testing & o
Adjusting Manual for additional information on the 4. Check lubrication in valve compartment. There
following tests. must be a strong flow of oil at high engine idle rpm,
. but only a small flow of oil at low rpm. Oil passages
Probable Root Causes: must be clean, especially those that send oil to the
* Low quality fuel cylinder head.
+ Incorrect fuel injection timing calibration 5. Refer to P-321: To Much Valve Lash. Adjust
) according to the topic, Valve Lash in the Systems
* Faulty Rack Solenoid Operation, Testing & Adjusting Manual.
* Improper valve train operation or valve train noise 6. Replace the valve(s) and adjust according to the
(clicking) topic, Valve Lash in the Systems Operation, Testing
« Damage to valve spring(s) or locks & Adjusting Manual.
+ Not enough lubrication 7. Plunger may be stuck, repair as required.
T h vale lash Refer to the Systems Operation, Testing &
¢ Toomuchvalve las Adjusting Manual.
+ Damage to valve(s) 8. Reconditioning of cylinder head is required. Adjust
« Damaged camshaft lobe according to the topic, Valve Lash in the Systems
« Little or no valve lash, worn valve seat or face of Operation, Testing & Adjusting Manual.
valve
Perform the following tests in order:
1. Check for a fuel supply problem. Refer to P-339:
Engine Has A Fuel Supply Problem.
2. Damage to valve spring(s). Replace damaged
parts. Damage to camshaft. Replace damaged
parts. Clean engine valve train thoroughly. Replace
damaged valve lifters. Inspect camshaft lobes for
damage. Look for valves that do not move freely.
Adjust according to the topic, Valve Lash in the
Systems Operation, Testing & Adjusting Manual.
Refer to P-322: Valve Rotocoil Or Spring Lock Is
Free.
P-321: Too Much Valve Lash P-322: Valve Rotocoil Or Spring Lock Is
NOTE: This is NOT an electronic system problem. Free
Refer to the Systems Operation, Testing & NOTE: This is NOT an electronic system problem.
Adjusting Manual for additional information on the Refer to Systems Operation, Testing & Adjusting
following tests.
Manual for additional information on the following tests.
Probable Root Causes:
Probable Root Causes:
« Not enough lubrication
« Cracked inlet valve Rotocoil
+ Rocker arm worn at face that contacts bridge
+ Broken spring locks
« Bridges for valves worn/incorrect adjustment
+ Broken valve spring(s)
« End of valve stem worn
+ Broken valve
* Worn cams on camshaft
Perform the following tests in order:
« Loose or broken rocker shaft retaining bolt
1. Determine cause of engine overspeed that would
Perform the following tests in order: crack Rotocoil.
1. Check lubrication in valve compartment. There 2. Install new parts where necessary. Broken locks
must be a strong flow of oil at high engine idle rpm, can cause the valve to fall into the cylinder, and will
but only a small flow at low rpm. Oil passages must cause severe damage.
be clean.
3. Install new valve spring(s).
2. If there is too much wear, install new parts or rocker
4. Replace valve and other damaged parts.
arms. Adjust valve lash according to topic, Valve
Lash in the Systems Operation, Testing & Adjusting
Manual.
3. Adjust or replace bridges as necessary.
4. If there is too much wear, install new parts. Adjust
valve lash according to topic, Valve Lash in the
Systems Operation, Testing & Adjusting Manual.
5. If there is too much wear, adjust valve lash
according to topic, Valve Lash in the Systems
Operation, Testing & Adjusting Manual.
6. Clean engine valve train thoroughly. Check
camshaft for wear. Check for free movement of
valves or bent valve stem. Adjust according to the
topic, Valve Lash in the Systems Operation, Testing
& Adjusting Manual.
7. Check valve lash. Check for free movement of
valves or bent valve stems. Install a new camshaft.
Adjust according to the topic, Valve Lash in the
Systems Operation, Testing & Adjusting Manual.
8. Repair or replace rocker shaft retaining bolt as
required.
+ Failure of bearing for connecting rod or damaged 1. Inspect each cooler and replace or repair faulty oil
crankshaft cooler.
Perform the following tests in order: 2. Check cylinder liner projection. Install a new
cylinder head gasket and new water seals in the
1. Attempt to isolate the source of the noise. If spacer plate. Tighten the cylinder head bolts
suspected, remove and inspect engine accessories. according to the Specifications Manual.
Repair or replace as necessary. Refer to the
Engine System Operation Testing & Adjusting
Manual.
2. If noise may be coming out of cylinder head, check
for damage to camshaft or valve train components.
Replace damaged parts. Clean engine valve train
thoroughly.Check for valves that do not move freely.
Adjust according to the topic, Valve Lash in the
Systems Operation, Testing & Adjusting Manual.
Refer to P-320: Noise Coming From Cylinder.
3. Install new parts where necessary.
4. Inspect the connecting rod bearings and the
bearing surfaces (journals) on the crankshaft. Install
new parts where necessary.
Perform the following tests in order: « Failure of any of the oil cooler cores
« Failure of cylinder head gasket or water seals
1. Remove the valve cover. Remove the fuel supply
and fuel return line from cylinder head. Cap fuel « Crack in cylinder head
return connector and apply 700 kPa (100 psi)
* Cracked or broken cylinder liner
maximum air pressure to fuel supply connector.
Check for fuel leakage. If leakage is present, it will « Crack in cylinder block
be necessary to remove unit Install new O-Ring Perform the following tests in order:
seal.
1. Install a new oil cooler core. Drain crankcase and
refill with clean lubricant. Install new oil filters.
2. Check cylinder liner projection. Install a new
cylinder head gasket and new liner water seals in
the spacer plate. Tighten the bolts that hold the
cylinder head according to the Specifications
Manual.
3. Check for cracks in cylinder head. Repair or replace
as required.
4. Check for cracked liners. Replace cracked cylinder
liners.
5. Repair or replace cylinder block.
P-327: Fuel Dilution Of Lubrication Oil P-328: Engine Has Early Wear
NOTE: This is NOT an electronic system problem. NOTE: This is NOT an electronic system problem.
Refer to Systems Operation, Testing & Adjusting Refer to Systems Operation, Testing & Adjusting
Manual for additional information on the following Manual for additional information on the following
tests. tests.
Probable Root Causes: Probable Root Causes:
+ Leaking fuel seals « Dirt in lubrication oil
« Leaking fuel seals on cylinder head adapters * Airinlet leaks
+ Gross unit nozzle tip leakage or breakage + Fuel leakage into lubrication oil
« Cracked fuel supply manifold * Low Oil Pressure
« Fuel transfer pump seal leaking with plugged weep Perform the following tests in order:
hole
1. Remove dirty lubrication oil. Install new filters. Put
Perform the following tests in order. clean oil in the engine. Check oil filter bypass valve
for a weak or broken spring.
1. Inspect for signs of damage to fuel seals, replace if
required. 2. Inspect all gaskets and connections. Repair if leaks
2. Inspect for signs of damage to cylinder head fuel
are found.
seals, replace if required. 3. This will cause high fuel consumption and low
engine oil pressure. This condition may also
3. Inspect for signs of unit damage, replace as
increase the oil level in the crankcase.
required.
Refer to P-327: Fuel Dilution Of Lubrication Oil.
4. Inspect for signs of fuel supply manifold damage,
4. Refer to P-329: Engine Has Low Oil Pressure.
replace if required.
5. Repair or replace fuel transfer pump.
P-329: Engine Has Low Oil Pressure Perform the following tests in order.
P-331: Engine Coolant Is Too Hot P-332: Exhaust Temperature Is Too High
NOTE: This is NOT an electronic system problem. NOTE: This is NOT an electronic system problem.
Refer to Systems Operation, Testing & Adjusting Refer to Systems Operation, Testing & Adjusting
Manual for additional information on the following Manual for additional information on the following
tests. tests.
Probable Root Causes: Probable Root Causes:
« High Coolant Temperature Warning (CID-FMI) * Incorrect fuel injection timing calibration
110-00 The engine is running, the Coolant
« Low air inlet system pressure
Temperature Sensor reading is greater than or
equal to 103°C (217°F) for two seconds, the Engine « Exhaust system has a restriction
Monitoring mode is not Off, Code 232-03 (+5V Perform the following tests in order:
Supply Above Normal) or Code 232-04 (+5V Supply
Below Normal) is not active and Codes 110-03 or 1. Connect an Electronic Service Tool and check for
110-04 are not active. If Caterpillar Engine Speed timing error.
Monitoring is programmed to WARNING: Warning 2. Check pressure in the air inlet manifold. Check for
Lamp comes on. airinlet leaks. Look for restrictions at the air cleaner.
* Heat Exchanger Check for leaks between exhaust manifold and
turbocharger. Repair or replace as necessary.
* Low coolant level in system
3. Check for exhaust restrictions. Repair as
« Combustion gases in coolant necessary.
« Incorrect fuel injection timing calibration
« Faulty water temperature regulators (thermostats)
or temperature gauge
« Faulty jacket water coolant pump or seawater pump
+ Too much load on the system
Perform the following tests in order:
1. Clean obstructions in the heat exchanger plates.
2. Add coolant to cooling system. Check for leaks.
3. Inspect coolant for presence of bubbles. Use an
Electronic Service Tool and check for Speed timing
error.
4. Check water temperature regulators for correct
operation. Check temperature gauge operation.
Inspect jacket water or sea water pump impeller
vanes for damage or erosion. Repair as necessary.
5. Reduce the load.
P-333: Oil At The Exhaust P-339: Engine Has A Fuel Supply Problem
NOTE: This is NOT an electronic system problem. NOTE: This is NOT an electronic system problem.
Refer to Systems Operation, Testing & Adjusting Refer to Systems Operation, Testing & Adjusting
Manual for additional information on the following Manual for additional information on the following
tests. tests.
Probable Root Causes: Probable Root Causes:
« Turbocharger seal ring failure Low Fuel Level
« Too much oil in the valve compartment Poor Fuel Quality
* Worn valve guides Unit Priming Problem
+ Worn piston rings Low Supply Pressure
Perform the following tests in order: Fuel Supply Circuit
1. Check inlet manifold for oil and repair the Perform the following tests in order:
turbocharger if necessary.
1. Visually check fuel level (do not rely on fuel gauge
2. Verify the dowel is installed in the left bolt hole of only).
the rocker shaft. 2. In temperatures below 0°C (32°F), check for
3. Reconditioning of the cylinder head is required. congealed fuel (wax). Refer to SEBD0717, Diesel
Fuels And Your Engine. Check fuel tank for
4. Inspect and install new parts as required. foreign objects which may block the fuel supply.
. Check for fuel line restrictions and repair or replace
as required. Refer to the Systems Operation,
Testing & Adjusting Manual.
. Monitor exhaust for smoke while cranking. If smoke
is not present there may be a fuel supply problem.
. Check for air in the low pressure fuel supply system.
Purge air from the low pressure fuel supply circuit
with the hand priming pump and cranking the
engine in 30 second cycles, pausing at least 2
minutes between cranking cycles to allow the
starting motor to cool. Loosen low pressure fuel line
fitting on inlet to pressure regulating valve and hand
prime again if air in fuel continues. Also, use of a
sight glass in the low pressure supply line can be
helpful in diagnosing air in the fuel.
. Check fuel pressure after the filter in the supply
circuit during cranking. Refer to the Specifications
manual for correct pressure values. If pressure is
low, check for plugged fuel filters. If pressure still
low, repair or replace fuel transfer pump, fuel
transfer pump coupling, and fuel pressure
regulating valve as needed.
. Check for air in the low pressure fuel supply system
after replacing filters, working on the low pressure
fuel supply circuit or replacing unit Racks. Check
fuel pressure after the filter in the supply circuit
during cranking. Refer to the Specifications
manual for correct pressure values. If pressure is
low, check for plugged fuel filters. If pressure still
low, repair or replace fuel transfer pump, fuel
transfer pump coupling, and fuel pressure
regulating valve as needed.
'w
« Battery Voltage
Perform the following tests in order: Low Boost '—j—‘
e
1. Turn keyswitch OFF and check ECM Connector 5
J14/P14, and associated wiring for damage,
abrasion, corrosion or incorrect attachment. Refer Transmission Warning
to P-501: Inspecting Electrical Connectors for 5| T _‘_‘j
v
details.
2. Turn keyswitch ON, engine OFF. If the indicator
lamp does not illuminate for five seconds measure Diagnostic Lamp
e
the voltage at the lamp socket when power is first 10 -._j
applied. The voltage should be between 22.0 and
27.0 VDC for a 24 Volt system. If the voltage is in Run Stop Lamp
range replace the bulb.
17|
3. Measure the voltage between pin-1 (+Battery) and
pin-21 (-Battery) at ECM Connector J14/P14. The
voltage should be between 11 and 13 VDC for a 12 Low Coolant Level _j—
Volt system and between 22.0 and 27.0 VDC for a 12| |
24 Valt system. If the voltage is out of range Refer L v
to P-346: Electrical Power Supply to the ECM. To -Battery Bus Bar
4. Connect a jumper wire between the suspect lamp
driver of ECM Connector J14/P14 and -Battery or
+ Battery. If the lamp illuminates the circuit is "
functioning normally but the ECM is not grounding Indicator 3111’ 531’ Jumper
the lamp. Refer to P-346: Electrical Power Supply
to the ECM. Low Oil Pressure Pin-4 Pin-11 -Batt
High Coolant Pin-15 Pin-4 -Batt
Temp
P-342: Switch Fault . Use a Digital Volt Meter and measure the
resistance between the -Battery Connection at the
Probable Root Causes: switch and a known good -Battery Connection in the
NOTE: For details regarding wiring harness Refer to same location (another switch -Battery Connection).
Engine Electrical Schematic. The resistance should be less than 10 Ohms. If the
resistance is greater than 10 Ohms there is an open
Wiring circuit in the -Battery connection to the switch.
Faulty Switch . Make a jumper 4 inches long (100 mm) and short
across the switch contacts so the wire is connected
Electronic Control Module
to he -Battery Bus Bar. Monitor the switch status on
Perform the following tests in order: an electronic Service Tool. If the switch status
changes with the short installed replace the switch.
1. Turn keyswitch OFF and check ECM Connector
If the status does not change measure the voltage
J14/P14, and associated wiring for damage,
at the J31 Customer Connector. Use signal reading
abrasion, corrosion or incorrect attachment. Refer
probes to monitor the voltage. Connect the positive
to P-501: Inspecting Electrical Connectors for
probe to the suspect J31 input and the negative
details.
probe to the -Battery Bus Bar. The voltage should
. Make a jumper long enough to reach from the be less than 0.9 VDC. If the voltage is not less than
-Battery Bus Bar to the J31 Customer Connector. 0.9 VDC ensure the -Battery connection to the
Strip the insulation from both ends and put a switch is a direct connection to the -Battery Bus Bar
Deutsch socket on one end and a terminal that will in the engine room. If the voltage reading is
connect to the -Battery Bus Bar on the other end. fluctuating the wire form the switch to the J31
Connect the wire form the Engine Room -Battery Customer Connector has an open circuit. Replace
Bus Bar to the suspect pin on the J31 connector. the wire.
Connect an Electronic Service Tool to the Service . Use a Digital Volt Meter and measure the
Tool Connector and go to the Display Status
resistance between the suspect J31 input and
Screen. Remove and insert the jumper wire while
-Battery J14 pin-21, the resistance should be
monitoring the Electronic Service Tool. The
greater than 10 Ohms. Wiggle the harness during
Electronic Service Tool should indicate a change in
measurement to reveal an intermittent condition. If
the switch status. the resistance is less than 10 Ohms there is a short
To monitor the Trolling Input:
to -Battery. Repair as required. Measure the
Turn the Keyswitch to the ON position Engine OFF.
resistance between the suspect J31 Customer
Monitor the Desired Engine Speed on the Display Connector and the ECM connector J14. The
Status Screen. Connect the -Battery Bus Bar to the
resistance should be less than 10 Ohms. If the
J31 Customer Connector pin-20, ensure the
resistance is greater than 10 Ohms there is an open
throttles are at Low Idle. Move the Throttles, the circuit in the wire. Repair as required.
Desired Engine Speed should change from the
programmed low idle to the maximum trolling . Make a jumper long enough to reach from the
speed. The Desired Engine Speed must be within -Battery Bus Bar to the J14 ECM Connector. Strip
30 rpm of low idle to go in or out of trolling. the insulation from both ends and put a Deutsch
To monitor Slow Vessel Mode: socket on one end and a terminal that will connect
Turn the Keyswitch to the ON position, Engine OFF. the -Battery Bus Bar on the other end. Connect the
Move the throttles to low idle. Connect the -Battery wire from the Engine Room -Battery Bus Bar to the
Bus Bar to the J31 Customer Connector pin-21 and suspect pin on the J14 ECM Connector. Turn the
monitor the Desired Engine Speed. The Desired Keyswitch to the ON position, engine OFF. Use
Engine Speed should change from the programmed signal reading probes to measure the voltage at the
low idle to 550 rpm. J14 ECM Connector. Connect the positive probe to
To monitor Engine Shutdown: the suspect J14 input and the negative probe to J14
Turn the Keyswitch to the ON position, Engine OFF. pin-21. The voltage should be less than 0.9 VDC. If
Observe the Run/Stop parameter on the Electronic the voltage is less than 0.9 VDC the ECM is not
Service Tool. When the J31 pin-14 is connected to reading the switch input. Refer to Section 2: ECM
the -Battery Bus Bar the Run/Stop status should Replacement Procedure.
read STOP.
If the Electronic Service Tool indicates a switch Switch J31 J14
status change there is a problem in the wiring from
Trolling Input Pin-31 Pin-6
the J31 Customer Connector to the switch. Go to
step 3. If the Electronic Service Tool does NOT Slow Vessel Pin-20 Pin-7
indicate a switch status change go to step 5.
Engine Shutdown Pin-14 Pin-21
P-343: Engine Synchronize Switch Not Operate the PORT throttle and observe the Desired
Functioning Properly Engine Speed on Both ECM's. The PORT and
STBD Desired Engine Speed should be equal and
Probable Root Causes: change equally while the PORT throttle is being
moved. If the throttles are not equal, measure the
NOTE: For details regarding wiring harness Refer to
resistance between the suspect J31 Customer
the Engine Electrical Schematic.
Connector and ECM connector J14 pin-17. The
* Vessel Wiring resistance should be less than 10 Ohms, if the
resistance is greater than 10 Ohms there is an open
« Faulty Switch
circuit in the wire. Repair the open circuit.
« Electronic Control Module
« Faulty Display Indicator If the throttles are not equal measure the voltage at
the ECM J14 Connector. Connect the positive
Perform the following tests in order: probe to the suspect J14 input and the negative
1. Turn keyswitch OFF and check ECM Connector probe to J14 pin-21. The voltage should be less
J14/P14, Customer Connector J31/P31 and than 0.9 VDC. If the voltage is less than 0.9 VDC
associated wiring for damage, abrasion, corrosion the ECM is not reading the switch input. Replace
or incorrect attachments. Refer to P-501: the ECM. Refer to Section 2: ECM Replacement
Inspecting Electrical Connectors for details. Procedure.
2. Remove the Engine Synchronization Inputs
If the voltage is greater than 0.9 VDC check the -
(431 pin-1and J31 pin-2) from the J31Customer
Battery connection to the -Battery Bus Bar. Refer to
Connector for the PORT and STBD ECM. Section 1: Station Grounding requirements.
3. Connect an Electronic Service Tool to the J13
Service Tool Connector. Turn the keyswitch to the . Connect the jumper wire from the Engine Room
ON position, engine OFF. Move the throttles and -Battery Bus Bar to the J31 Customer Connector
monitor the Desired Engine Speed for both engines. pin-2 on the PORT connector and connect the other
They should change independently of each other. If wire from the Engine Room -Battery Bus Bar to the
they do not change independently refer to P-504: J31 Customer Connector pin-1 on the STBD
Throttle Position Sensor. If the Desired Engine connector.
Speed for both engines changes independently
place both PORT and STBD Desired Engine Turn the keyswitch to the ON position, engine OFF.
Speeds within 50 rpm of each other. Operate the STBD throttle and observe the Desired
Engine Speed on Both ECM’s. The PORT and
4. Make two jumper wires long enough to reach from STBD Desired Engine Speed should be equal and
the -Battery Bus Bar to the J31 Customer change equally while the STBD throttle is being
Connector. moved. If the throttles are not equal, measure the
resistance between the suspect J31 Customer
Strip the insulation from each wire and crimp a Connector and ECM connector J14 pin-36. The
Deutsch socket on one end of the wire and a resistance should be less than 10 Ohms, if the
terminal that will connect to the -Battery Bus Bar on resistance is greater than 10 Ohms there is an open
the other end. circuit in the wire. Repair the open circuit.
Connect the wire from the Engine Room -Battery If the throttles are not equal measure the voltage at
Bus Bar to the J31 Customer Connector pin-1 on the ECM J14 Connector. Connect the positive
the PORT connector and connect the other wire probe to the suspect J14 input and the negative
from the Engine Room -Battery Bus Bar to the J31 probe to J14 pin-21. The voltage should be less
Customer Connector pin-2 on the STBD connector. than 0.9 VDC. If the voltage is less than 0.9 VDC
the ECM is not reading the switch input. Replace
Turn the keyswitch to the ON position, engine OFF. the ECM. Refer to Section 2: ECM Replacement
Procedure.
6. Use a 9U7330 Digital Multimeter and measure the 11. Make a jumper long enough to reach from the
resistance between the - Battery connection at the -Battery Bus Bar to J14 ECM Connector. Strip the
switch and a known good -Battery Bus Bar insulation from both ends and put a Deutsch socket
connection in the same location (another switch on one end and a terminal that will connect to the
-Battery connection). The resistance should be less -Battery Bus Bar on the other end.
than 10 Ohms. If the resistance is greater than 10
Ohms there is an open circuit to the -Battery Connect the wire fro the Engine Room -Battery Bus
connection to the switch. Bar to the suspect pin on the J14 ECM Connector.
7. Make a jumper 4 in long and short across the switch
contacts so the wire is connected to the -Battery Turn the keyswitch to the ON position, engine OFF.
Bus Bar. Monitor the Desired Engine Speed on an
Electronic Service Tool. If the Desired Engine Use signal reading probe to measure the voltage at
Speeds change with the short installed, replace the the J14 ECM Connector. Connect the positive
switch. If the Desired Engine Speed does not probe to the suspect J14 input and the negative
change, measure the voltage at the J31 Customer probe to J41 pin-21 (-Battery). The voltage should
Connector. be less than 0.9 VDC. If the voltage is less than 0.9
VDC the ECM is not reading the switch input.
Use signal reading probes to monitor the voltage Replace the ECM. Refer to Section 2: ECM
and connect the positive probe to the suspect J31 Replacement Procedure.
input and negative probe to the -Battery Bus Bar. Port
The voltage should be less than 0.9 VDC. If the J31 Customer
Connector
voltage is greater than 0.9 VDC be sure the
- Battery connection to the switch is a direct SynciP 1 t: 1
syneip2 |2 Syne Switch
connection to the -Battery Bus Bar in the engine
room. If the voltage is greater than 0.9 VDC check
the -Battery connection to the -Battery Bus Bar.
Refer to Section 1: Station Grounding
requirements.
Battery Bus Bar
8. If the voltage reading is fluctuating the wire from the SynciP1 > 1
switch to the J31 connector has an open circuit. SynciP2 2
Replace the wire.
9. Use a 9U7330 Digital Multimeter and measure the
resistance between the suspect J31 input and the
ECM Connector J14 pin-21 (-Battery). The
resistance should be greater than 10 Ohms. Wiggle SYNCH 1 SYNC 2 THROTTLE
the harness during measurement to reveal an P14 pin-17 | P14 pin-36
intermittent condition. If the resistance is less than
P31 pin-1 P31 pin-2
10 Ohms there is a short to the -Battery connection.
Repair as required. -Batt Open Primary
10. Measure the resistance between the suspect J31
Open -BATT Secondary
Customer Connector and the ECM Connector J14
connection. The resistance should be less than 10 Open Open Primary
Ohms. If the resistance is greater than 10 Ohms
there is an open circuit in the wire. Repair as
required.
If the voltage is greater than 0.9 VDC check the
-Battery connection to the -Battery Bus Bar. Refer
to Section 1: Station Grounding requirements.
P-344: Cannot Communicate Over The 4. Turn the keyswitch to the ON position, engine OFF.
CAT DATA Link Use signal reading probes to verify the display
modules are receiving the correct voltage
Probable Root Causes:
EMS |CMS |GPS [EVIM
NOTE: For details regarding wiring harness Refer to
+Battery| Pin 1| Pin1 B+ B+
Engine Electrical Schematic.
« Faulty Electrical Connectors -Battery| Pin2 | Pin2 B- B-
* Incorrect Wiring EMS, CMS, GPSIM, EVIM, and the Engine Vision
« Battery Voltage Display should be receiving 24 VDC (+/-3 VDC). Verify
proper installation of the CAT Data Link wires on
* Open/Short in wiring harness
BOTH ECM's.
Faulty Modules
EMS | CMS |GPS | EVIM
Perform the following tests in order:
CDL Data+ |Pin5 | Pin23 | D+ D+
1. Turn keyswitch OFF and check ECM Connector
J14/P14, Customer Connector J31/P31, Service CDL Data- | Pin 14| Pin24 | D- D-
Tool Connector J13 and associated displays and
The CAT Data Link wires should be installed properly.
wiring for damage, abrasion, corrosion or incorrect
attachment. Ensure the Battery connections at the If the Data Link wires are properly installed proceed to
Battery posts are firmly connected and free of next step. If the Data Link Wires are improperly
corrosion. Refer to P-501: Inspecting Electrical installed repair as required.
Connectors for details. 5. Turn the keyswitch to the OFF position. Disconnect
. Verify that an error message is being displayed. the ECM connector Disconnect the EMS Main
The Main EMS unit or CMS Display displays an Module connector and CMS Connector, if installed.
error message randomly, OR the EMS tachometer Disconnect the EIVM and GPSIM, if installed. Set
displays an EE message randomly (the unit may an ohmmeter on the 20k Ohm scale and measure
operate properly for some period of time), OR the resistance between the CAT Data Link terminals
The Engine Vision Display displays an ERROR at the ECM connector. Wiggle the harness during
message under all gauges (the unit may operate measurements to reveal an intermittent short.
properly for some period of time), or the Engine
Vision Diagnostic and/or maintenance screens are ECM CAT CAT
not functioning properly and WAITING FOR ECM CONNECTORS DATA+ DATA-
RESPONSE is displayed. If any of these symptoms, P31 Pin9 Pin 19
are present the problem is NOT in the ECM or P2 Pin9 Pin 3
display modules. The problem is likely in the vessel P2 Pin9 Pin3
wiring. Proceed to the next step. If any of the
symptoms are not present proceed to step 4. Continue checking the following pin combinations:
. Turn the keyswitch to the OFF position. Install a CAT DATA+ to -Battery
140-2588 Data Booster on each engine ECM if not CAT DATA- to -Battery
already done. CAT DATA+ to +Battery
NOTE: If Engine Vision is installed on the vessel, CAT DATA- to +Battery
the 140-2588 Data Booster may need to be should CAT DATA+ to Analog Ground (Sensor Common)
be installed on both ECM's. CAT DATA- to Analog Ground (Sensor Common)
Check for shorts on both the PORT and STBD
The display modules should be working properly displays. Wiggle the harness during measurements
with the 140-2588 Data Booster installed. If NOT to reveal an intermittent short. The resistance
Verify that there are good connections on the CAT should be more than 20k Ohms for each
Data Link wires. If OK, temporarily install another measurement. If the resistance measures greater
data cable run using 143-5018 cable. The than 20k Ohms proceed to next step. If the
combined length should not exceed 30 m (100 ft) resistance measures less than 20k Ohms there is a
STOP. short in the harness or connectors. Repair as
required.
To EVIM
Parts Required Quantity Description 9-Pin Socke
5P2321 4 Spade Terminal Plug
878735 1 9-Pin Plug Connector +Battery }—* A
:-— B
-Battery < c
+Dat 3-—I__< P
-Data L Sm [ F
G
H
J
P-346: Electrical Power Supply to The ECM 2. Use a 9U7330 Digital Multimeter and insert Signal
Reading Probes to measure the voltage between
Probable Root Causes: P14 pin-1 (+Battery) and P14 pin-21 (-Battery).
Crank the engine. The voltage should be between
NOTE: For details regarding wiring harness Refer to 22.0 and 27.0 VDC with the keyswitch ON and
Engine Electrical Schematic. above 6 VDC while cranking. If the voltage is in
range STOP. If the voltage is out of range proceed
« Faulty Electrical Connectors
to next step.
< Incorrect Vessel Wiring . Measure no-load battery voltage at the battery
« Open/Short in wiring harness posts. Load test the batteries using the 4C4911
Battery Load Tester. Refer to the Special
« Battery Voltage Instruction SEHS9249, and Special Instruction
« Battery To ECM Below Normal (CID-FMI) 168-01 SEHS7633 for further assistance. The no-load
The Battery Voltage is below 10 VDC for a 12 VDC voltage at the batteries should be at least 22.0 VDC
system for 60 seconds or below 20 VDC for a 24 and the batteries should pass the load test. If the
VDC system for 60 seconds.|f the voltage voltage is in range the wiring or components
disappears the engine will shut down. between the batteries and the ECM are preventing
voltage from reaching the ECM. Refer to the Vessel
« Intermittent or Low Battery (CID-FMI) 168-02 Service manual for instruction on how to
Indicates the battery circuit to the ECM has either
troubleshoot the vessel wiring harness.If the voltage
an intermittent or low battery condition while the
is out of range replace the batteries STOP.
engine is running. If Battery voltage disappears
without returning, the ECM will not log this . Turn keyswitch OFF. Build a bypass circuit using a
diagnostic code and the engine will shut down.The 14 AWG wire. Connect the battery end of the
engine may experience engine rpm burps, bypass DIRECTLY to the battery post. Remove
intermittent and/or complete shu downs while the pin-1 (+Battery) and pin-21 (-Battery) from P14
conditions causing this diagnostic code are present. (ECM connector). Insert the other end of the bypass
The CID-FMI may be viewed on the display into P14 pin-1 (+Battery) and pin-21 (-Battery).
modules or an Electronic Service Tool. It is logged Install the temporary switch in the operator
only if the engine is running. compartment. It will take place of the normal ignition
switch during testing. After the tests are complete,
Perform the following tests in order: restore all wiring to the original condition. If the
1. Turn keyswitch OFF and check ECM Connector symptoms disappear with the bypass installed, but
J14/P14, Customer Connector J31/P31, Service reappear when it is removed, the problem is in the
Tool Connector J13 and associated wiring for vessel wiring supplying power to the ECM.
damage, abrasion, corrosion or incorrect Unit Wiring Bypass Diagram
attachment. Refer to P-501: Inspecting Electrical
Connectors for details. ONIOFF
(20) Amp Rating
15 AMP FUSE
(+ Battery
To P14 pin-1
By E—
L. L)
P-347: Engine Has A Low Coolant Level . If the complaint is Coolant Level always reads
LOW, disconnect the Coolant Level Sensor from
Probable Root Causes: the harness. Observe the coolant level status on the
* Leak in the cooling system Electronic Service Tool Display Status screen.
Install a jumper from P7 pin-B (Sensor Common) to
« Water pump seals P7 pin-C (Coolant Level). The Coolant Level status
« High engine operating temperature should change from LOW to OK with the jumper
installed and change from OK to LOW with the
« Improper sensor installation jumper removed. If the status changes from LOW to
« Electrical Connectors and Wiring OK, replace the Coolant Level Sensor.
« Wiring Harness OPEN/SHORT . Turn keyswitch OFF. Disconnect the Sensor at
connector P7. Set an ohmmeter on the 200 Ohm
« Electronic Control Module scale and measure the resistance from P14 pin-26
« Low Coolant Level Warning 111-01. The engine has (Coolant Level) to P7 pin-C. Measure the resistance
been running for at least 30 seconds and the from P14 pin-30 (Digital Sensor Return) to P7 pin-B.
Coolant Level Sensor has indicated the absence of Measure the resistance from P14 pin-35 (Digital
fluid for at least ten seconds. The CID-FMI may be Sensor +8 V) to P7 pin-A. Resistance should read
viewed on the display modules or an Electronic less than 2 Ohms through the wires. If the
Service Tool. It is logged in memory except as resistance reads greater than 2 Ohms There is an
noted. The ECM will activate the warning lamp. open circuit in the harness. Repair as required.
Perform the following tests in order: . Turn keyswitch OFF, disconnect J14/P14. Set an
ohmmeter on the 20k Ohm scale and measure the
1. Perform a visual inspection of the cooling system. resistance from P14 pin-35 (+8 V) to P14 pin-26
Refer to System Operation Test and Adjustment (Coolant Level). Measure the resistance from P14
Manual for more details. pin-26 (Coolant Level) to P14 pin-30 (Sensor
2. Inspect water pump seals, a small amount of Common), and P14 pin-26 (Coolant Level) to the
coolant leakage across the surface on the “face -Battery Bus Bar. Resistance should measure more
type” seals is normal, and required to provide than 20k Ohms through the wires. If the resistance
lubrication for this type of seal. A hole is provided in measures less than 20k Ohms there is a short
the water pump housing to allow this coolant/seal circuit in the wiring harness. Repair as required.
lubricant to drain from the pump housing. 9. Turn keyswitch OFF. Turn keyswitch to the ON
Intermittent leakage of small amounts of coolant position, engine OFF. Using Signal Reading Probes
from this hole is not an indication of water pump measure the voltage at P14 pin-35 (+8 V) to P14
seal failure. Replace the water pump seals only if a pin-30 (Sensor Common). The voltage should be
large amount of leakage, or a constant flow of 8.0 £ 0.4 VDC. If the voltage is out of range refer to
coolant is observed draining from the water pump P-346: Electrical Power Supply to the ECM.
housing. Refer to Disassemble and Assemble, for a
10. Remove J14 pin-26 (Coolant Level Signal). Make a
complete description of replacement of the water
jumper wire long enough to reach from J14 pin-35
pump seals.
(Analog Sensor Common) to the J14 pin-26
3. Turn keyswitch OFF. Check ECM Connector (Coolant Level Signal). Strip the insulation from
J14/P14, Coolant Level Sensor Connector P7/J7 both ends of the wire and attach a Deutsch socket
and wiring for damage, abrasion or corrosion. Refer on one end and a terminal that will connect to the
to P-501: Inspecting Electrical Connectors for Analog Sensor Common. NOTE: Do not disconnect
additional information. All connectors, pins, sockets the Analog Sensor Common from the J14
should be completely mated and free of corrosion, Connector. Use a signal reading probe to access
abrasion or pinched points. the Analog Sensor Common. Turn the keyswitch to
4. Turn keyswitch OFF. the ON position, engine OFF. Use signal reading
Connect an Electronic Service Tool to the Service probes to measure the voltage at the J14 ECM
Tool Connector (J13). Turn keyswitch to the ON connector. Connect the positive probe to the
position, engine OFF. Monitor the Coolant Level on suspect J14 pin-26 and the negative probe to J14
the Display Status Screen. pin-21. The voltage should be less than 0.9 VDC. If
5. If the complaint is Coolant Level always read OK, the voltage is less than 0.9 VDC the ECM is not
disconnect the Coolant Level Sensor from the reading the switch input. Replace the ECM. Refer
harness. Observe the coolant level status on the to Section 2: ECM Replacement Procedure. If the
Electronic Service Tool Display Status screen. If the voltage is greater than 0.9 VDC refer to the station
status changes from OK to LOW replace the grounding requirements in Section 1: System
Coolant Level Sensor. Overview.
P-350: Engine Has A High Transmission P-351: Engine Has A High Transmission
Oil Temperature Oil Pressure
NOTE: This is NOT an electronic system problem. NOTE: This is NOT an electronic system problem.
Refer to Systems Operation, Testing & Adjusting Refer to Systems Operation, Testing & Adjusting
Manual for additional information on the following Manual for additional information on the following
tests. tests.
Probable Root Causes: Probable Root Causes:
* Transmission Oil Temperature (CID-FMI) 177-00. High Transmission Oil Pressure (CID-FMI) 127-00.
The Transmission Oil Temperature Sensor reading The Transmission Oil Pressure signal voltage is
is greater than or equal to 102°C (216DEG F) for above normal operating range for five seconds and
five seconds and the engine has been running from no transmission oil pressure sensor faults are active
30 seconds and a transmission temperature sensor The fault and event is logged (if the engine has
fault is not ACTIVE.The fault and Event is logged been running for at least 30 seconds).
and the warning lamp is illuminated.
Programmable Parameters
+ Oil leaks Stuck Relief Valve
* Too much oil in the valve compartment
Perform the following tests in order:
Perform the following tests in order:
1. Connect an Electronic Service Tool to the Service
1. Find all oil leaks. Repair as required. Tool Connector and view the Customer Specified
2. Remove extra oil. Find where extra fluid comes Parameters screen. Transmission Qil Pressure can
from. Repair as required. be programmed TO ANY VALUE from 700 to 2716
3. Check fi ricti in the relief val kPa (100 to 338 psi). The oil pressure gauge on the
- Check for restrictions in the relief valve. CMS will flash when any of the warning segments
4. Check for high coolant temperature. are ON.
Refer to P-331: Engine Coolant Is Too Hot. 2. Make sure that the pressure level set by the
5. Inspect and install new parts as required.Refer to Electronic Service Tool for the Customer Specified
the OEM for your vessel transmission. Parameters is within a reasonable operating range.
Adjust the range measurement if applicable.
3. The relief valve is stuck open, Refer to the OEM
for your vessel transmission.
P-374: Engine Speed Switch Crank 2. Check the diode connections between terminal 8
Terminate and 10. Replace the diode as necessary. Refer to
the engine wiring schematic. If the diode is OK
NOTE: For detailed wiring information refer to the proceed to next step.
engine wiring schematic. 3. Disconnect all wires from terminal 10 and recheck
the voltage. The voltage should be 0 VDC. If the
voltage is in range (0 VDC) there is a problem with
Tools Needed the unit wiring. Refer to Q'he engine wiring
schematic for your engine. If the voltage is
6V800 Digital Multimeter greater than 0 VDC replace the Engine Speed
or Switch.
4. Slowly increase the input frequency (Adjust the
6V7070 Heavy-Duty Digital Multimeter Crank Terminate Pot slowly counterclockwise) until
- terminal 10 is at + Battery with respect to terminal 5.
875200 | Signal Generator/Counter Group This step will energizer %e hourm?eter after crank
4C6534 Harness terminate speed has been reached. The frequency
should be between 703 and 793 Hz (between 375
N and 425 rpm).If the frequency is in range, proceed
Probable Root Causes: to next step.) If the frequenc)y( is incorrgct i
« Incorrect Voltage recalibrate the ESS. Refer to P-376: Engine
F y Overspeed Switch Calibration.
+ Faulty Diode
5. Check the voltage between the hourmeter
* Hourmeter terminals. The voltage should be between 22.0 and
+ Relay 27.0 VDC. For a 24 VDC system and between 10.5
. . and 13.5 for a 12 VDC system. If the voltage is in
+ Engine Speed Switch range proceed to step 7. If the voltage is out of
range proceed to next step.
5% REWMR@OM CRANK O 6. Chec;k the continuity on the hourmgter between
0 O @ terminal A on the Hourmeter and pin-10 on the
verEY | sPEED ESS. Check the continuity on the Hourmeter
2 between terminal B and -Battery. If the continuity
%; checks OK replace the hourmeter. If the continuity
. does not check OK repair the connection
between the terminals.
7. Slowly reduce the input frequency (adjust the Crank
Terminate Pot slowly clockwise) until terminal 10 is
at 0 VDC with respect to terminal 5. The frequency
should be less than 20 Hz (11 rpm). If the frequency
is in range the crank terminate is OK. If the
frequency is out of range replace the ESS.
Perform the following tests in order:
1. Ensure the hour meter is connected during the
crank terminate test to provide a load to the ESS.
Adijust the crank terminate pot clockwise several
turns, set the frequency of the 8T5200 Signal
Generator/Counter Group to 0 Hz and use a Digital
Volt Meter to measure the voltage on ESS terminals
10 and terminal 5, measure the voltage at terminal
11 and terminal 5. The voltage should be 0 VDC at
terminal 10 and +Battery at terminal 11. If the
voltage at terminal 11 is less than + Battery there is
a problem with the wiring harness. Repair as
required. If the voltage at terminal 10 is not 0 VDC
proceed to next step. If the voltage is in range
proceed to step 4.
P-375: Engine Speed Switch Overspeed . Slowly increase the input frequency (Adjust the
Test crank terminate pot clockwise) until terminal 7 is at
+Battery with respect to terminal 5 and terminal 8 is
at +Battery with respect to terminal 5.
Tools Needed The overspeed LED should illuminate when the
6V800 Digital Multimeter frequency is increased above the overspeed
setting. The frequency should be 4750 to 4850 Hz
or (2526 to 2574 rpm). If the frequency is incorrect of
the LED did not illuminate Recalibrate the ESS.
6V7070 Heavy-Duty Digital Multimeter
Refer to P-376: Engine Overspeed Switch
875200 Signal Generator/Counter Group Calibration.
. Set the Frequency (Adjust the crank terminate pot
4C6534 Harness
counterclockwise) to 0 Hz. The overspeed LED
should remain illuminated and terminal 7 should be
Probable Root Causes: at +Battery with respect to terminal 5 and terminal 8
should be at +Battery with respect to terminal 5. If
* Incorrect Voltage
the frequency is out of range replace the ESS. If the
* Wiring voltages check OK proceed to next step.
* Relay . Depress the reset button on the ESS.The
overspeed LED should be OFF and terminal 7
« Engine Speed Switch
should be 0 VDC with respect to terminal 5, and
Perform the following tests in order: tumoral 8 should be at +Battery with respect to
terminal 5. If the voltages are in range proceed to
1. Set the frequency of the 875200 Signal Generator/
next step. If the voltages are NOT in range replace
Counter Group to 3800 plus or minus 50 Hz.
the engine speed switch.
NOTE: The frequency may be set anywhere above
Crank Terminate (between 706 and 800 Hz) and 6. Increase the frequency (Adjust the crank terminate
below the overspeed setting (between 4850 and pot clockwise) above 4800 Hz (2548 rpm) until the
4750 Hz). Measure the voltage on terminal 7 and LED illuminates.
terminal 5. Measure the voltage on terminal 8 and NOTE: During normal operation (less than 4800 Hz)
terminal 5. The voltage at terminal 7 should be the relay should be normally closed and the LED
0VDC. The voltage at terminal 8 should be must be OFF. When an overspeed is detected
+Battery. If terminal 8 is out of range there is a (greater than 4800 Hz) and the LED illuminates, the
problem with the unit wiring. If terminal 7 is in range relay must open terminals 87A and 30.
proceed to step 3. If terminal 7 is out of range The relay should open when the overspeed LED on
proceed to next step. the front face of the ESS illuminates. If the relay
functions properly proceed to step 8. If the relay
does not function properly proceed to next step.
@ 75% RESETOVER\@/OVER
CRANK OIL
@ . Check the continuity between terminal 7 of the ESS
and terminal 85 of the relay (SR1). Check continuity
vswv sFEED
between terminal 5 of the ESS and terminal 86 of
the relay (SR1). If the continuities check OK
replace the relay. If the continuity does not check
OK inspect the relay connections and repair as
required.
”?nj]fifljnuj]wfl
7
. Check the connection to the Speed Sensor
Magnetic Pick UP. Check terminal 2, 3, and 4 of the
ESS for proper connections. If the connections are
OK, refer to Section 5:P-514 Engine Speed
2. Disconnect all wires from terminal 10 and recheck Sensor. If the connections are NOT OK repair as
the voltage. The voltage at terminal 7 should be required.
0 VDC. If the voltage at terminal 7 is 0 VDC there is
a problem with the wiring. If the voltage is out of
range, refer to P-376: Engine Overspeed Switch
Calibration.
P-376: Engine Overspeed Switch 3. Run engine at 75% of overspeed setting rom. Make
Calibration reference to the Speed Specification Chart.
. With the engine at 75% of overspeed setting rpm,
Probable Root Causes: push the VERIFY button and hold in. Turn O.S
« Incorrect Voltage adjustment potentiometer in the direction of MAX
ARROW (clockwise) slowly until the LED overspeed
* Wiring light illuminates. The Engine will shut down since
* Relay the speed switch is connected to the fuel shutoff
solenoid.
« Engine Speed Switch
. To reset speed switch, push in reset button.
Perform the following tests in order: 6.
. Slowly turn O.S. Adjustment potentiometer
1. Remove lockwire and seal from seal screws. approximately one turn clockwise and repeat Steps
Remove seal screw from access hole for overspeed 3,4, and 5.
adjustment screw. NOTE: More adjustment may be needed to get the
2. Use a small screwdriver and lightly turn O.S correct setting. Turn adjustment potentiometer
adjustment potentiometer twenty turns in the clockwise to increase speed setting and
direction of the MAX ARROW (clock wise). counterclockwise to decrease speed setting. Turn
NOTE: The overspeed adjustment screw is made adjustment potentiometer very slowly only a small
so that it can not cause damage to the amount at a time until adjustment is correct.
potentiometer or be removed if the adjustment 7. When the speed setting is correct install seal screw
screw is turned too much. for overspeed adjustment hole and install lockwire
and seal.
P-377: Engine Speed Switch Crank NOTE: The crank terminate adjustment screw is
Terminate Calibration made so that it can not cause damage to he
potentiometer or may be removed if the adjustment
Probable Root Causes: screw is turned too much.
« Incorrect Voltage 3. Turn C.T adjustment potentiometer twelve turns in
the direction of MAX ARROW (clockwise) for an
« Wiring
approximate crank terminate setting;.
* Relay 4. . Start engine and make a note of the speed at which
« Engine Speed Switch the hourmeter energizes. See the chart for the
correct crank terminate speed.
Perform the following tests in order: NOTE: If setting is not correct repeat steps 5 and 6.
1. Remove lockwire and seal from seal screws. If setting was correct go to step 7.
Remove seal screw from access hole for overspeed 5. Stop engine and turn adjustment potentiometer
adjustment screw. (clockwise to increase and counterclockwise to
2. Use a small screwdriver and lightly turn C.T decrease) crank terminate speed.
adjustment potentiometer twenty turns in the 6. Start and make a note of the speed at which the
direction of the MAX ARROW (clock wise). hourmeter energizes. If needed, make small
adjustments until the crank terminate speed is
correct.
7. Install seal screw for crank terminate adjustment
hole and install lockwire and seal.
o Cranking
Overspeed Setting (7\7 e/‘r,ifo \)lerspeed Termination
Y Setting
Typical Mag " Mag Pickup Mag
Ifieth Rated Engine Pickup SEneg;rée Frequency Engine Pickup
Model Ring Engine Speed Frequency (r‘;’)m) (Hz) Speed Frequen
Speed (rpm) (Hz) . NOTE B: (rpm) cy (Hz)
Gear (rpm) NOTE C: NOTEA: | anac: NOTE C:
3408/ 2550+ 400
3412 113 2300 2% 480050 1910 3600 +25 753+47
P-378: Rack Position Sensor Calibration 4. Remove the rack solenoid (BTM) and cover.
Tools Needed 2 il \ #‘ g
9U5127 Engine Tool Group e 9 7 ‘?‘4 L8 e
Consisting of:
. With the rack held back against the zero pins, read P-379: Dynamic Rack Controls
the rack position status on the Electronic Service
Tool. Probable Root Causes:
If the Rack position reading is 9.50 + 0.05 mm + Wiring
(0.37+ 0.002 in) the rack position sensor is
calibrated correctly, STOP. Rack Solenoid
If the Rack position reading is NOT 9.50 + 0.05 mm Rack Position Sensor
(0.37+ 0.002 in) the rack position sensor is NOT
calibrated correctly. Perform the following tests in order:
1. Turn keyswitch OFF and check ECM Connector
J14/P14, Customer Connector J31/P31, Service
Tool Connector J13 and associated wiring for
damage, abrasion, corrosion or incorrect
attachment. Refer to P-501: Inspecting Electrical
Connectors for details.
2. Start the engine and monitor the “Desired Rack”
and “Actual Rack” on the Electronic Service Tool.
The Desired engine speed should be equal to the
programmed Low Idle rpm and steady. The Actual
sl ga;g Ish)ould follow Desired Rack within + 0.5mm
poa . i A .. n).
e NOTE: The lag in the “Status Display” Screen
Rack Position Sensor Locknut (6) causes some normal differences between the two
. readings.
9 dln"'if/z t:;?;g?:f% ggflzg‘lxfimrxqfi:;fi('nCh For a typical engine idling with normal accessory,
M both readings should be between 4.50mm (0.18 In)
position sensor. to 5.25mm (0.21 In).
10. Ensure the rack position sensor wiring is connected If the Desired Engine Speed is unstable, refer to
to the engine harness connector wiring. Section 5, P-504: Throttle Position Sensor. If the
11. Ensure keyswitch is in the ON position, engine readings are not as specified refer to Section 5,
OFF. Select the Calibrate/Monitor display that has P-542: Rack Solenoid. If the ECM is able to control
Rack Position Sensor Calibration from the main the rack properly at idle proceed to the next step.
menu on the Electronic Service Tool. 3. Operate the engine under load and monitor the
12. Turn the collar on the rack position sensor in or out “Desired Rack, Rated Rack and FRC Rack” on the
as indicated by the Electronic Service Tool, until the Electronic Service Tool. The Desired Rack should
“Calibrated” is displayed. If the rack position sensor reach Rated Rack with the engine fully loaded. If
is unable to calibrate refer to Section 5: P-515 the rack is performing correctly there is not a
Rack Position Sensor. problem with the rack at this time. If the Desired
" . Rack is limited to FRC Rack, the ECM is sensin:
1. Tlgh!en the locknut to 55 7'M (411.5 b ,fl)' Low Boost Pressure. Refer to section 5, P591?
14. Verify the Rack Position Sensor Calibration. Engine Sensor Open/Short. If the Desired Rack is
15. Turn keyswitch OFF. limited to some other value below Rated Rack the
16. Install the rack solenoid. ECM is intentionally limiting power or engine speed,
17. Install the shutoff lever and cover on the governor Ireler to P-303: Engine Misfires Runs Rough Or
housing. s Unstable.
18. Remove the 4C9581 rack zero pins and install the
plugs in the top of the fuel injection pump housing.
P-380: Speed Switch Calibration . Set the frequency to the oil step set point. The LED
indicator inside the oil step adjust pot hole will be
Tools Needed ON when the oil step is energized.
NOTE: The oil step takes two seconds to energize
6V800 Digital Multimeter once the frequency is reached. The oil step LED
indicator should illuminate. Proceed to next
or step.
6V7070 Heavy-Duty Digital Multimeter . Connect 24 VDC power lead to terminal 6 and
ground lead to terminal 5. Connect the frequency
8T5200 Signal Generator/Counter Group generator's signal lead to terminal 4 and minus lead
4C6534 Harness to terminal 3. Apply power to the speed switch. Set
the frequency to the oil step set point. Measure
resistance across the oil step relay normally closed
Perform the following tests in order: contacts terminal 11 and 12. The resistance
should be 0. Adjust the oil step pot clockwise
several turns, zero the frequency and set the
frequency to the oil step set point until the relay
resistance is zero. Proceed to next step.
Ensure the Main Power Supply has been
. Set the frequency to the overspeed set point.
disconnected. Possible strong electrical shock
NOTE: The overspeed LED Indicator will illuminate
hazard if the Main Power Supply is not
when the overspeed relay is energized.Apply power
disconnected. to the speed switch. Set the frequency to the
1. Disconnect Main Power. overspeed set point. Measure resistance across the
2. Check electrical connectors and wiring for damage overspeed step relay normally closed contacts
or incorrect attachment. All connectors, pins, terminal 11 and 12.
sockets should be completely mated and should be NOTE: The overspeed reset button next to the
free of corrosion, abrasion or pinched points. overspeed indicator LED MUST be pressed to
release the overspeed relay.
3. Remove the three cover screw from the top of the
Replace the three cover screws once all the
speed switch. Connect 24 VDC power lead to
frequencies are set.
terminal 6 and ground lead to terminal 5. Connect
Write down the engine speed and three frequency
the frequency generator's signal lead to terminal 4
set points and the actual frequencies on a tag.
and minus lead to terminal 3. Apply power to the
Install a security wire through each of the three
speed switch. Set the frequency to the crank
cover screws and retainer clip on the upper right
terminate set point. Measure resistance across the
comer bolt. Place the wire through the tag and pull
crank terminate relay normally closed contacts
both tight. The resistance should be 0.
terminal 11 and 12. The resistance should be 0.
If the resistance is greater than 0. Adjust the crank
terminate pot clockwise several turns, zero the
frequency and set the frequency to the crank
terminate set point until the relay resistance is zero.
Proceed to next step.
4. Adjust the Crank Terminate Pot slowly
counterclockwise until the relay energizes.
A click will be heard when the relay energizes.
5. Zero the frequency. Set the frequency to 10 Hz
below the set point. Increment the frequency in 1 Hz
steps until the relay energizes. The relay should
energize close to the set point. The relay
energizes close to the set point. If not, adjust the pot
slightly in the direction that the frequency is off
(clockwise if too low counterclockwise if too high).
Set the frequency to zero then 10 Hz below the set
point and increase the increments in 1 Hz steps
until the relay energizes. Proceed to next step.
For ECAP select the Marine Functions and select the Diagnostic Function.
For ECAP select the Active Diagnostic Code Function.
Each Diagnostic Code CID and FMI are listed and followed by a text description.
Code | Description
Ry \
N \
=
3400 MAR (0XX00000)
|
CID-FMI \ DIAGNOSTIC DESCRIPTION
Example ECAP Screen: Display /
ACTIVE Diagnostic Messges
Diagnostic
—CowolPressue Warning (48)
Oil Pressure Sensor Short Circuit (24)
Loss of Engine RPM signal #2 (34)
Atmospheric Sensor Short Circuit (26)
Engine Overspeed Warning (35)
Loss of Engino RPM Signal (34)
_clear ] ot |
— - i
Number Of Times First Time The
CID-FMI piagnostic Description The Diagnostic Diagnostic Was LaSt Time The
/ Was Logged Logged E;%“e?f‘“: Was
o Prows g/or e move throuan ine et of gasages. Return|is siear tnis megdass
/ / Looged Fauite (Glock: 1317 hours) \{i (L -~
Low Oil Pressure Warning (46) 4 9% 96
Oil Pressure Sensor Short Circuit (24) 1 9% 96
more...Press 4 or |, to move through the list of messages. Return to clear this message.
Engine RPM Rack Position Throttle Position Oil Pressure Boost Pressu:
Des Engine RPM Des Rack Pos. EST Fuel Rate Coolant Temp Inlet Air Press.
more...Press 4 or | to move through the list of messages. Return to clear this message.
Diagnostic Terminology
Component Identifier (CID) - Two or three digit code which is assigned to each component or system.
Event Identifier (EID) - Two or three digit code which is assigned to each component or system.
Failure Mode Identifier (FMI) - Type of failure the component experienced (adopted from SAE standard practice
J1587 diagnostics).
Active Code - The CID and FMI can be sent through the data link through the display module or through the
Communication Adapter Tool, then to the Electronic Service Tool or various electronic display modules.
Logged Code - The diagnostic will be entered into the permanent memory (Diagnostic Log) when it becomes
active. The number of occurrences will be saved in the “good to faulty counter” in the permanent memory
(Diagnostic Log). First and last occurrence time (engine hours) will also be saved in the permanent memory
(Diagnostic Log). This information is then available for display on the Electronic Service Tool.
This area is used to describe subsystem component Figure P-500.1: Throttle Position Sensor Diagram
operation and other pertinent details for
troubleshooting.
1 3¢ +Batt To Thottle
Diagnostic Codes
Functional Test
Many of the procedures in this troubleshooting guide Simply disconnecting and then reconnecting
will direct you to check a specific electrical connector. connectors can sometimes solve a problem. If this
The 3408 & 3412 High Performance Marine Engines occurs, likely causes are loose terminals, improperly
use a variety of Deutsch connectors. Intermittent crimped terminals or corrosion. Follow this procedure
electrical problems are often caused by poor to thoroughly inspect the connectors to determine if
connections. Always check for an Active Diagnostic connectors are the cause of the problem.
Code before breaking any connection and check again
immediately after reconnecting the connector to see if
the problem goes away.
Incorrect
Installation
b i —
Wire Exiting Pulled
Up On Connector Harness Pulled Toward Center
Harness Pulled Up Incorrectly Too Close To Connector White Plug
too Close To Connector Over-Inserted
Oun oo Db ming iy
Functional Test