Kohler - ECH630-ECH749, CH735, CH26, CH745 - Service - Manual

ECH630-ECH749, CH735, CH26, CH745
Service Manual
IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating
instruction of equipment that this engine powers.
Ensure engine is stopped and level before performing any maintenance or service.
2 Safety
3 Maintenance
5 Specifications
23 Tools and Aids
26 Troubleshooting
31 Air Cleaner/Intake
32 Electronic Fuel Injection (EFI) System-Electronic Throttle Body (ETB) ECH
65 Electronic Fuel Injection (EFI) System-ECH WITH OXYGEN SENSOR
94 Electronic Fuel Injection (EFI) System-ECH WITHOUT OXYGEN SENSOR
115 Electronic Fuel Injection (EFI) System-Bosch
148 Lubrication System
150 Electrical System
157 Starter System
161 Disassembly/Inspection and Service
182 Reassembly
24 690 01 Rev. S KohlerEngines.com 1

Safety
SAFETY PRECAUTIONS
WARNING: A hazard that could result in death, serious injury, or substantial property damage.
CAUTION: A hazard that could result in minor personal injury or property damage.
NOTE: is used to notify people of important installation, operation, or maintenance information.
WARNING WARNING CAUTION

Explosive Fuel can cause Accidental Starts can Electrical Shock can
fires and severe burns. cause severe injury or cause injury.
Do not fill fuel tank while death. Do not touch wires while
engine is hot or running. Disconnect and ground engine is running.
Gasoline is extremely flammable spark plug lead(s) before
and its vapors can explode if servicing. CAUTION
ignited. Store gasoline only in
approved containers, in well Before working on engine or Damaging Crankshaft
ventilated, unoccupied buildings, equipment, disable engine as and Flywheel can cause
away from sparks or flames. follows: 1) Disconnect spark plug personal injury.
Spilled fuel could ignite if it comes lead(s). 2) Disconnect negative (–)
in contact with hot parts or sparks battery cable from battery.
from ignition. Never use gasoline
as a cleaning agent. WARNING Using improper procedures can
Hot Parts can cause lead to broken fragments. Broken
WARNING severe burns. fragments could be thrown from
engine. Always observe and use
Rotating Parts can cause Do not touch engine precautions and procedures when
severe injury. while operating or just installing flywheel.
Stay away while engine after stopping.
is in operation. Never operate engine with heat WARNING
Keep hands, feet, hair, and shields or guards removed.
clothing away from all moving High Pressure Fluids can
parts to prevent injury. Never puncture skin and cause
WARNING severe injury or death.
operate engine with covers,
shrouds, or guards removed. Cleaning Solvents can Do not work on fuel
cause severe injury or system without proper
death. training or safety
WARNING equipment.
Use only in well
Carbon Monoxide can ventilated areas away
cause severe nausea, Fluid puncture injuries are highly
from ignition sources. toxic and hazardous. If an injury
fainting or death.
Carburetor cleaners and solvents occurs, seek immediate medical
Avoid inhaling exhaust are extremely flammable. Follow attention.
fumes. Never run engine cleaner manufacturer’s warnings
indoors or in enclosed and instructions on its proper and
spaces. safe use. Never use gasoline as a WARNING
Engine exhaust gases contain cleaning agent. Explosive Fuel can
poisonous carbon monoxide. cause fires and severe
Carbon monoxide is odorless, burns.
colorless, and can cause death if Fuel system ALWAYS
inhaled. remains under HIGH
PRESSURE.
Wrap a shop towel completely
around fuel pump module
connector. Press release button(s)
and slowly pull connector away
from fuel pump module allowing
shop towel to absorb any residual
fuel in high pressure fuel line. Any
spilled fuel must be completely
wiped up immediately.
2 KohlerEngines.com 24 690 01 Rev. S

Maintenance
MAINTENANCE INSTRUCTIONS
WARNING
Accidental Starts can cause severe injury or Before working on engine or equipment, disable engine as
death. follows: 1) Disconnect spark plug lead(s). 2) Disconnect
Disconnect and ground spark plug lead(s) negative (–) battery cable from battery.
before servicing.
Normal maintenance, replacement or repair of emission control devices and systems may be performed by any repair
establishment or individual; however, warranty repairs must be performed by a Kohler authorized dealer.
MAINTENANCE SCHEDULE
Every 25 Hours or Annually¹

● Service/replace low-profile precleaner (if equipped). Air Cleaner/Intake

● Change oil. Lubrication System
● Replace low-profile air cleaner element. Air Cleaner/Intake
● Remove and clean shrouds and cooling areas. Inspect for any debris visible Air Cleaner/Intake
through flywheel cooling holes (if equipped) and clean as necessary.
● Check oil cooler fins, clean as necessary (if equipped). Lubrication System
Every 150 Hours

● Check heavy-duty filter minder. Air Cleaner/Intake
● Inspect heavy-duty air filter paper element and inlet screen area. Air Cleaner/Intake
Every 200 Hours¹

● Replace unique Electronic Fuel Injection (EFI) fuel filter.
Every 200 Hours

● Change oil filter. Lubrication System
Every 300 Hours¹

● Replace heavy-duty air cleaner element and check inner element. Air Cleaner/Intake
Every 300 Hours²

● Change oil and filter (KOHLER PRO 10W-50 oil and KOHLER PRO filter only). Lubrication System

● Replace spark plugs and set gap. Electrical System
Every 600 Hours¹

● Replace heavy-duty air cleaner inner element. Air Cleaner/Intake
¹Perform these procedures more frequently under severe, dusty, dirty conditions.
²Option only if using KOHLER® PRO oil and PRO filter.
REPAIRS/SERVICE PARTS
Kohler genuine service parts can be purchased from Kohler authorized dealers. To find a local Kohler authorized
dealer visit KohlerEngines.com or call 1-800-544-2444 (U.S. and Canada).

Maintenance
OIL RECOMMENDATIONS STORAGE
All-season KOHLER® PRO 10W-50 Synthetic Oil is the If engine will be out of service for 2 months or more
ideal oil for KOHLER engines. It is specifically formulated follow procedure below.
to extend the oil and oil filter change interval to 300 1. Add Kohler PRO Series fuel treatment or equivalent
Hours when paired with a KOHLER PRO Extended Life to fuel tank. Run engine 2-3 minutes to get stabilized
Oil Filter. fuel into fuel system (failures due to untreated fuel
300-Hour oil and oil filter change intervals are exclusive are not warrantable).
to and only authorized on KOHLER engines that utilize 2. Change oil while engine is still warm from operation
both the KOHLER PRO 10W-50 Synthetic Oil and (Not required if using KOHLER PRO 10W-50
KOHLER PRO Extended Life Oil Filter. Alternative full-synthetic oil). Remove spark plug(s) and pour
engine oils and oil filters may be used with KOHLER about 1 oz. of engine oil into cylinder(s). Replace
engines but require 100-Hour oil and 200-Hour oil filter spark plug(s) and crank engine slowly to distribute
change intervals for proper maintenance. Oil must be oil.
API (American Petroleum Institute) service class SJ or
higher. Select viscosity based on air temperature at time 3. Disconnect negative (-) battery cable.
of operation as shown below. 4. Store engine in a clean, dry place.
Kohler PRO 10W-50
10W-30
5W-30 SAE 30
°F -20 0 20 32 40 50 60 80 100
°C -30 -20 -10 0 10 20 30 40
FUEL RECOMMENDATIONS
WARNING
Explosive Fuel can cause fires and severe
burns.
Do not fill fuel tank while engine is hot or
running.
Gasoline is extremely flammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or flames. Spilled fuel could ignite
if it comes in contact with hot parts or sparks from
ignition. Never use gasoline as a cleaning agent.
NOTE: E15, E20 and E85 are NOT approved and

should NOT be used; effects of old, stale or
contaminated fuel are not warrantable.
Fuel must meet these requirements:
● Clean, fresh, unleaded gasoline.
● Octane rating of 87 (R+M)/2 or higher.
● Research Octane Number (RON) 90 octane minimum.
● Gasoline up to 10% ethyl alcohol, 90% unleaded is
acceptable.
● Methyl Tertiary Butyl Ether (MTBE) and unleaded
gasoline blend (max 15% MTBE by volume) are
approved.
● Do not add oil to gasoline.
● Do not overfill fuel tank.
● Do not use gasoline older than 30 days.

Specifications
Engine Dimensions with Heavy-Duty Air Cleaner-Flywheel Side
C B
A
D H
E
F
G I J
AE K
L
AD
M
AC
P P
AB
AA
N N
Z Y
O
X
T Q
W U R
V S
342.52 mm
A Valve Cover B 451.16 mm (17.762 in.) C Fuel Pump D (13.485 in.)
88.28 mm 298.93 mm
E 230.20 mm (9.063 in.) F 130.0 mm (5.118 in.) G H
(3.475 in.) (11.769 in.)
77.17 mm 67.19 mm
I 277.22 mm (10.914 in.) J 135.0 mm (5.315 in.) K (3.038 in.) Spark Plug L (2.645 in.) Spark
Removal Plug Boot Removal
37.15 mm 320.89 mm 315.14 mm
M (1.463 in.) Spark Plug N (12.633 in.) Spark Plug O (12.407 in.) Spark P 20°
Boot Removal Plug Boot Removal
Engine Mounting 4X Ø 10.3 mm
Q R S 184.20 mm (7.252 in.) T Engine Center Line
Surface (0.406 in.)
15.70 mm
Center Line Mounting
U 92.10 mm (3.626 in.) V W 134.80 mm (5.307 in.) X (0.618 in.) Oil Filter
Hole "A" Removal
315.25 mm 25.46 mm
AA 4.12Spark
mm (0.182 in.) AB
Y Crankshaft Center Line Z (12.412 in.) Spark Plug (1.002 in.) Spark
Plug Boot
39.66 mm (1.562 in.)
AC Fuel Filter AD Spark Plug Removal AE Fuel Pump

Specifications
Engine Dimensions with Heavy-Duty Air Cleaner-Oil Filter Side
B
C
F Y
G
K
H
I
J
M N
R W
P X
V
O Q U
S T
30.0 mm (1.181 in.)

371.44 mm
A B 209.88 mm (8.263 in.) C 52.43 mm (2.064 in.) D Spark Plug Center
(14.624 in.) Line
32.00 mm (1.260 in.)
E F Oil Fill G Dipstick H 101.38 mm (3.992 in.)
Exhaust Port #2
7/16-20 UNF-2B in.
85.50 mm (3.366 in.)
I J 1/4 in. Square Keyway K 622.70 mm (24.516 in.) L 38.10 mm (1.5 in.)
Keyway Deep
152.08 mm (5.987 in.) Engine Mounting 4.00 mm (0.157 in.)
M 155.58 mm (6.125 in.) N O P
Oil Filter Surface Pilot
52.75 mm (2.077 in.) Center Line Mounting
Q R S 100.0 mm (3.937 in.) T 89.0 mm (3.504 in.)
Oil Filter Hole "A"
Oil Drain Plug
U 51.0 mm (2.008 in.) V W 12.28 mm (0.483 in.) X Rectifier-Regulator
3/8 in. NPT
Y Fuel Pump

Specifications
Engine Dimensions with Heavy-Duty Air Cleaner-PTO Side
A
B
C D
F
U
G
G
T H
G G
K J
L I
S
R
M
V N
P
O
Q
65.0 mm (2.559 in.)
A 335.04 mm (13.19 in.) B 122.10 mm (4.807 in.) C D 75.42 mm (2.969 in.)
Muffler Mounting
50.00 mm (1.969 in.)
E Lift Strap F Oil Fill Location G 30° H Exhaust Port #2
5/16-24 UNC-2B in.
2 X M8 X 1.25 17 mm (0.669 in.)
2 X 306.24 mm
I J 20.5 mm K 135° L Deep
(12.136 in.) (0.807 in.) Deep 127 mm (5.0 in.)
B.C.
3/8-16 UNC-2B in. 7/16-14 UNC-2B in.
21 mm (0.827 in.) 21 mm (0.827 in.) Center Line Mounting 177.8 mm (7.0 in.)
M Deep N O P
Deep 196.8 mm Hole "A" Pilot Diameter
165.1 mm (6.5 in.) (7.75 in.) B.C.
B.C.
Engine Mounting 283.58 mm (11.164 in.) 50.00 mm (1.969 in.)
Q R Solenoid Shift Starter S T
Surface Muffler Mounting Exhaust Port #1
U M8 X 1.25 4 Studs V 45°

Specifications
Engine Dimensions with Heavy-Duty Air Cleaner-Starter Side
A C
L
D
K I
J H G F
50.0 mm (1.969 in.) 67.50 mm (2.657 in.)

12.0 mm (0.472 in.)
A Center Line Spark B C Muffler Mounting D Dipstick
Exhaust Port #1
Plug Bosses
432.58 mm Engine Mounting Center Line Mounting
E F G H 89.0 mm (3.504 in.)
(17.031 in.) Surface Hole "A"
I 51.0 mm (2.008 in.) J Oil Drain Plug 3/8 in. K 12.28 mm (0.483 in.) L Lift Strap

Specifications
Engine Dimensions with Low-Profile Air Cleaner-Flywheel Side
A
AA C
Z B
F
X
Y D E
W
G
J J H
I I
T
U
S
K
R P O
M L
N
Q
A 451.16 mm (17.762 in.) B 298.93 mm (11.769 in.) C Valve Cover D 12.95 mm (0.510 in.)
67.19 mm 77.17 mm 37.15 mm 473.43 mm
E (2.645 in.) Spark F (3.038 in.) Spark G (1.463 in.) Spark H (18.639 in.)
Plug Boot Removal Plug Removal Plug Boot
320.89 mm 315.14 mm Engine Mounting
I (3.038 in.) Spark J 20° K (12.407 in.) Spark L Surface
Plug Removal Plug Boot Removal
4X Ø 10.3 mm
M N 184.20 mm (7.252 in.) O Engine Center Line P 92.10 mm (3.628 in.)
(0.406 in.)
15.70 mm
Center Line Mounting Crankshaft Center
Q R 134.80 mm (5.307 in.) S (0.618 in.) Oil Filter T
Hole "A" Line
Removal
315.25 mm 29.58 mm
4.12 mm (0.162 in.)
U (12.412 in.) Spark Plug V Fuel Filter W X (1.165 in.) Spark
Spark Plug Boot
60.0 mm (2.362 in.) Air 39.66 mm (1.562 in.)
Y Cleaner Cover Z Spark Plug Removal AA Fuel Pump
Removal

Specifications
Engine Dimensions with Low-Profile Air Cleaner-Oil Filter Side
A
B
C
E D
H G
J K
N U
Q R V
L T
M P S
O
30.0 mm (1.181 in.)
371.44 mm
A B Spark Plug Center C Fuel Pump D Oil Fill
(14.624 in.) Line
85.50 mm (3.366 in.)
E Dipstick F 101.38 mm (3.992 in.) G H 1/4 in. Square Keyway
Keyway
7/16-20 UNF 2B in. 152.08 mm (5.987 in.) Engine Mounting
I 38.10 mm (1.5 in.) J 155.58 mm (6.125 in.) K L
Oil Filter Surface
Deep
4.00 mm (0.157 in.) Center Line Mounting
M Mounting Surface N O P 100.0 mm (3.937 in.)
Pilot Hole "A"
52.75 mm (2.077 in.) Oil Drain Plug
Q R 51.0 mm (2.008 in.) S 89.0 mm (3.504 in.) T
Oil Filter 3/8 in. NPT
U 12.28 mm (0.483 in.) V Rectifier-Regulator

Specifications
Engine Dimensions with Low-Profile Air Cleaner-PTO Side
B
C D
E
U G
G
H
T
G G
I
S
J
R
L
V
M
Q O N
P
65.0 mm (2.559 in.)
A 335.04 mm (13.19 in.) B 122.10 mm (4.807 in.) C D 75.42 mm (2.969 in.)
Muffler Mounting
50.00 mm (1.969 in.)
E Lift Strap F Oil Fill Location G 30° H Exhaust Port #2
5/16-24 UNC-2B in.
2 X M8 X 1.25 17 mm (0.669 in.)
2 X 308.24 mm
I J 20.5 mm K 135° L Deep
(12.136 in.) (0.807 in.) Deep 127 mm (5.0 in.)
B.C.
3/8-16 UNC-2B in. 7/16-14 UNC-2B in.
21 mm (0.827 in.) 21 mm (0.827 in.) Center Line Mounting 177.8 mm (7.0 in.)
M Deep N O P
Deep 196.8 mm Hole "A" Pilot Diameter
165.1 mm (6.5 in.) (7.75 in.) B.C.
B.C.
Engine Mounting 283.58 mm (11.164 in.) 50.00 mm (1.969 in.)
Q R Solenoid Shift Starter S T
Surface Muffler Mounting Exhaust Port #1
U M8 X 1.25 4 Studs V 45°

Specifications
Engine Dimensions with Low-Profile Air Cleaner-Starter Side
A C
M
D
L J G
K F
I H
50.0 mm (1.969 in.) 12.0 mm (0.472 in.) 32.0 mm (1.260 in.)
A Center Line Spark B C D Dipstick
Exhaust Port #1 Exhaust Port #2
Plug
67.50 mm (2.657 in.)
432.58 mm Engine Mounting Center Line Mounting
E F G Muffler Mounting H
(17.031 in.) Surface Hole "A"
Bosses
Oil Drain Plug 3/8 in.
I 89.0 mm (3.504 in.) J 51.0 mm (2.008 in.) K L 12.28 mm (0.483 in.)
NPT
M Lift Strap

Specifications
ENGINE IDENTIFICATION NUMBERS
Kohler engine identification numbers (model, specification and serial) should be referenced for efficient repair,
ordering correct parts, and engine replacement.
Model . . . . . . . . . . . . . . . . . . . . . ECH630
EFI Command Engine
Horizontal Shaft
Numerical Designation
Specification . . . . . . . . . . . . . . . ECH630-3001
Serial . . . . . . . . . . . . . . . . . . . . . 5123500328
Year Manufactured Code Factory Code
Code Year
51 2021
52 2022
53 2023
GENERAL SPECIFICATIONS3,6 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Bore 80 mm (3.15 in.) 83 mm (3.27 in.) 83 mm (3.27 in.)
Stroke 69 mm (2.72 in.) 67 mm (2.64 in.)
Displacement 694 cc (42.4 cu. in.) 747 cc (45.6 cu. in.) 725 cc (44 cu. in.)
Oil Capacity (refill) 1.9 L (2.0 U.S. qt.)
Maximum Angle of Operation
(@ full oil level)4 25°
TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745
Blower Housing
Into cored aluminum hole or weld nut
M5 6.2 N·m (55 in. lb.) into new holes
4.0 N·m (35 in. lb.) into used holes
M6 10.7 N·m (95 in. lb.) into new holes

Into extruded hole in sheet metal

M5 2.8 N·m (25 in. lb.) into new holes 6.2 N·m (55 in. lb.) into new holes
2.3 N·m (20 in. lb.) into used holes 4.0 N·m (35 in. lb.) into used holes
M6 2.8 N·m (25 in. lb.) into new holes 10.7 N·m (95 in. lb.) into new holes
2.3 N·m (20 in. lb.) into used holes 7.3 N·m (65 in. lb.) into used holes
Closure Plate
Fastener 25.6 N·m (227 in. lb.) 24.4 N·m (216 in. lb.)
Connecting Rod
Cap Fastener (torque in increments)
8 mm straight shank 22.7 N·m (200 in. lb.)
8 mm step-down 14.7 N·m (130 in. lb.)
6 mm straight shank
Black Coating 11.6 N·m (103 in. lb.) 11.3 N·m (100 in. lb.)
Gray Metallic Coating 13.6 N·m (120 in. lb.) 13.6 N·m (120 in. lb.)
3
Values are in Metric units. Values in parentheses are English equivalents.
4
Exceeding maximum angle of operation may cause engine damage from insufficient lubrication.
5
Lubricate threads with engine oil prior to assembly.
6
Any and all horsepower (hp) references by Kohler are Certified Power Ratings and per SAE J1940 & J1995 hp
standards. Details on Certified Power Ratings can be found at KohlerEngines.com.

Specifications
Crankcase
Breather Cover Fastener 11.3 N·m (100 in. lb.) into new holes
Engine Temperature Sensor (into 7.3 N·m (65 in. lb.)
breather cover)
Oil SentryTM (into breather cover) 4.5 N·m (40 in. lb.)
Oil Drain Plug 13.6 N·m (10 ft . lb.)
Cylinder Head
Hex Flange Nut (torque in 2 first to 16.9 N·m (150 in. lb.)
increments) finally to 33.9 N·m (300 in. lb.)
Head Bolt (torque in 2 increments) first to 22.6 N·m (200 in. lb.)
finally to 41.8 N·m (370 in. lb.)
Rocker Arm Screw
Black Screw (M6x1.0x34) 18.1 N·m (160 in. lb.)
Silver Screw (M6x1.0x45) 11.9 N·m (105 in. lb.)
ETB Cover (LPAC)

Fastener 5.6 N·m (50 in. lb.)
Fan/Flywheel
Fan Fastener 9.9 N·m (88 in. lb.)
Flywheel Retaining Screw 71.6 N·m (52.8 ft . lb.) 66.4 N·m (49 ft. lb.)
Metal Debris Screen Fastener (to 9.9 N·m (88 in. lb.)
flywheel)
Plastic Debris Screen Fastener (to fan) 4.0 N·m (35 in. lb.)
Fuel Pump
Module Baffle Fastener 11.9 N·m (105 in. lb.)
Module Fastener 9.2 N·m (81 in. lb.)
Pulse Pump Bracket Fastener 2.1 N·m (25 in. lb.)
Pulse Pump Fastener to Bracket 7.3 N·m (68 in. lb.) into new holes
Governor (if equipped)

Lever Nut 7.1 N·m (63 in. lb.) 6.8 N·m (60 in. lb.)
Speed Control Assembly
Assembled to Cylinder Heads 10.7 N·m (95 in. lb.)
Assembled to Blower Housing 2.8 N·m (25 in. lb.)
Ignition
Spark Plug 27 N·m (20 ft. lb.)
Coil Fastener 10.2 N·m (90 in. lb.)
Ignition Module Fastener Torque 4.0-6.2 N·m (35-55 in. lb.)
Electronic Control Unit Screw 6.2 N·m (55 in. lb.)
Rectifier-Regulator Ground Strap/
Ground Lead Fastener (into backing 2.8 N·m (25 in. lb.) into new holes
plate) (Standard Charging System) 2.3 N·m (20 in. lb.) into used holes
Rectifier-Regulator Ground Lead
Fastener to Ground Lug/Backing Plate 5.6 N·m (50 in. lb.) into new holes
(Standard Charging System) 4.0 N·m (35 in. lb.) into used holes
3
5
Specifications
Ignition (continued)
Rectifier-Regulator Fastener (Standard 1.4 N·m (12.6 in. lb.)
Charging System)
Rectifier-Regulator Power Studs/Nuts 4.0 N·m (35 in. lb.)
(High Output Charging System)
Rectifier-Regulator Terminal Block 2.8 N·m (25 in. lb.)
Cover Fastener (High Output Charging
System)
Rectifier-Regulator to Bracket Fastener 8.3 N·m (73 in. lb.)
(High Output Charging System)
High Output Charging Fuse Cover/ 8.3 N·m (73 in. lb.)
Bracket Fastener
Rectifier-Regulator Bracket to Cylinder 12.5 N·m (110 in. lb.)
Head Fastener (High Output Charging
System)
Crankshaft Position Sensor

Earlier Design Bracket
Crankshaft Position Sensor to Bracket
Screw 11.3 N·m (100 in. lb.)
Crankshaft Position Sensor Bracket to
Crankcase Screw 8.3 N·m (73 in. lb.)

Later Design Bracket
Crankshaft Position Sensor to Bracket
Screw 6.8 N·m (60 in. lb.)
Crankshaft Position Sensor Bracket to
Crankcase Screw 7.3 N·m (65 in. lb.)
Intake Manifold
Fastener (torque in 2 increments) first to 7.8 N·m (69 in. lb.) first to 7.4 N·m (66 in. lb.)
finally to 10.5 N·m (93 in. lb.) finally to 9.9 N·m (88 in. lb.)
Manifold Absolute Pressure (MAP) 7.3 N·m (65 in. lb.)
Sensor Fastener (Engines with
Separate MAP and Intake Air
Temperature Sensors)
Temperature/Manifold Absolute 7.3 N·m (65 in. lb.)
Pressure (TMAP) Sensor Fastener
(Engines with Combined Sensor)
Air Cleaner to Throttle Body Fastener 8.3 N·m (73 in. lb.)
Nut
Heavy-Duty Air Cleaner Mounting 5.8 N·m (51 in. lb.)
Bracket Fastener
Fuel Injector Cap Fastener 7.3 N·m (65 in. lb.)
3
5
Specifications
Muffler
Retaining Nut 27.8 N·m (246 in. lb.) 24.4 N·m (216 in. lb.)
Oxygen Sensor smaller 14 mm 18 N·m (159 in. lb.)
(9/16 in.) wrench size
Oxygen Sensor larger 22 mm (7/8 in.) 50.1 N·m (37 ft . lb.)
wrench size
Oil Cooler
Oil Cooler/Adapter Nipple 28.5 N·m (21 ft . lb.) 27 N·m (20 ft. lb.)
Fastener
Into Blower Housing 2.8 N·m (25 in. lb.)
Between Oil Cooler Hoses 2.3 N·m (20 in. lb.)
Speed Control Bracket (if equipped)

Fastener Assembled to Cylinder Heads 10.7 N·m (95 in. lb.) into new holes
Fastener Assembled to Blower Housing 2.8 N·m (25 in. lb.) into new holes
Fastener Torque 10.7 N·m (95 in. lb.) into new holes
Starter Assembly
Thru Bolt 5.6-9.0 N·m (49-79 in. lb.)
Nippondenso (Solenoid Shift) 4.5-7.5 N·m (40-84 in. lb.)
Delco-Remy (Solenoid Shift) 5.6-9.0 N·m (49-79 in. lb.)
Mounting Screw 16.0 N·m (142 in. lb.) 15.3 N·m (135 in. lb.)
Brush Holder Mounting Screw 2.5-3.3 N·m (22-29 in. lb.)
Delco-Remy Starter 2.5-3.3 N·m (22-29 in. lb.)
Starter Solenoid
Mounting Hardware 4.0-6.0 N·m (35-53 in. lb.)
Nippondenso Starter 6.0-9.0 N·m (53-79 in. lb.)
Nut, Positive (+) Brush Lead 8.0-11.0 N·m (71-97 in. lb.)
Nippondenso Starter 8.0-12.0 N·m (71-106 in. lb.)
Stator
Mounting Screw 9.3 N·m (82 in. lb.)
Valve Cover
Fastener 9.0 N·m (80 in. lb.)
Gasket Style Cover 3.4 N·m (30 in. lb.)
Black O-Ring Style Cover
w/Shoulder Screws 5.6 N·m (50 in. lb.)
w/Flange Screws and Spacers 9.9 N·m (88 in. lb.)
Yellow or Brown O-Ring Style
Cover w/Integral Metal Spacers 9.0 N·m (80 in. lb.)
3
5

Specifications
CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

SPECIFICATIONS3
Camshaft
End Play (with shim) 0.101/0.406 mm (0.0040/0.0160 in.) 0.076/0.127 mm (0.0030/0.0050 in.)
Running Clearance 0.025/0.105 mm (0.001/0.004 in.) 0.025/0.063 mm (0.0010/0.0025 in.)
Bore I.D.
New 20.000/20.025 mm (0.7874/0.7884 in.) 20.000/20.025 mm (0.7874/0.7884 in.)
Max. Wear Limit 20.038 mm (0.7889 in.) 20.038 mm (0.7889 in.)
Bearing Surface O.D.
New 19.920/19.975 mm (0.7843/0.7864 in.) 19.962/19.975 mm (0.7859/0.7864 in.)
Connecting Rod
Connecting Rod-to-Crankpin
Running Clearance @ 21°C
(70°F)
New 0.043/0.073 mm (0.0017/0.0029 in.) 0.030/0.055 mm (0.0012/0.0022 in.)
Connecting Rod-to-Crankpin
Side Clearance 0.26/0.63 mm (0.0102/0.0248 in.) 0.26/0.63 mm (0.0102/0.0248 in.)
Connecting Rod-to-Piston Pin
Running Clearance @ 21°C 0.015/0.028 mm (0.0006/0.0011 in.) 0.015/0.028 mm (0.0006/0.0011 in.)
(70°F)
Piston Pin End I.D. @ 21°C
(70°F)
New 17.015/17.023 mm (0.6699/0.6702 in.) 17.015/17.023 mm (0.6699/0.6702 in.)
Crankcase
Governor Cross Shaft Bore I.D.
New 8.025/8.075 mm (0.3159/0.3179 in.)
Max. Wear Limit 8.088 mm (0.3184 in.)
6 mm Shaft
New 6.025/6.050 mm (0.2372/0.2382 in.)
8 mm Shaft
New 8.025/8.075 mm (0.3159/0.3179 in.)
Crankshaft
End Play (free) 0.070/0.590 mm (0.0028/0.0230 in.) 0.070/0.590 mm (0.0028/0.0230 in.)
End Play (w/thrust bearing
components) 0.070/1.190 mm (0.0028/0.0468 in.) 0.070/1.190 mm (0.0028/0.0468 in.)
Bore (in crankcase)
New 40.972/40.997 mm (1.6131/1.6141 in.) 40.965/41.003 mm (1.6128/1.6143 in.)
Bore (in closure plate)
New 40.974/41.000 mm (1.6131/1.6141 in.) 40.987/40.974 mm (1.6136/1.6131 in.)
Crankshaft to Sleeve Bearing
(closure plate) Running
Clearance
New 0.03/0.12 mm (0.001/0.005 in.) 0.03/0.09 mm (0.0012/0.0035 in.)
3

Specifications

SPECIFICATIONS3
Crankshaft (continued)
Crankshaft Bore (In Closure
Plate)-to-Crankshaft Running
Clearance
New 0.039/0.087 mm (0.0015/0.0034 in.) 0.039/0.074 mm (0.0015/0.0029 in.)
Flywheel End Main Bearing
Journal
O.D. - New 40.913/40.935 mm (1.6107/1.6116 in.) 40.913/40.935 mm (1.6107/1.6116 in.)
O.D. - Max. Wear Limit 40.843 mm (1.608 in.) 40.84 mm (1.608 in.)
Max. Taper Limit 0.022 mm (0.0009 in.) 0.022 mm (0.0009 in.)
Max. Out-of-Round Limit 0.025 mm (0.0010 in.) 0.025 mm (0.0010 in.)
Closure Plate End Main Bearing
Journal
O.D. - New 40.913/40.935 mm (1.6107/1.6116 in.) 40.913/40.935 mm (1.6107/1.6116 in.)
Connecting Rod Journal
O.D. - New 35.950/35.973 mm (1.4153/1.4163 in.) 35.955/35.973 mm (1.4156/1.4163 in.)
Crankshaft T.I.R.
PTO End, Crank in Engine 0.279 mm (0.0110 in.) 0.279 mm (0.0110 in.)
Entire Crank, in V-Blocks 0.10 mm (0.0039 in.) 0.10 mm (0.0039 in.)
Cylinder Bore
Bore I.D.
New 80.000/80.025 mm 83.006/83.031 mm 82.988/83.013 mm (3.2672/3.2682 in.)
(3.1496/3.2689 in.) (3.2680/3.2689 in.)
O.D. - Max. Wear Limit 80.075 mm 83.081 mm (3.2709 83.051 mm (3.2697 in.)
(3.1526 in.) in.)
Max. Taper 0.05 mm (0.0020 in.) 0.05 mm (0.0020 in.)
Cylinder Head
Max. Out-of-Flatness 0.076 mm (0.003 in.) 0.076 mm (0.003 in.)
3

Specifications

SPECIFICATIONS3
Governor (if equipped)

Governor Cross Shaft -to-
Crankcase Running Clearance 0.025/0.126 mm (0.0009/0.0049 in.)
6 mm Shaft 0.013/0.075 mm (0.0005/0.0030 in.)
8 mm Shaft 0.025/0.126 mm (0.0009/0.0049 in.)
Cross Shaft O.D.
New 7.949/8.000 mm (0.3129/0.3149 in.)
6 mm Shaft
New 5.975/6.012 mm (0.2352/0.2367 in.)
8 mm Shaft
New 7.949/8.000 mm (0.3129/0.3149 in.)
Governor Gear Shaft -to-
Governor Gear Running
Clearance 0.090/0.160 mm (0.0035/0.0063 in.) 0.015/0.140 mm (0.0006/0.0055 in.)
Gear Shaft O.D.
New 5.990/6.000 mm (0.2358/0.2362 in.)
Ignition
Spark Plug Gap 0.76 mm (0.030 in.)
Crankshaft Position Sensor Air
Gap (only on earlier design 0.2-0.7 mm (0.008-0.027 in.)
sensor bracket)
Max. Air Gap (only on later 2.794 mm (0.110 in.)
design sensor bracket)
Piston, Piston Rings, and Piston Pin
Piston Style A
Piston-to-Piston Pin Running
Clearance 0.006/0.017 mm (0.0002/0.0007 in.)
Pin Bore I.D.

New 17.006/17.012 mm (0.6695/0.6698 in.)
Pin O.D.
New 16.995/17.000 mm (0.6691/0.6693 in.)
Top Compression Ring-to-
Groove Side Clearance 0.050/0.095 mm (0.0019/0.0037 in.) 0.025/0.048 mm (0.0010/0.0019 in.)
Middle Compression Ring-to-
Groove Side Clearance 0.030/0.075 mm (0.0012/0.00307 in.) 0.015/0.037 mm (0.0006/0.0015 in.)
Oil Control Ring-to-Groove Side
Clearance 0.010/0.011 mm (0.0004/0.0043 in.) 0.026/0.176 mm (0.0010/0.0070 in.)
Top and Center Compression
Ring End Gap
New Bore 0.25/0.56 mm (0.0100/0.0224 in.)
Used Bore (Max.) 0.80 mm (0.0315 in.) 0.94 mm (0.037 in.)
3
Specifications

SPECIFICATIONS3
Piston Style A (continued)

Thrust Face O.D.7 79.943/79.961 mm 82.949/82.967 mm (3.2657/3.2664 in.)
(3.1473/3.1480 in.)
Max. Wear Limit 79.816 mm 82.822 mm (3.2606 in.)
(3.1423 in.)
Piston Thrust Face-to Cylinder
Bore7 Running Clearance
New 0.039/0.082 mm (0.0015/0.0032 in.)
Piston Style B
Piston-to-Piston Pin Running
Clearance 0.006/0.017 mm (0.0002/0.0007 in.)
Pin Bore I.D.
New 17.006/17.012 mm (0.6695/0.6698 in.)
Pin O.D.
New 16.995/17.000 mm (0.6691/0.6693 in.)
Top Compression Ring-to-
Groove Side Clearance 0.030/0.070 mm (0.001/0.0026 in.)
Middle Compression Ring-to-
Groove Side Clearance 0.030/0.070 mm (0.001/0.0026 in.)
Oil Control Ring-to-Groove Side
Clearance 0.060/0.190 mm (0.0022/0.0073 in.)
Top Compression Ring End Gap 0.100/0.279 mm
New Bore (0.0039/0.0110 in.) 0.189/0.277 mm (0.0074/0.0109 in.)
Used Bore (Max.) 0.490 mm 0.531 mm (0.0209 in.)
(0.0192 in.)
Middle Compression Ring End
Gap 1.400/1.679 mm
New Bore (0.0551/0.0661 in.) 1.519/1.797 mm (0.0598/0.0708 in.)
Used Bore (Max) 1.941 mm 2.051 mm (0.0808 in.)
(0.0764 in.)
Thrust Face O.D.
New 79.966 mm 82.978 mm (3.2668 in.)7
(3.1483 in.)8
Max. Wear Limit 79.821 mm 82.833 mm (3.2611 in.)7
(3.1426 in.)8
Piston Thrust Face-to Cylinder
Bore Running Clearance 0.025/0.068 mm
New (0.0010/0.0027 in.)8 0.019/0.062 mm (0.0007/0.0024 in.)7
3
7
Measure 6 mm (0.2362 in.) above bottom of piston skirt at right angles to piston pin.
8
Measure 13 mm (0.5118 in.) above bottom of piston skirt at right angles to piston pin.

Specifications

SPECIFICATIONS3
Valves and Valve Lifters

Hydraulic Lifter to Crankcase 0.011/0.048 mm (0.0004/0.0019 in.) 0.0241/0.0501 mm (0.0009/0.0020 in.)
Running Clearance
Intake Valve Stem-to-Valve 0.040/0.078 mm (0.0016/0.0031 in.) 0.038/0.076 mm (0.0015/0.0030 in.)
Guide Running Clearance
Exhaust Valve Stem-to-Valve 0.052/0.090 mm (0.0020/0.0035 in.) 0.050/0.088 mm (0.0020/0.0035 in.)
Guide Running Clearance
Ignition Module Air Gap 0.28/0.33 mm (0.011/0.013 in.)
Speed Sensor Air Gap 1.50 ± 0.25 mm (0.059 ± 0.010 in.)
Intake Valve Guide I.D.
New 7.040/7.060 mm (0.2772/0.2780 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
Exhaust Valve Guide I.D.
New 7.040/7.060 mm (0.2772/0.2780 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
Guide Reamer Size
Standard 7.050 mm (0.2776 in.) 7.048 mm (0.2775 in.)
0.25 mm O.S. 7.300 mm (0.2874 in.) 7.298 mm (0.2873 in.)
Intake Valve Minimum Lift 8.07 mm (0.3177 in.)
Exhaust Valve Minimum Lift 8.07 mm (0.3177 in.)
Nominal Valve Seat Angle 45°

Specifications
GENERAL TORQUE VALUES
English Fastener Torque Recommendations for Standard Applications

Bolts, Screws, Nuts and Fasteners Assembled Into Cast Iron or Steel
Grade 2 or 5 Fasteners
Into Aluminum
Size Grade 2 Grade 5 Grade 8

Tightening Torque: N·m (in. lb.) ± 20%
8-32 2.3 (20) 2.8 (25) — 2.3 (20)
10-24 3.6 (32) 4.5 (40) — 3.6 (32)
10-32 3.6 (32) 4.5 (40) — —
1/4-20 7.9 (70) 13.0 (115) 18.7 (165) 7.9 (70)
1/4-28 9.6 (85) 15.8 (140) 22.6 (200) —
5/16-18 17.0 (150) 28.3 (250) 39.6 (350) 17.0 (150)
5/16-24 18.7 (165) 30.5 (270) — —
3/8-16 29.4 (260) — — —
3/8-24 33.9 (300) — — —
Tightening Torque: N·m (ft. lb.) ± 20%

5/16-24 — — 40.7 (30) —
3/8-16 — 47.5 (35) 67.8 (50) —
3/8-24 — 54.2 (40) 81.4 (60) —
7/16-14 47.5 (35) 74.6 (55) 108.5 (80) —
7/16-20 61.0 (45) 101.7 (75) 142.5 (105) —
1/2-13 67.8 (50) 108.5 (80) 155.9 (115) —
1/2-20 94.9 (70) 142.4 (105) 223.7 (165) —
9/16-12 101.7 (75) 169.5 (125) 237.3 (175) —
9/16-18 135.6 (100) 223.7 (165) 311.9 (230) —
5/8-11 149.5 (110) 244.1 (180) 352.6 (260) —
5/8-18 189.8 (140) 311.9 (230) 447.5 (330) —
3/4-10 199.3 (147) 332.2 (245) 474.6 (350) —
3/4-16 271.2 (200) 440.7 (325) 637.3 (470) —
Metric Fastener Torque Recommendations for Standard Applications

Property Class Noncritical
Fasteners
Size 4.8 5.8 8.8 10.9 12.9
Into Aluminum
Tightening Torque: N·m (in. lb.) ± 10%
M4 1.2 (11) 1.7 (15) 2.9 (26) 4.1 (36) 5.0 (44) 2.0 (18)
M5 2.5 (22) 3.2 (28) 5.8 (51) 8.1 (72) 9.7 (86) 4.0 (35)
M6 4.3 (38) 5.7 (50) 9.9 (88) 14.0 (124) 16.5 (146) 6.8 (60)
M8 10.5 (93) 13.6 (120) 24.4 (216) 33.9 (300) 40.7 (360) 17.0 (150)
Tightening Torque: N·m (ft. lb.) ± 10%

M10 21.7 (16) 27.1 (20) 47.5 (35) 66.4 (49) 81.4 (60) 33.9 (25)
M12 36.6 (27) 47.5 (35) 82.7 (61) 116.6 (86) 139.7 (103) 61.0 (45)
M14 58.3 (43) 76.4 (56) 131.5 (97) 184.4 (136) 219.7 (162) 94.9 (70)
Torque Conversions
N·m = in. lb. x 0.113 in. lb. = N·m x 8.85
N·m = ft. lb. x 1.356 ft. lb. = N·m x 0.737

Tools and Aids
Certain quality tools are designed to help you perform specific disassembly, repair, and reassembly procedures. By
using these tools, you can properly service engines easier, faster, and safer! In addition, you’ll increase your service
capabilities and customer satisfaction by decreasing engine downtime.
Here is a list of tools and their source.
NOTE: Not all tools listed are required to service this engine.
SEPARATE TOOL SUPPLIERS
Kohler Tools SE Tools Design Technology Inc.
Contact your local Kohler source of 415 Howard St. 768 Burr Oak Drive
supply. Lapeer, MI 48446 Westmont, IL 60559
Phone 810-664-2981 Phone 630-920-1300
Toll Free 800-664-2981 Fax 630-920-0011
Fax 810-664-8181
TOOLS
Description Source/Part No.
Alcohol Content Tester Kohler 25 455 11-S
For testing alcohol content (%) in reformulated/oxygenated fuels.
Camshaft Endplay Plate SE Tools KLR-82405
For checking camshaft endplay.
Camshaft Seal Protector (Aegis) SE Tools KLR-82417
For protecting seal during camshaft installation.
Dual Gauge Cylinder Leakdown Tester Kohler 25 761 46-S
For checking combustion retention and if cylinder, piston, rings, or valves are worn.
Individual component available: Design Technology Inc.
Adapter 12 mm x 14 mm (Required for leakdown test on XT-6 engines) DTI-731-03
Dealer Tool Kit Kohler 25 761 39-S
Complete kit of Kohler required tools.
Components of 25 761 39-S
Ignition System Tester Kohler 25 455 01-S
Dual Gauge Cylinder Leakdown Test Tool Kohler 25 761 46-S
Oil Pressure Test Kit Kohler 25 761 06-S
Digital Vacuum/Pressure Tester Kohler 25 455 22-S
Digital Vacuum/Pressure Tester Kohler 25 455 22-S
For checking crankcase vacuum.
Individual component available: Design Technology Inc.
Rubber Adapter Plug DTI-721-10
EFI Service Kit Kohler 24 761 01-S
For troubleshooting and setting up an EFI engine.
Components of 24 761 01-S Design Technology Inc.
Fuel Pressure Tester DTI-019
Noid Light DTI-021
90° Adapter DTI-023
Code Plug, Red Wire DTI-027
Code Plug, Blue Wire DTI-029
Code Plug, Yellow Wire DTI-028
Can Bus Reset Tool, Green Wire DTI-030
Shrader Valve Adapter Hose DTI-037
Wire Probe Set (2 pieces regular wire with clip; 1 piece fused wire) DTI-031
Hose Removal Tool, Dual Size/End (also sold as individual Kohler tool) DTI-033
K-Line Adapter Jumper Lead Wiring Harness Kohler 25 176 23-S
KOHLER® Diagnostic System (KDS) Gen 2 Kohler 25 761 50-S
For Laptop or Desktop PC.
Engine Communication Module Kohler 25 761 47-S
7 Pin to DB9 Cable Kohler 25 761 48-S
USB Module to PC Cable Kohler 25 761 49-S
7 Pin to 4 Pin Adapter Kohler 25 761 53-S

Tools and Aids
TOOLS
Mobile KDS Gen 2 (Wireless) Module (New CAN bus/ETB capable) Kohler 25 761 55-S
Replaces the previous Kohler 25 761 45-S for mobile Android or iOS EFI diagnostics.
Mobile (Wireless) CAN bus Cable Upgrade Kit Kohler 25 761 56-S
Updates the previous Kohler 25 761 45-S Mobile (wireless) Android or iOS tool to
allow CAN bus/ETB communications and the ability to perform diagnostics.
Replacement Cable and Adapter Kit Kohler 25 761 57-S
For laptop/desktop PC or Mobile (Wireless).
Flywheel Puller SE Tools KLR-82408
For properly removing flywheel from engine.
Flywheel Anchor Bolts, Washers, Nuts Tool Kohler 25 086 753-S
Used with Flywheel Puller for properly removing flywheel from 5400 Series engine.
Hose Removal Tool, Dual Size/End (also available in EFI Service Kit) Kohler 25 455 20-S
Used to properly remove fuel hose from engine components.
Ignition System Tester Kohler 25 455 01-S
For testing output on all systems, including CD.
Inductive Tachometer (Digital) Design Technology Inc.
For checking operating speed (RPM) of an engine. DTI-110
Oil Pressure Test Kit Kohler 25 761 06-S
For testing/verifying oil pressure on pressure lubricated engines.
Rectifier-Regulator Tester (120 volt current) Kohler 25 761 20-S
Rectifier-Regulator Tester (240 volt current) Kohler 25 761 41-S
For testing rectifier-regulators.
Components of 25 761 20-S and 25 761 41-S Design Technology Inc.
CS-PRO Regulator Test Harness DTI-031R
Special Regulator Test Harness with Diode DTI-033R
Spark Advance Module (SAM) Tester Kohler 25 761 40-S
For testing SAM (ASAM and DSAM) on engines with SMART-SPARK™.
Starter Servicing Kit (All Starters) SE Tools KLR-82411
For removing and reinstalling drive retaining rings and brushes.
Individual component available:
Starter Brush Holding Tool (Solenoid Shift) SE Tools KLR-82416
Stepper Motor Controller Tool Kohler 25 455 21-S
For testing operation of stepper motor/Digital Linear Actuator (DLA).
Jumper Lead Tool Kohler 25 518 43-S
For use with Stepper Motor Controller Tool to test rotary stepper motor.
Triad/OHC Timing Tool Set Kohler 28 761 01-S
For holding cam gears and crankshaft in timed position while installing timing belt.
Valve Guide Reamer (K and M Series) Design Technology Inc.
For properly sizing valve guides after installation. DTI-K828
Valve Guide Reamer O.S. (Command Series) Kohler 25 455 12-S
For reaming worn valve guides to accept replacement oversize valves. Can be used
in low-speed drill press or with handle below for hand reaming.
Reamer Handle Design Technology Inc.
For hand reaming using Kohler 25 455 12-S reamer. DTI-K830

Tools and Aids
AIDS
Camshaft Lubricant (Valspar ZZ613) Kohler 25 357 14-S
Dielectric Grease Loctite® 51360
Kohler Electric Starter Drive Lubricant (Inertia Drive) Kohler 52 357 01-S
P80 Emulsion Lubricant Kohler 25 357 80-S
RTV Silicone Sealant
Loctite® 5900® Heavy Body in 4 oz. aerosol dispenser. Kohler 25 597 07-S
Only oxime-based, oil resistant RTV sealants, such as those listed, are approved Loctite® 5910®
for use. Permatex® the Right Stuff® 1 Minute Gasket™ or Loctite® Nos. 5900® or Loctite® Ultra Black 598™
5910® are recommended for best sealing characteristics. Loctite® Ultra Blue 587™
Loctite® Ultra Copper 5920™
Permatex® the Right Stuff® 1
Minute Gasket™
Spline Drive Lubricant Kohler 25 357 12-S
FLYWHEEL HOLDING TOOL ROCKER ARM/CRANKSHAFT TOOL
A flywheel holding tool can be made out of an old junk A spanner wrench to lift rocker arms or turn crankshaft
flywheel ring gear and used in place of a strap wrench. may be made out of an old junk connecting rod.
1. Using an abrasive cut-off wheel, cut out a six tooth 1. Find a used connecting rod from a 10 HP or larger
segment of ring gear as shown. engine. Remove and discard rod cap.
2. Grind off any burrs or sharp edges. 2. Remove studs of a Posi-Lock rod or grind off
3. Invert segment and place it between ignition bosses aligning steps of a Command rod, so joint surface is
on crankcase so tool teeth engage flywheel ring flat.
gear teeth. Bosses will lock tool and flywheel in 3. Find a 1 in. long capscrew with correct thread size to
position for loosening, tightening, or removing with a match threads in connecting rod.
puller. 4. Use a flat washer with correct I.D. to slip on
capscrew and approximately 1 in. O.D. Assemble
capscrew and washer to joint surface of rod.

Troubleshooting
TROUBLESHOOTING GUIDE
When troubles occur, be sure to check simple causes which, at first, may seem too obvious to be considered. For
example, a starting problem could be caused by an empty fuel tank.
Some general common causes of EFI engine troubles are listed below and vary by engine specification. Use these to
locate causing factors.
Engine Cranks But Will Not Start Engine Will Not Crank
● Battery connected backwards. ● Battery is discharged.
● Blown fuse. ● Faulty electric starter or solenoid.
● Clogged fuel line or fuel filter. ● Faulty key switch or ignition switch.
● Empty fuel tank. ● Interlock switch is engaged or faulty.
● Faulty electronic control unit. ● Loose wires or connections that intermittently ground
● Faulty ignition coil(s). ignition kill circuit.
● Faulty spark plug(s). ● Pawls not engaging in drive cup (Retractable Start).
● Fuel pump malfunction-vacuum hose clogged or ● Seized internal engine components.
leaking.
● Fuel shut-off valve closed. Engine Runs But Misses
● Insufficient voltage to electronic control unit. ● Engine overheated.
● Interlock switch is engaged or faulty. ● Faulty spark plug(s).
● Key switch or kill switch in OFF position. ● Ignition coil(s) faulty.
● Low oil level. ● Incorrect crankshaft position sensor air gap (only on
● Quality of fuel (dirt, water, stale, mixture). engines with earlier design bracket with slots allowing
● Spark plug lead(s) disconnected. adjustment).
● Interlock switch is engaged or faulty.
Engine Starts But Does Not Keep Running ● Loose wires or connections that intermittently ground
● Faulty cylinder head gasket. ignition kill circuit.
● Faulty or misadjusted throttle controls. ● Quality of fuel (dirt, water, stale, mixture).
● Fuel pump malfunction-vacuum hose clogged or ● Spark plug lead(s) disconnected.
leaking. ● Spark plug lead boot loose on plug.
● Intake system leak. ● Spark plug lead loose.
● Loose wires or connections that intermittently ground
ignition kill circuit. Engine Will Not Idle
● Quality of fuel (dirt, water, stale, mixture). ● Engine overheated.
● Restricted fuel tank cap vent. ● Faulty spark plug(s).
● Idle speed adjusting screw improperly set (this is not a
Engine Starts Hard feature on engines equipped with an electronic throttle
● Clogged fuel line or fuel filter. body).
● Engine overheated. ● Inadequate fuel supply.
● Faulty ACR mechanism (Retractable Start). ● Low compression.
● Faulty or misadjusted throttle controls. ● Quality of fuel (dirt, water, stale, mixture).
● Faulty spark plug(s). ● Restricted fuel tank cap vent.
● Flywheel key sheared.
● Fuel pump malfunction-vacuum hose clogged or Engine Overheats
leaking. ● Cooling fan broken.
● Interlock switch is engaged or faulty. ● Excessive engine load.
● Loose wires or connections that intermittently ground ● High crankcase oil level.
ignition kill circuit. ● Lean fuel mixture.
● Low compression. ● Low crankcase oil level.
● Quality of fuel (dirt, water, stale, mixture). ● Cooling system components clogged or restricted.
● Weak spark.
Engine Knocks
● Excessive engine load.
● Hydraulic lifter malfunction.
● Incorrect oil viscosity/type.
● Internal wear or damage.
● Low crankcase oil level.
● Quality of fuel (dirt, water, stale, mixture).

Troubleshooting
Engine Loses Power Sludge is a natural by-product of combustion; a small

accumulation is normal. Excessive sludge formation
● Dirty air cleaner element. could indicate over rich fuel settings, weak ignition,
● Engine overheated. overextended oil change interval or wrong weight or
● Excessive engine load. type of oil was used.
● Restricted exhaust.
● Faulty spark plug(s). CLEANING ENGINE
● High crankcase oil level.
● Incorrect governor setting (on engines equipped with WARNING
electronic throttle body governor is digitally controlled Cleaning Solvents can cause severe injury or
and not adjustable). death.
● Low battery.
● Low compression. Use only in well ventilated areas away from
● Low crankcase oil level. ignition sources.
● Quality of fuel (dirt, water, stale, mixture).
Carburetor cleaners and solvents are extremely
Engine Uses Excessive Amount of Oil flammable. Follow cleaner manufacturer’s warnings
● Loose or improperly torqued fasteners. and instructions on its proper and safe use. Never use
● Blown head gasket/overheated. gasoline as a cleaning agent.
● Breather reed broken.
● Clogged, broken, or inoperative crankcase breather. After inspecting external condition of engine, clean
● Crankcase overfilled. engine thoroughly before disassembly. Clean individual
● Incorrect oil viscosity/type. components as engine is disassembled. Only clean
● Worn cylinder bore. parts can be accurately inspected and gauged for wear
● Worn or broken piston rings. or damage. There are many commercially available
● Worn valve stems/valve guides. cleaners that will quickly remove grease, oil, and grime
from engine parts. When such a cleaner is used, follow
Oil Leaks from Oil Seals, Gaskets manufacturer’s instructions and safety precautions
● Breather reed broken. carefully.
● Clogged, broken, or inoperative crankcase breather. Make sure all traces of cleaner are removed before
● Loose or improperly torqued fasteners. engine is reassembled and placed into operation. Even
● Piston blow by, or leaky valves. small amounts of these cleaners can quickly break down
● Restricted exhaust. lubricating properties of engine oil.
EXTERNAL ENGINE INSPECTION

NOTE: It is good practice to drain oil at a location away
from workbench. Be sure to allow ample time for
complete drainage.
Before cleaning or disassembling engine, make a
thorough inspection of its external appearance and
condition. This inspection can give clues to what
might be found inside engines (and cause) when it is
disassembled.
● Check for buildup of dirt and debris on crankcase,
cooling fins, grass screen, and other external surfaces.
Dirt or debris on these areas can cause overheating.
● Check for obvious fuel and oil leaks, and damaged
components. Excessive oil leakage can indicate a
clogged or inoperative breather, worn or damaged
seals or gaskets, or loose fasteners.
● Check air cleaner cover and base for damage or
indications of improper fit and seal.
● Check air cleaner element. Look for holes, tears,
cracked or damaged sealing surfaces, or other
damage that could allow unfiltered air into engine. A
dirty or clogged element could indicate insufficient or
improper maintenance.
● Check throttle body throat for dirt. Dirt in throat is
further indication that air cleaner was not functioning
properly.
● Check if oil level is within operating range on dipstick.
If it is above, sniff for gasoline odor.
● Check condition of oil. Drain oil into a container; it
should flow freely. Check for metal chips and other
foreign particles.

Troubleshooting
CRANKCASE VACUUM TEST

WARNING WARNING
Carbon Monoxide can cause severe nausea,
fainting or death. Rotating Parts can cause severe injury.
Avoid inhaling exhaust fumes. Never run Stay away while engine is in operation.
engine indoors or in enclosed spaces.
Engine exhaust gases contain poisonous carbon Keep hands, feet, hair, and clothing away from all
monoxide. Carbon monoxide is odorless, colorless, moving parts to prevent injury. Never operate engine
and can cause death if inhaled. with covers, shrouds, or guards removed.
A partial vacuum should be present in crankcase when engine is operating. Pressure in crankcase (normally caused
by a clogged or improperly assembled breather) can cause oil to be forced out at oil seals, gaskets, or other available
spots.
Crankcase vacuum is best measured with either a water manometer or a vacuum gauge (inches of water gauge only).
Complete instructions are provided in kits.
To test crankcase vacuum with manometer: To test crankcase vacuum with vacuum/pressure gauge
1. Insert rubber stopper into oil fill hole. Be sure pinch (inches of water gauge only):
clamp is installed on hose and use tapered adapters 1. Remove dipstick or oil fill plug/cap.
to connect hose between stopper and one 2. Install adapter into oil fill//dipstick tube opening,
manometer tube. Leave other tube open to upside down over end of a small diameter dipstick
atmosphere. Check that water level in manometer is tube, or directly into engine if a tube is not used.
at 0 line. Make sure pinch clamp is closed. Insert barbed gauge fitting into hole in stopper.
2. Start engine and run no-load high speed. 3. Run engine and observe gauge reading.
3. Open clamp and note water level in tube. Analog tester–needle movement to left of 0 is a
Level in engine side should be a minimum of 10.2 vacuum, and movement to right indicates a pressure.
cm (4 in.) above level in open side. Digital tester–depress test button on top of tester.
If level in engine side is less than specified (low/no Crankcase vacuum should be a minimum of 10.2 cm
vacuum), or level in engine side is lower than level in (4 in.) of water. If reading is below specification, or if
open side (pressure), check for conditions in table pressure is present, check table below for possible
below. causes and conclusions.
4. Close pinch clamp before stopping engine.
Condition Conclusion
Crankcase breather clogged or inoperative. NOTE: If breather is integral part of valve cover and
cannot be serviced separately, replace valve
cover and recheck pressure.
Disassemble breather, clean parts thoroughly, check
sealing surfaces for flatness, reassemble, and recheck
pressure.
Seals and/or gaskets leaking. Loose or improperly torque Replace all worn or damaged seals and gaskets. Make
fasteners. sure all fasteners are tightened securely. Use appropriate
torque valves and sequences when necessary.
Piston blow by or leaky valves (confirm by inspecting Recondition piston, rings, cylinder bore, valves and
components). valves guides.
Restricted exhaust. Check exhaust screen/spark arrestor (if equipped). Clean
or replace as needed. Repair or replace any other
damaged/restricted muffler or exhaust system parts.

Troubleshooting
COMPRESSION TEST
NOTE: On engines with electronic throttle body (ETB), use Compression test within KOHLER® Diagnostic System
(KDS) Gen 2. See instructions within help (?) area of compression test.
A compression test is best performed on a warm engine. Clean any dirt or debris away from base of spark
plugs before removing them. Be sure battery is fully charged, unplug ECU, and throttle is wide open during test.
Compression should be at least 160 psi and should not vary more than 15% between cylinders.
Some models (retractable start) are equipped with an automatic compression release (ACR) mechanism. It is difficult
to obtain an accurate compression reading because of ACR mechanism. As an alternative, use cylinder leakdown test
described below.
CYLINDER LEAKDOWN TEST
A cylinder leakdown test can be a valuable alternative to a compression test. By pressurizing combustion chamber
from an external air source you can determine if valves or rings are leaking, and how badly.
Cylinder leakdown tester is a relatively simple, inexpensive leakdown tester for small engines. This tester includes a
quick-connect for attaching adapter hose and a holding tool.
Dual Gauge Test Procedure 8. Slowly turn regulator knob clockwise until left hand
1. Run engine until oil temperature reaches and gauge maintains selected test pressure (see chart
maintains 150°F (66°C) or more for a minimum of 5 below).
minutes. Ideally, engine should be run under normal
load conditions. Left Gauge Regulated Pressure Selection
2. Remove spark plug(s) and air filter from engine. 80 PSI
3. Rotate crankshaft until piston (of cylinder being Recommended for engines over 200 cc
tested) is at top dead center (TDC) of compression or those exhibiting high leakage at 35 PSI setting.
stroke. Hold engine in this position while testing.
Holding tool from kit can be used if PTO end of 35 PSI
Recommended for single cylinder
crankshaft is accessible. Lock holding tool onto walk-behind push mower applications.
crankshaft. Install a 3/8 in. breaker bar into hole/slot
of holding tool, so it is perpendicular to both holding 9. Compare right gauge reading to Test Pressure Chart
tool and crankshaft PTO. on next page to identify percentage of leakage. Also
refer to Leakdown Test Results chart on next page
If flywheel end is more accessible, use a breaker bar for colors, conditions, and action required.
and socket on flywheel nut/screw to hold it in
position. An assistant may be needed to hold 10. For engines exhibiting leakage in yellow or red zone,
breaker bar during testing. If engine is mounted in a repeat test procedure. Operate engine under normal
piece of equipment, it may be possible to hold it by load conditions prior to test. Confirm piston is at TDC
clamping or wedging a driven component. Just be during test.
certain engine cannot rotate off TDC in either NOTE: To prevent damage to gauge assembly, always
direction. turn pressure regulator knob to zero
4. Connect an air source (at least 100 PSI) to tool. (counterclockwise) after each test.
5. Turn regulator knob clockwise (increase direction).
Confirm both gauges read approximately the same
air pressure from 0 to 80 PSI. Note any
discrepancies between gauges for leakage
calculation. Release pressure by turning regulator
knob completely counterclockwise before
proceeding.
6. Install adapter hose into spark plug hole of cylinder
being tested. Use 12 mm x 14 mm adapter if
required.
7. Firmly hold engine at TDC. Connect other end of
adapter hose to tool quick connect. Turn regulator
knob clockwise (increase direction) until left gauge
needle reads 20 PSI.
NOTE: When piston is at TDC, little to no holding force
should be required when air pressure is applied
to cylinder. If excess holding force is required,
this indicates piston is not at TDC. Readjust as
necessary before proceeding.

Troubleshooting
Test Pressure Chart for Dual Gauge Tool

Left Gauge Regulated Pressure
Selection Right Gauge Reading in PSI
80 PSI
Recommended for engines over 200 80 72 64 56 48 40 32 24 16 8 0
cc or those exhibiting high leakage at
35 PSI setting.
35 PSI
Recommended for single cylinder 35 31.5 28 24.5 21 17.5 14 10.5 7 3.5 0
walk-behind push mower
applications.
Percentage of leakage 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Green Zone Yellow Zone Red Zone
Leakdown Test Results

Test Result Condition Action
Gauge reading in low Piston rings and cylinder in No further action required.
(green) zone. good condition.
Air escaping from crankcase Some wear present causing leakage from
breather and/or dipstick tube. combustion chamber to crankcase. Repair not
required at this time if breather system is
functioning normally.
Gauge reading in Air escaping from exhaust. Exhaust valve leakage present, possibly due to
moderate (yellow) carbon deposits. Repair not required. Carbon
zone. cleaning could be performed to reduce leakage.
Air escaping from intake. Intake valve leakage present, possibly due to
carbon deposits. Repair not required. Carbon
cleaning could be performed to reduce leakage.
Air escaping from crankcase Excess wear present causing leakage from
breather and/or dipstick tube. combustion chamber to crankcase. Breather
system will not function normally and will fail
crankcase vacuum test if this condition is truly
present. Engine disassembly and analysis
required to determine root cause and
correction.
Air escaping from exhaust. Excess exhaust valve leakage present, possibly
due to carbon deposits and/or valve to seat
Gauge reading in sealing issues. Carbon cleaning may reduce
high (red) zone. leakage. Valve grind and/or component
replacement may be necessary. Excess oil
Confirm consecutive leakdown consumption and/or excess heat is a suspect
test has been performed AFTER cause and must be resolved to prevent
engine has been operated under reoccurrence.
normal load conditions.
Air escaping from intake. Excess intake valve leakage present, possibly
due to carbon deposits and/or valve to seat
sealing issues. Carbon cleaning may reduce
leakage. Valve grind and/or component
replacement may be necessary. Excess oil
consumption through intake valve and/or
excess heat is a suspect cause and must be
resolved to prevent reoccurrence. Inspect
breather system components and intake valve
stem sealing.

Air Cleaner/Intake
AIR CLEANER Low-Profile

These systems are CARB/EPA certified and components Loosen knob(s) and remove air cleaner cover.
should not be altered or modified in any way.
Precleaner
Low-Profile Air Cleaner 1. Remove precleaner from paper element.
A A 2. Replace or wash precleaner in warm water with
B detergent. Rinse and allow to air dry.
B
3. Saturate precleaner with new engine oil; squeeze
out excess oil.
C B 4. Reinstall precleaner over paper element.
Paper Element
D F 1. Clean area around element. If equipped, remove
E G
wing nut and element cover. Remove paper element
with precleaner.
H 2. Separate precleaner from element; service
F
G precleaner and replace paper element.
3. If equipped, check condition of rubber seal and
replace if necessary.
H 4. Install new paper element on base; install precleaner
over paper element. If equipped, reinstall element
A Air Cleaner Cover B Air Cleaner Knob cover and secure with wing nut.
C Wing Nut D Element Cover Reinstall air cleaner cover and secure with knob(s).
E Rubber Seal F Precleaner Heavy-Duty
G Paper Element H Air Cleaner Base 1. Unhook retaining clips and remove end cap(s).
2. Check and clean inlet screen (if equipped).
Heavy-Duty Air Cleaner
3. Pull air cleaner element out of housing and replace.
Check condition of inner element; replace when
N dirty.
4. Check all parts for wear, cracks, or damage, and that
ejector area is clean.
5. Install new element(s).
I M 6. Reinstall end cap(s) with dust ejector valve/screen
M J down; secure with retaining clips.
K BREATHER TUBE
L
Ensure sure both ends of breather tube are properly
connected.
P
N AIR COOLING
Q
O WARNING
I Air Cleaner Housing J Element Hot Parts can cause severe burns.
K End Cap L Dust Ejector Valve Do not touch engine while operating or just
after stopping.
M Retaining Clip N Inner Element
O Ejector Area P Inlet Screen Never operate engine with heat shields or guards
Q Filter Minder removed.
NOTE: Operating engine with loose or damaged air Proper cooling is essential. To prevent over heating,
cleaner components could cause premature clean screens, cooling fins, and other external surfaces
wear and failure. Replace all bent or damaged of engine. Inspect for any debris visible through flywheel
components. cooling holes (if equipped) and clean as necessary.
Avoid spraying water at wiring harness or any electrical
NOTE: Paper element cannot be blown out with components. Refer to Maintenance Schedule.
compressed air.

EFI SYSTEM-ELECTRONIC THROTTLE BODY (ETB) ECH
ETB engines feature an ECU that uses CAN BUS/

WARNING J1939 communication protocols and may be linked to
Explosive Fuel can cause fires and severe other electronic control modules installed on application.
burns. Some models are configured for analog speed control
input, while most others utilize CAN BUS for operator
Do not fill fuel tank while engine is hot or input control. Please refer to equipment manufacturer's
running. manual to determine if equipped and operational detail.
Gasoline is extremely flammable and its vapors can Native fault codes are in line with J1939 protocol. We
explode if ignited. Store gasoline only in approved continue to reference P Codes for consistency.
containers, in well ventilated, unoccupied buildings, A lift fuel pump is used to move fuel from tank through
away from sparks or flames. Spilled fuel could ignite if it an in-line fuel filter and fuel line. Fuel is then pumped
comes in contact with hot parts or sparks from ignition. to fuel pump module. Fuel pump module regulates
Never use gasoline as a cleaning agent. fuel pressure to a system operating pressure of 39 psi.
Fuel is delivered from fuel pump module through high
Typical electronic fuel injection (EFI) system and related pressure fuel line into injectors, which inject fuel into
components include: intake ports. ECU controls amount of fuel by varying
● Fuel pump module and lift pump. length of time that injectors are on. This can range
● Fuel filter. from 2 to over 12 milliseconds depending on fuel
● High pressure fuel line. requirements. Controlled injection of fuel occurs every
● Fuel line(s). other crankshaft revolution, or once for each 4-stroke
● Fuel injectors. cycle. When intake valve opens, air/fuel mixture is drawn
● Electronic throttle body (ETB)/intake manifold. into combustion chamber, compressed, ignited, and
● Electronic control unit (ECU). burned.
● Ignition coils. ECU controls amount of fuel being injected and ignition
● Engine temperature sensor or Engine temperature timing by monitoring primary sensor signals for engine
sensor lead. temperature, operator requested engine speed (RPM),
● Throttle position sensor (TPS) is contactless and not and throttle position (load). These primary signals are
serviceable. compared to preprogrammed maps in ECU computer
● Crankshaft position sensor. chip, and ECU adjusts fuel delivery to match mapped
● Oxygen sensor. values. After engine reaches operating temperature,
● Temperature/manifold absolute pressure (TMAP) an exhaust gas oxygen sensor provides feedback to
sensor. ECU based upon amount of unused oxygen in exhaust,
● Malfunction indicator light (MIL)-optional. indicating whether fuel mixture being delivered is rich or
● 30 Amp fuse (charging system). lean. Based upon this feedback, ECU further adjusts fuel
● Kohler 60 Amp fuse (high output charging system). input to re-establish ideal air/fuel ratio. This operating
● 10 Amp fuse (ignition switched power). mode is referred to as closed loop operation. EFI
● 10 Amp fuse (battery power). system operates closed loop when all three of following
● Wire harness assembly & affiliated wiring. conditions are met:
● Engine temperature is greater than 50-60°C
FUEL RECOMMENDATIONS (122-140°F).
Refer to Maintenance. ● Oxygen sensor has warmed sufficiently to provide a
FUEL LINE signal (minimum 400°C, 752°F).
● Engine operation is at a steady state (not starting,
Low permeation fuel line must be installed on all Kohler warming up, accelerating, etc.).
Co. engines to maintain EPA and CARB regulatory
compliance. During closed loop operation ECU has ability to readjust
OPERATION and learn adaptive controls, providing compensation
for changes in overall engine condition and operating
NOTE: When performing voltage or continuity tests, environment, so it will be able to maintain ideal air/
avoid putting excessive pressure on or against fuel ratio. This system requires a minimum engine
connector pins. Flat pin probes are temperature greater than 50-60°C (122-140°F) to
recommended for testing to avoid spreading or properly adapt. These adaptive values are maintained as
bending terminals. long as ECU is not reset.
EFI system is designed to provide peak engine During certain operating periods such as cold starts,
performance with optimum fuel efficiency and lowest warm up, acceleration, high load, etc., a richer air/fuel
possible emissions. Ignition and injection functions ratio is required and system operates in an open loop
are electronically controlled, monitored and continually mode. In open loop operation oxygen sensor output is
corrected during operation to maintain ideal air/fuel ratio. used to ensure engine is running rich, and controlling
Central component of system is Electronic Control Unit adjustments are based on primary sensor signals and
(ECU) which manages system operation, determining programmed maps only. This system operates open
best combination of fuel mixture, ignition timing, throttle loop whenever three conditions for closed loop operation
opening and/or engine RPM for current operating (above) are not being met.
conditions.

ECU is brain or central processing computer of entire If a fault code indicates a problem with an electrical
EFI and ETB/electronic governor system. During component, disconnect ECU connector and test for
operation, sensors continuously gather data which is continuity between component connector terminals and
relayed through wiring harness to input circuits within corresponding terminals in ECU connector using an
ECU. Signals to ECU include: ignition (on/off), crankshaft ohmmeter. Little or no resistance should be measured,
position and speed (RPM), throttle position, requested indicating that wiring of that particular circuit is OK.
customer speed input, oil temperature, intake air Crankshaft position sensor is essential to engine
temperature, exhaust oxygen levels, manifold absolute operation; constantly monitoring rotation and speed
pressure, and battery voltage. (RPM) of crankshaft. There are 23 consecutive teeth
ECU compares input signals to programmed maps in cast into flywheel. One tooth is missing and is used to
its memory to determine appropriate fuel and spark reference crankshaft position for ECU.
requirements for immediate operating conditions. ECU During rotation, an AC voltage pulse is created within
then sends output signals to set injector duration, ignition sensor for each passing tooth. ECU calculates engine
timing, and ETB throttle opening. speed from time interval between consecutive pulses.
ECU continually performs a diagnostic check of itself, Gap from missing tooth creates an interrupted input
each sensor, and system performance. If a fault is signal, corresponding to specific crankshaft position near
detected, ECU can turn on a Malfunction Indicator Light BDC for cylinder #1. This signal serves as a reference
(MIL) (if equipped) on equipment control panel, store for control of ignition timing by ECU. Synchronization of
fault code in its fault memory, and go into a default inductive speed pickup and crankshaft position takes
operating mode. Depending on significance or severity place during first two revolutions each time engine is
of fault, normal operation may continue. A technician can started. Sensor must be properly connected at all times.
access stored fault code using a blink code diagnosis If sensor becomes disconnected for any reason, engine
flashed out through MIL or use KOHLER® Diagnostic will quit running.
System (KDS) Gen 2, see Tools and Aids. Throttle position sensor (TPS) is used to indicate throttle
ECU requires a minimum of 6.0 volts to operate. plate angle to ECU. Since throttle (by way of governor
To prevent engine over-speed and possible failure, a or customer speed input/ETB throttle opening) reacts to
rev-limiting feature is programmed into ECU. If maximum engine load, angle of throttle plate is directly related to
RPM limit (4500) is exceeded, ECU suppresses injection load on engine.
signals, cutting off fuel flow. This process repeats itself in TPS is sealed and not serviced separately. Mounted on
rapid succession, limiting operation to preset maximum. electronic throttle body and operated directly off end of
Wiring harness used in EFI system connects electrical throttle shaft, TPS works as a potentiometer, varying
components, providing current and ground paths for voltage signal to ECU in direct correlation to angle
system to operate. All input and output signaling occurs of throttle plate. This signal, along with other sensor
through two special all weather connectors that attach signals, is processed by ECU and compared to internal
and lock to ECU. Connectors are Black and Grey and preprogrammed maps to determine required fuel and
keyed differently to prevent being attached to ECU ignition settings for amount of load.
incorrectly. TPS auto-learn is an automated process. No adjustment
Condition of wiring, connectors, and terminal is required.
connections is essential to system function and Most models feature an engine temperature sensor
performance. Corrosion, moisture, and poor connections located in breather cover, while other models feature
are as likely cause of operating problems and system an engine temperature sensor lead that secures on #2
errors as an actual component. Refer to Electrical cylinder valley baffle screw closest to exhaust port. Both
System for additional information. types utilize a temperature-sensitive resistor. Resistance
EFI system is a 12 VDC negative ground system, changes with engine temperature, altering voltage
designed to operate down to a minimum of 6.0 volts. sent to ECU. Using a table stored in its memory, ECU
If system voltage drops below this level, operation correlates voltage drop to a specific temperature. Using
of voltage sensitive components such as ECU, fuel fuel delivery maps, ECU then knows how much fuel is
pump, ignition coils, and injectors will be intermittent required for starting at that temperature.
or disrupted, causing erratic operation or hard starting. Temperature/Manifold Absolute Pressure (TMAP) sensor
A fully charged, 12 volt battery with a minimum of 350 is an integrated sensor that checks both intake air
cold cranking amps is important in maintaining steady temperature and manifold absolute pressure.
and reliable system operation. Battery condition and Intake Air Temperature control is a thermally sensitive
state of charge should always be checked first when resistor that exhibits a change in electrical resistance
troubleshooting an operational problem. with a change in its temperature. When sensor is cold,
Keep in mind that EFI-related problems are often caused resistance of sensor is high. As sensor warms up,
by wiring harness or connections. Even small amounts resistance drops and voltage signal increases. From
of corrosion or oxidation on terminals can interfere with voltage signal, ECU can determine temperature of intake
milliamp currents used in system operation. air.
Cleaning connectors and grounds will solve problems
in many cases. In an emergency situation, simply
disconnecting and reconnecting connectors may clean
up contacts enough to restore operation, at least
temporarily.

Purpose of sensing air temperature is to help ECU A high-voltage, solid-state, battery ignition system is
calculate air density. Higher air temperature less dense used with EFI system. ECU controls ignition output and
air becomes. As air becomes less dense ECU knows timing through transistorized control of primary current
that it needs to lessen fuel flow to achieve correct air/fuel delivered to coils. Based on input from crankshaft
ratio. If fuel ratio was not changed engine would become position sensor, ECU determines correct firing point
rich, possibly losing power and consuming more fuel. for speed at which engine is running. At proper instant,
Manifold Absolute Pressure check provides immediate it interrupts flow of primary current in coil, causing
manifold pressure information to ECU. TMAP sensor electromagnetic flux field to collapse. Flux collapse
measures difference in pressure between outside induces an instantaneous high voltage in coil secondary
atmosphere and vacuum level inside intake manifold which is strong enough to bridge gap on spark plug.
and monitors pressure in manifold as primary means Each coil fires every other revolution (during normal
of detecting load. Data is used to calculate air density running).
and determine engine's mass air flow rate, which in ETB EFI engines are equipped with either a 20 amp or
turn determines required ideal fueling. MAP also stores high output charging system to accommodate combined
instant barometric pressure reading when key is turned electrical demands of ignition system and specific
ON. application. Charging system troubleshooting information
Oxygen sensor functions like a small battery, generating is provided in Electrical System.
a voltage signal to ECU based upon difference in oxygen An electric fuel pump module and a lift pump are used
content between exhaust gas and ambient air. to transfer fuel in EFI system. Types of lift pumps are:
Tip of sensor protrudes into exhaust gas. When oxygen a pulse fuel pump, a mechanical fuel pump, or a low
concentration on one side of tip is different than that of pressure electric fuel pump. Pumping action is created
other side, a voltage signal up to 0.98 volt is generated by either oscillation of positive and negative pressures
and sent to ECU. Voltage signal tells ECU if engine is within crankcase through a hose, or by direct lever/pump
straying from ideal fuel mixture, and ECU then adjusts actuation off rocker arm movement. Pumping action
injector pulse accordingly. causes diaphragm on inside of pump to pull fuel in on its
downward stroke and to push it into fuel pump module
Oxygen sensor functions after being heated to a on its upward stroke. Internal check valves prevent fuel
minimum of 400°C (752°F). A heater inside sensor heats from going backward through pump. Fuel pump module
electrode to optimum temperature in about 10 seconds. receives fuel from lift pump, increases and regulates
Oxygen sensor receives ground through wire, eliminating pressure for fuel injectors.
need for proper grounding through muffler. If problems
indicate a bad oxygen sensor, check all connections and Fuel pump module is rated for a minimum output of
wire harness. Oxygen sensor can also be contaminated 13.5 liters (3.51 gallons) per hour and regulated at 270
by leaded fuel, certain RTV and/or other silicone kilopascals (39 psi).
compounds, fuel injector cleaners, etc. Use only those When key switch is turned ON and all safety switch
products indicated as O2 Sensor Safe. requirements are met, ECU activates fuel pump module
Fuel injectors mount into intake manifold, and high for about six seconds, which pressurizes system for
pressure fuel line attaches to them at top end. start-up. If key switch is not promptly turned to start
Replaceable O-rings on both ends of injector prevent position, engine fails to start, or engine is stopped with
external fuel leakage and also insulate it from heat and key switch ON (as in case of an accident), ECU switches
vibration. A special clip connects each injector to high off pump preventing continued delivery of fuel. In this
pressure fuel line and holds it in place. O-rings and situation, MIL will go on, but it will go back off after 4
retaining clip must be replaced any time fuel injector is cranking revolutions if system function is OK. Once
separated from its normal mounting position. engine is running, fuel pump remains on.
When key switch is on, fuel pump module will pressurize Precision components inside fuel pump module are not
high pressure fuel line to 39 psi, and voltage is present serviceable. DO NOT attempt to open fuel pump module.
at injector. At proper instant, ECU completes ground Damage to components will result and warranty will be
circuit, energizing injector. Valve needle in injector void. Because fuel pump module is not serviceable,
is opened electromagnetically, and pressure in high engines are equipped with a special 10-micron EFI fuel
pressure fuel line forces fuel down through inside. filter to prevent harmful contamination from entering
Director plate at tip of injector contains a series of module.
calibrated openings which directs fuel into manifold in a If there are two filters in system, one before lift pump
cone-shaped spray pattern. will be a standard 51-75 micron filter, and one after lift
Injectors have sequential fueling that open and close pump will be special 10-micron filter. Be sure to use an
once every other crankshaft revolution. Amount of fuel approved 10-micron filter for replacement.
injected is controlled by ECU and determined by length
of time valve needle is held open, also referred to as
injection duration or pulse width. Time injector is open
(milliseconds) may vary in duration depending on speed
and load requirements of engine.

High pressure fuel line is an assembly of hoses, injector IMPORTANT NOTES!

caps and a fuel connector to fuel pump module. High ● Cleanliness is essential and must be maintained at all
pressure fuel line feeds fuel to top of injectors through times when servicing or working on EFI system. Dirt,
injector caps. Caps are fastened to intake manifold and even in small quantities, can cause significant
injectors are locked into place. A small retaining clip problems.
provides a secondary lock. ● Clean any joint or fitting with parts cleaning solvent
High pressure fuel line is serviced as a complete before opening to prevent dirt from entering system.
assembly to prevent tampering and safety hazards. ● Always depressurize fuel system through fuel
Components are not individually serviceable. connector on fuel pump module before disconnecting
Vent hose assembly is intended to vent fuel vapor out of or servicing any fuel system components.
fuel pump module and direct fuel vapor into electronic ● Never attempt to service any fuel system component
throttle body. Most EFI engines are equipped with an while engine is running or ignition switch is ON.
engine mounted purge port on #2 cylinder barrel baffle. ● Do not use compressed air if system is open. Cover
This capped purge port can be used by OEM to vent fuel any parts removed and wrap any open joints with
tanks or used in conjunction with a carbon canister kit for plastic if they will remain open for any length of time.
evaporative emissions compliance. Purge port connects New parts should be removed from their protective
to vent hose assembly and directs all fuel vapor into packaging just prior to installation.
electronic throttle body. If purge port remains unused, ● Avoid direct water or spray contact with system
port must remain capped to prevent dirt from entering components.
engine. ● Do not disconnect or reconnect ECU wiring harness
connector or any individual components with ignition
EFI engines have no carburetor, so throttle function on. This can send a damaging voltage spike through
(regulate incoming combustion airflow) is achieved with ECU.
a throttle valve in a separate electronic throttle body ● Do not allow battery cables to touch opposing
(ETB) attached to intake manifold. ETB is an assembly terminals. When connecting battery cables attach
of three functional components: 1) A mechanical throttle positive (+) cable to positive (+) battery terminal first,
body to control air flow to engine. 2) A DC electric motor followed by negative (-) cable to negative (-) battery
and gear reduction to drive and position throttle blade. 3) terminal.
A non-contact throttle position sensor to measure throttle ● Never start engine when cables are loose or poorly
position. This technology is common on many modern connected to battery terminals.
automobiles, including a return spring feature. Return ● Never disconnect battery while engine is running.
spring will mechanically return throttle blade to a home ● Never use a quick battery charger to start engine.
position if power is lost or interrupted to drive motor. ● Do not charge battery with key switch ON.
Home position is above normal low idle position, but ● Always disconnect negative (-) battery cable before
typically is low RPM and very low load. charging battery, and also unplug harness from ECU
ETB (Electronic throttle body)/intake manifold provides before performing any welding on equipment.
mounting for fuel injectors, throttle position sensor,
TMAP sensor, high pressure fuel line, and air cleaner
assembly.
ETB Engine idle speed is not adjustable and is preset
and controlled by ECU. Standard idle speed setting for
EFI engines is 1500 RPM, but certain applications might
require a different setting.
For starting and warm up, ECU will adjust fuel and
ignition timing, based upon ambient temperature, engine
temperature, and loads present. In cold conditions, idle
speed will be different than normal for a few moments.
Idle speed typically starts higher than normal, but
gradually decreases to established setting as operation
continues. Engine must be completely warmed up, in
closed loop operating mode for accurate idle check.

ELECTRICAL COMPONENTS Grey Connector Side

Electronic Control Unit (ECU) Pin # Description
Pinout of ECU 1 Not Used
Black Connector Side 2 Not Used
Pin # Description 3 Malfunction Indicator Light (MIL) Ground
1 Ignition Coil #1 Ground 4 Not Used
2 Battery Ground 5 Not Used
3 Not Used 6 Not Used
4 Crankshaft Position Sensor Input High 7 CAN Low
5 Fuel Injector Output #1 Ground 8 CAN High
6 Fuel Injector Output #2 Ground 9 Battery Ground
7 Oxygen Sensor Heater 10 Ignition Coil #2 Ground
8 Intake Air Temperature (TMAP) Sensor Input 11 ETB Motor High
9 Fuel Pump Ground 12 ETB Motor Low
10 Ground for TPS, TMAP, O2, and Temp sensors 13 Desired Engine Speed Input (0-5V)
11 Manifold Absolute Pressure (TMAP) sensor 14 Safety Switch Ground
input
15 Not Used
12 Throttle Position Sensor (TPS) input
16 ECU Reset
13 Crankshaft Position Sensor Low
17 Fuel Pump Control (+12V)
14 Engine Temperature Sensor input
18 Not Used
15 Ignition Switch (Switched +12V)
16 Power for TPS and TMAP sensor (+5V)
17 Oxygen Sensor (O2) input
18 Battery Power (Permanent +12V)
ECU
BLACK CONNECTOR SIDE GREY CONNECTOR SIDE
Pinout of ECU

Never attempt to disassemble ECU. It is sealed to ECU Reset Procedure

prevent damage to internal components. Warranty is 1. Turn key/ignition OFF.
void if case is opened or tampered with in any way. 2. Install Green colored wire jumper from Kohler EFI
All operating and control functions within ECU are service kit on to diagnostic port (or connect white
preset. No internal servicing or readjustment may wire to black wire (terminals G and E) in diagnostic
be performed. If a problem is encountered, and you port).
determine ECU to be faulty, contact your source of 3. Turn key/ignition ON, then OFF and count 10
supply. seconds.
ECU pins are coated at factory with a thin layer of 4. Turn key/ignition ON, then OFF and count to 10
electrical grease to prevent fretting and corrosion. Do not seconds a second time.
attempt to remove grease from ECU pins.
5. Remove Green colored wire jumper. Turn key/
Relationship between ECU and throttle position sensor ignition ON, then OFF and count to 10 seconds a
(TPS) is very critical to proper system operation. TPS third time. ECU is reset.
to throttle shaft positioning is an automated process
performed at key cycle and cannot be altered.
Any service to ECU, TPS/Electronic Throttle Body, or
fuel pump module replacement should include ECU
Reset.
This will clear all trouble codes, all closed loop learned
offsets, all max values, and all timers besides permanent
hour meter.
This system will NOT reset when battery is
disconnected!

38
ETB EFI Wiring Harness 20 Amp
A P
B
Q
1 2
G
D C B A
E F G H
F J N R
D E L S
H I O
C K M T C
1
10
U
9
18
W V V
KohlerEngines.com
1
10
E
G
H
G Q AA M P
9
18
Q H S H H G H C C Y H S C G AA AB K G S G
X Z A B C
1 2 3
A B A B A B C A B C 1 2 A B C D 4 5 6 1 2 3 4 1 2 H G F E
AC AD AE AF AG AH AI AJ AK AL
24 690 01 Rev. S
ETB EFI Wiring Harness 20 Amp Detail

A Stator B Rectifier-Regulator C Purple D 30A Fuse
E Red F Battery G Black H Red/Black
I Pink J Fuel Pump Module K Tan L Red/White
M White N 8-Terminal Connector O Red/Yellow P Green/White
Q Dark Blue R Starter Motor S Dark Green T Oil Pressure Switch
U Yellow/Black V 10A Fuse W Grey Connector X Black Connector
Y Yellow Z Black/White AA Grey AB Light Green
AC Fuel Injector #1 AD Fuel Injector #2 AE Ignition Coil #1 AF Ignition Coil #2
Crankshaft Position Electronic Throttle
AG AH Oxygen Sensor AI AJ TMAP Sensor
Sensor Body
Engine Temperature Diagnostic Connector
AK AL
Sensor (8 Bay, 7 Pin)

ETB EFI with Analog Speed Control Wiring Harness* 20 Amp Detail with Key Switch (w/Jumper Harness)
40
I
A M
F C B
E D G L T W
U
A J Y
K S V
B
X Z
1 2
D C B A
N E F G H
E O E
H P AA
D
AD
G Q N R AB
C E
1
10
KohlerEngines.com
9
18
AC
1
10
E
V E
N Z Y
E M Q 1 2 G
E E
9
18
M N V N N E N C C L N V C E Q AG S
AF
A B C
AE 1 2 3
A B A B A B C A B C 1 2 A B C D 4 5 6 1 2 3 4 H G F E
AH AI AK AP K
AJ AL AM AN AO
AQ
24 690 01 Rev. S
ETB EFI with Analog Speed Control Wiring Harness* 20 Amp Detail with Key Switch (w/Jumper Harness)
A Stator B Rectifier-Regulator C Purple D 30A Fuse
E Black F Key Switch Ground G Red H Battery
I 5-Terminal Connector J Red/White K White L Yellow
M Dark Blue N Red/Black O Pink P Fuel Pump Module
Q Grey R Red/Yellow S Tan T MIL
10A Fuse (Switched
U Oil Light V Dark Green W X 8-Terminal Connector
Power)
Y Green/White Z Yellow/Black AA Starter Motor AB Oil Pressure Switch
10A Fuse (Battery
AC AD Grey Connector AE Black Connector AF Black/White
Power)
AG Light Green AH Fuel Injector #1 AI Fuel Injector #2 AJ Ignition Coil #1
AK Ignition Coil #2 AL AM Oxygen Sensor AN
Sensor Body
Engine Temperature AQ Diagnostic Connector
AO TMAP Sensor AP Sensor Lead (8 Bay, 7 Pin)
*This main engine wiring harness will have an attached, application specific, 8-terminal jumper harness that connects
to application chassis harness. This main engine harness is not intended for use without this jumper harness.
NOTE: Do not attempt to make a connection to this main harness 8-terminal connector without jumper harness.
Failure to use this supplied jumper may damage ECU.
Jumper Harness (Must be used with ETB EFI with Analog Speed Control Wiring Harness)
C
A
A B D E
F G
F
H
I J
K
L
8-Terminal Connector (Plugs

A into Wiring Harness B Red/Yellow C Desired Speed D Dark Green
8-Terminal Connector)
Kills Engine if Low Oil
Oil Pressure Sensor (Plugs Customer Connector
E F White G H Pressure (Plugs
into H) for Engine Kill into E)
I Grey J 5 V Out Covered K Red/White L 12 V Switched Power
Engines equipped with this jumper harness feature ETB-Analog speed control. Engine speed is adjusted using
variable voltage inputs received by ECU from OEM controller.
Voltage signal range is 0 to 5 volts max. Idle = 0 (zero) volts. Max high speed = 5 (five) volts.
Any voltage between these two values yields a different speed within range. If throttle system does not respond to
commands use these steps to test system.
Disconnect jumper terminal C (red/yellow wire) from OEM harness. Remove cover from jumper terminal J (grey wire
tied back). Start engine (idle approx. 1500 RPM), connect jumper terminals C and J together. Engine speed should
increase to high speed (approx. 3900 RPM).
If speed DOES increase, problem is with OEM control system. Consult OEM service information for OEM diagnostics.
If speed DOES NOT increase, problem is with engine ETB system. This can be tested using KOHLER® Diagnostic
System (KDS) Gen 2, see Tools and Aids. Select Throttle Position Test and follow instructions in help (?) area of test.

42
ETB EFI Wiring Harness High Output Charging System
E
A P
Q
D 1 2
D C B A
B E F G H
D F G J L N R
C H I S
M O
K T B
1
10
U
9
18
V V
KohlerEngines.com
W
F
1
10
D
H
Q S D P
AA M
H S B D K D 1 2
9
AA
18
Q H S H H D H B B Y AB
X Z D A B C
1 2 3 AK
A B A B A B C A B C 1 2 A B C D 4 5 6 1 2 3 4 H G F E
1 2
AC AD AE AF AG AH AI AJ
AL
24 690 01 Rev. S
ETB EFI Wiring Harness High Output Charging System Detail

A Rectifier-Regulator B Purple C Kohler 60A Fuse* D Black
E Stator F Red G Battery H Red/Black
I Pink J Fuel Pump Module K Tan L Red/White
M White N 8-Terminal Connector O Red/Yellow P Green/White
Q Dark Blue R Starter Motor S Dark Green T Oil Pressure Switch
U Yellow/Black V 10A Fuse W Grey Connector X Black Connector
Y Yellow Z Black/White AA Grey AB Light Green
AC Fuel Injector #1 AD Fuel Injector #2 AE Ignition Coil #1 AF Ignition Coil #2
AG AH Oxygen Sensor AI AJ TMAP Sensor
Sensor Body
Engine Temperature Sensor (Breather Cover) or AL Diagnostic Connector
AK Engine Temperature Sensor Lead (8 Bay, 7 Pin)
*Main engine harness has 30A fuse, but this fuse is nonfunctional in High Output Charging System, as 30A charging
circuit has been disabled.
A sealed, non-serviceable assembly. If fault code P0337 is present and engine does not start/run, proceed to step 1. If
P0337 is present and engine operates, clear codes and retest. If Fault Code diagnosis indicates a problem within this
area, test and correct as follows.
1. Inspect wiring and connections for damage or problems.
2. Make sure engine has resistor type spark plugs.
3. Disconnect Black connector from ECU.
4. Connect an ohmmeter between #4 and #13 pin terminals. A resistance value of 325-395 Ω at room temperature
(20°C, 68°F) should be obtained.
5. If resistance is correct, remove blower housing.
6. Disconnect crankshaft position sensor connector from wiring harness. Test resistance between terminals. A
reading of 325-395 Ω should again be obtained.
a. If resistance is incorrect, remove screws securing sensor to mounting bracket and replace sensor.
b. If resistance in step 4 was incorrect, but resistance of sensor alone was correct, test wire harness circuits
between sensor connector terminals and corresponding pin terminals (#4 and #13) in main connector. Correct
any observed problem, reconnect sensor, and perform step 4 again.
7. If resistance in step 4 is correct, check mounting, flywheel teeth (damage, run-out, etc.), and flywheel key.
8. When fault is corrected and engine starts, clear fault codes following ECU Reset procedure.
Throttle Position Sensor (TPS)
TPS is a sealed, non-serviceable internal part of electronic throttle body assembly. If diagnosis indicates a bad sensor,
complete electronic throttle body replacement is necessary. If a blink code indicates a problem with TPS, it can be
tested as follows:
Diagnostics of sensor: ECU will still have electrical faults captured in fault codes: P0122 & P0123. These electrical
faults still have same meaning as with prior sensor, P0122 detecting low voltage, open circuit, and P0123 for high
voltage conditions between ECU, wire harness, and sensor. Tip: when working with any electrical connection,
remember to keep connections clean & dry. This is best accomplished by cleaning connection thoroughly prior to
disassembly. Contaminated sensor connections can cause premature engine faults. Functionally testing sensor can
no longer be done with simple resistance checks. If either of these two faults is present or a TPS fault is suspected,
recommended diagnostic test is as follows:
If KOHLER® Diagnostic System (KDS) Gen 2 is available (see Tools and Aids)
Observe throttle percent and raw TPS values through KDS tool. With KDS tool communicating to ECU and key ON
engine not running, these values can be observed using Throttle Position test within KDS tool test options. Select
Throttle Position Test, select desired percent of throttle opening. (For example, 50% requested opening will yield 50%
TPS opening +/- 5%.) It is recommended to perform multiple tests in different throttle opening positions. (For example,
10%, 50%, and 100%.) If any of these tests are found to be outside of specified range, it is recommended to power
engine down, wait 15 seconds, turn engine key switch power to ON position, and using KDS tool, repeat Throttle
Opening Test. If values again are found to be outside of specified range, it is recommended to replace electronic
throttle body assembly. If no results are found while performing this test, a small load or gentle back and forth motion
can be applied to connectors or wires just outside connectors to detect a faulty connection.

If only a volt meter is available 5. Unplug sensor from wire harness and check sensor
Measure voltage supply to sensor from ECU. This resistance separately across two pins. Resistance
voltage should be 5.00 +/- 0.20 volts. This can be value should again be 9800-10200 Ω.
measured by gently probing terminals 2 & 3 on harness a. If resistance is out of specifications, replace
side with TPS connector removed from TPS and key temperature sensor lead.
ON. This will generate a P0122 fault that can be cleared b. If it is within specifications, proceed to Step 6.
with an ECU reset. If voltage is low, battery, harness and
ECU should be investigated. If supply voltage is good, 6. Check circuits (input, ground), from wire harness
plug sensor back into harness. Probe sensor signal connector to sensor plug for continuity, damage, etc.
wire with volt meter, terminal 6 at TPS or pin Black 12 at Connect one ohmmeter lead to Black pin 14 in wire
ECU. This signal should be 0.6-1.2 volts at idle. Since harness connector (as in step 4). Connect other lead
there is no longer any wear elements inside sensor, most to terminal #1 in sensor plug. Continuity should be
likely faults will be in electrical connections between indicated. Repeat test between Black pin 10 and
sensor and wire harness and wire harness to ECU. terminal #2 in sensor plug.
Engine Temperature Sensor or Engine Temperature Temperature/Manifold Absolute Pressure (TMAP)
Sensor Lead Sensor
Engines will have either a sensor mounted in breather A sealed non-serviceable integrated sensor that checks
cover or a sensor lead that secures on #2 cylinder valley both intake air temperature and manifold absolute
baffle closest to exhaust port. Follow test procedure for pressure. Complete replacement is required if it is faulty.
design on engine being serviced. Sensor and wiring harness can be checked as follows.
Engine Temperature Sensor (Breather Cover) If a blink code indicates a problem with Intake Air
Temperature (TMAP) Sensor Circuit (P0112 or P0113), it
A sealed, non-serviceable assembly. A faulty sensor can be tested as follows:
must be replaced. If a blink code indicates a problem
with temperature sensor, it can be tested as follows: 1. Remove TMAP sensor from intake manifold.
1. Remove temperature sensor from breather cover 2. Allow it to reach room temperature (20°C, 68°F).
and cap or block sensor hole. 3. Unplug Black connector from ECU.
2. Wipe sensor clean and allow it to reach room 4. With sensor still connected, check temperature
temperature (25°C, 77°F). sensor circuit resistance between Black pin 10 and 8
3. Unplug Black connector from ECU. pin terminals. Value should be 1850-2450 Ω.
4. With sensor still connected, check temperature 5. Unplug sensor from wire harness and check sensor
sensor circuit resistance between Black pin 10 and resistance separately across pin. Resistance value
14 terminals. Value should be 9000-11000 Ω. should again be 1850-2450 Ω.
5. Unplug sensor from wire harness and check sensor a. If resistance is out of specifications, check local
resistance separately across two pins. Resistance temperature. Sensor resistance will go down as
value should again be 9000-11000 Ω. temperature is higher. Replace TMAP sensor if
determined to be faulty.
a. If resistance is out of specifications, replace
temperature sensor. b. If it is within specifications, proceed to Step 6.
b. If it is within specifications, proceed to Step 6. 6. Check circuits (input, ground), from main harness
connector to sensor plug for continuity, damage, etc.
6. Check circuits (input, ground), from wire harness Connect one ohmmeter lead to Black pin 8 in main
connector to sensor plug for continuity, damage, etc. harness connector (as in step 4). Connect other lead
Connect one ohmmeter lead to Black pin 14 in wire to terminal #3 in sensor plug. Continuity should be
harness connector (as in step 4). Connect other lead indicated. Repeat test between Black pin 10 and
to terminal #1 in sensor plug. Continuity should be terminal #4 in sensor plug.
indicated. Repeat test between Black pin 10 and
terminal #2 in sensor plug. 7. Reinstall sensor.
Engine Temperature Sensor Lead If a blink code indicates a problem with Manifold
Absolute Pressure (TMAP) Sensor Circuit (P0107 or
A sealed, non-serviceable assembly. A faulty sensor P0108), it can be tested as follows:
must be replaced. If a blink code indicates a problem
with temperature sensor, it can be tested as follows: 1. Make sure all connections are making proper
contact and are free of dirt and debris. Slide locking
1. Remove screw securing temperature sensor lead on tab out and pull off TMAP connector. Turn key switch
#2 valley baffle. If another bracket is secured with to ON and check with a volt meter by contacting red
this same screw, note that sensor lead is between lead to pin 1 and black lead to pin 2. There should
them. be 5 volts present, indicating ECU and wiring
2. Allow sensor to reach room temperature (25°C, harness are functioning.
77°F). 2. Check continuity in wire harness. Ohms between Pin
3. Unplug Black connector from ECU. 3 at sensor connector and Black pin 11 connector at
4. With sensor still connected, check temperature ECU should be near zero ohms. If no continuity is
sensor circuit resistance between Black pin 10 and measured or very high resistance, replace wire
14 terminals. Value should be 9800-10200 Ω. harness.

3. Check to make sure intake manifold is not loose and Cutaway Oxygen Sensor Components (O2)
TMAP sensor is not loose. Loose parts would allow
a vacuum leak, making TMAP sensor report D G
misleading information to ECU. E F
a. Tighten all hardware and perform an ECU Reset A C
Procedure to see if MIL will display a fault with B
sensor again. If MIL finds a fault with TMAP
sensor, replace it.
Oxygen Sensor (O2)
Identify style of sensor to ensure proper testing and
installation torque.
Style 1 (Smaller Sensor)
Planar Element
A Protection Shield B
Pin A and Heater
Stainless Steel
C Lower Insulator D
Pin B Housing
Pin D Terminal Connection
E Upper Insulator F
Pin C to Element
High Temp
G Water Seal
Temperature must be controlled very accurately and gas
constituents measured to a high degree of accuracy for
absolute sensor measurements. This requires laboratory
A B equipment to determine a good or bad sensor in field.
Furthermore, as with most devices, intermittent problems
Pin A Heater + Pin B Heater - are difficult to diagnose. Still, with a good understanding
Pin C Sensor Output Pin D Sensor Ground of system and sensor, it is possible to diagnose many
14 mm or 9/16 in. 12 mm x 1.25 sensor problems in field.
A B Using KOHLER® Diagnostic System (KDS) Gen 2, see
Wrench Size Thread Size
Installation Torque 18 N·m (159 in. lb.) Tools and Aids, connected to ECU is a useful technique
for observing sensor performance. However, user must
Style 2 (Larger Sensor) understand that such software reads a signal generated
by ECU. If there is an ECU or wiring problem, readings
could be misinterpreted as a sensor problem. Digital
nature of signal to KDS tool means that it is not reading
continuous output of sensor. A voltmeter can also be
used as an effective tool in diagnosing sensors.
Pin A Using injector timing test within KDS tool will aid in
Pin D testing operation of O2 sensor. See instructions within
Pin B help (?) area of injector timing test.
Pin C It is advisable to use an electronic meter such as a
digital voltmeter. Simple mechanical meters may place
B a heavy electrical load on sensor and cause inaccurate
readings. Since resistance of sensor is highest at
low temperatures, such meters will cause largest
A inaccuracies when sensor is in a cool exhaust.
Pin A Heater + Pin B Heater -

Pin C Sensor Output Pin D Sensor Ground
22 mm or 7/8 in. 18 mm x 1.5
A B
Wrench Size Thread Size
Installation Torque 50.1 N·m (37 ft. lb.)

Visual Inspection Sensor Signal Observation

Sensor Wire Detail Engine Harness O2 Sensor Connector Plug Detail
A
A D
B C
A Red w/Black Stripe B Dark Green

C Purple D Black
A Keep a minimum of 25 mm (1.0 in.) radius at
grommet. NOTE: Do not cut into or pierce sensor or engine
wiring to make this connection. Sensor
NOTE: Always route harness away from hot exhaust produces a very small signal. Corrosion or
and away from moving parts. damage to wiring could lead to an incorrect
NOTE: Do not attempt to clean sensor. Replace as signal because of repairs or contamination to
needed. sensor.
1. Look for a damaged or disconnected sensor-to- 1. With sensor connected and using KOHLER®
engine harness connection. Diagnostic System (KDS) Gen 2, see Tools and
2. Look for damage to sensor lead wire or associated Aids, start engine to observe O2 sensor activity. Run
engine wiring due to cutting, chaffing or melting on a engine at sufficient speed to bring sensor and
hot surface. engine up to operating temperature (engine
temperature of 150°F (66°C) or more displayed by
3. Disconnect sensor connector and look for corrosion KDS tool).
in connector.
Maintained throttle openings of less than 20%
4. Try reconnecting sensor and observe if problem has typically display closed loop operation where sensor
cleared. output voltage should cycle between 0.05 to 0.95
5. Correct any problems found during visual check. Volts.
6. Inspect for any exhaust system leaks upstream or Maintained throttle openings of 30-40% and above
downstream of oxygen sensor. Confirm oxygen typically display open loop operation where sensor
sensor is secured to exhaust with appropriate should have above 0.500 Volt. Occasional spikes
torque. outside these values is normal. Lack of continuous
fluctuation is not an indication of a defective sensor.
Style 1 (Smaller Sensor) 18 N·m (159 in. lb.).
2. With key ON and engine OFF, sensor connected,
Style 2 (Larger Sensor) 50.1 N·m (37 ft. lb.). using diagnostic software, O2 volts displayed should
All leaks must be repaired and an ECU reset must be more than 1.0 volt. This voltage is generated by
be performed before proceeding with sensor testing. ECU. If not present, there may be a power and/or
ground supply fault to engine harness or ECU, a
7. Using KDS tool, document any trouble codes. fault of engine harness itself (refer to Visual
Determine if historic trouble codes are logically Inspection), or a fault of ECU.
related to current fault experienced. If uncertain,
clear codes and retest. With key ON and sensor unplugged, using a digital
voltmeter, observe voltage between Pin socket C
and Pin socket D of engine wiring harness (refer to
engine harness connector plug detail at top of page).
Voltage should read approximately 5.0 volts.
3. Using a digital voltmeter, observe system sensor
voltage between Pin socket A and negative (-)
battery ground. Battery voltage should be seen. If
battery voltage is not seen, inspect engine wiring,
fuses, and/or electrical connections.

Sensor Removal Inspection

NOTE: Apply anti-seize compound only to threads. Anti-seize compound will affect sensor performance if it gets
into lower shield of sensor.
1. If sensor has heavy deposits on lower shield, engine, oil, or fuel may be source.
2. If heavy carbon deposits are observed, incorrect engine fuel control may be occurring.
3. With sensor at room temperature measure heater circuit resistance, Heater + (Pin A) and Heater - (Pin B).
Style 1 (Smaller Sensor) resistance should be 16.5-19.5 Ω.
Style 2 (Larger Sensor) resistance should be 8.1-11.1 Ω.
4. If a damaged sensor is found, identify root cause, which may be elsewhere in application. Refer to
Troubleshooting-Oxygen (O2) Sensor table.
5. A special "dry to touch" anti-seize compound is applied to all new oxygen sensors at factory. If recommended
mounting thread sizes are used, this material provides excellent anti-seize capabilities and no additional anti-seize
is needed. If sensor is removed from engine and reinstalled, anti-seize compound should be reapplied. Use an
oxygen sensor safe type anti-seize compound. It should be applied according to directions on label. Torque
sensor to appropriate torque.
Style 1 (Smaller Sensor) 18 N·m (159 in. lb.).
Style 2 (Larger Sensor) 50.1 N·m (37 ft. lb.).

Troubleshooting-Oxygen (O2) Sensor

Condition Possible Cause Conclusion
Continuous low voltage output (less Shorted sensor or sensor circuit. Replace sensor or replace and
than 400mV) observed with throttle Shorted lead wire. properly route wiring.
openings of 40% or more (lean
biased condition). Wiring shorted to ground.
Upstream or downstream exhaust Repair all exhaust leaks and torque
Fault codes P0131, P0171, or P0174 leaks observed. sensor to appropriate torque.
may set.
Air leak at sensor. Style 1 (Smaller Sensor)
18 N·m (159 in. lb.).
Style 2 (Larger Sensor)
50.1 N·m (37 ft. lb.).
Restricted fuel supply. Resolve fuel supply issues from tank
to engine. Test fuel pressure. Perform
repairs necessary.
Misfire A misfire causing incomplete
combustion will result in lean (low
voltage) values.
Lean biased sensor failure. Replace sensor.
Continuous high voltage output Silica poisoning. Replace sensor. Identify and resolve
(600mV or more) observed with root cause.
throttle openings of 40% or less (rich
Contaminated gasoline. Purge fuel system and retest.
biased condition).
Wiring shorted to voltage. Replace damaged harness.
Fault codes P0172 or P0132 may set. Overly rich condition due to Test fuel pressure. Inspect fuel pump
unmetered fuel entering combustion vent and evaporative emissions
chamber. hoses for raw fuel flow.
Inspect engine oil for fuel
contamination; drain and refill if
suspect.
Perform repairs as necessary.
Cold engine. Engine temperature Normal operation, or engine operated
below 150°F (66°C) as displayed by in an excessively cold environment.
KOHLER® Diagnostic System (KDS)
Gen 2, see Tools and Aids.
Rich biased sensor failure. Replace sensor.
No activity from sensor. Heater circuit open or shorted. Replace sensor.
Engine keyed ON with sensor Secure and/or confirm sensor
KDS tool displays disconnected. connection and clear codes.
1.015 Volts continuously.
Historic codes.
Fault codes P0031 or P0032 may set. Contaminated gasoline. Purge fuel system and retest.

Fuel Injectors test or Injector #1 or #2 test as found in test section

of tool. See instructions within help (?) area of each
test.
WARNING
If an injector is not operating, it can indicate either a bad
Explosive Fuel can cause fires and severe injector, or a wiring/electrical connection problem. Check
burns. as follows:
Fuel system ALWAYS remains under HIGH 1. Disconnect electrical connector from both injectors.
PRESSURE. Plug a 12 volt noid light into one connector.
Wrap a shop towel completely around fuel pump 2. Make sure all safety switch requirements are met.
module connector. Press release button(s) and slowly Crank engine and check for flashing of test light.
pull connector away from fuel pump module allowing Turn key OFF for at least 10 seconds between tests
shop towel to absorb any residual fuel in high pressure to allow ECU to go to sleep and reawake. Repeat
fuel line. Any spilled fuel must be completely wiped up test at other connector.
immediately. a. If flashing occurs, use an ohmmeter (Rx1 scale)
Details and check resistance of each injector across two
terminals. Proper resistance is 11-13 Ω. If injector
resistance is correct, check whether connector
and injector terminals are making a good
B A connection. If resistance is not correct, replace
injector.
Check all electrical connections, connectors, and wiring
harness leads if resistance is incorrect.
Injector leakage is very unlikely, but in those rare
instances it can be internal (past tip of valve needle),
or external (weeping around injector O-rings). Loss of
system pressure from leakage can cause hot restart
problems and longer cranking times. To check for
C leakage it will be necessary to loosen or remove blower
D housing which may involve removing engine from unit.
Refer to Disassembly for removal of injector.
E 1. Remove manifold mounting bolts and separate
throttle body/manifold from engine leaving TPS, high
F pressure fuel line, injectors and fuel line connections
G intact. Discard old gaskets.
H I 2. Position manifold assembly over an appropriate
container to capture fuel and turn key switch ON to
A Electrical Connection B Upper O-ring activate fuel pump and pressurize system. Do not
turn switch to START position.
C Solenoid Winding D Armature
3. If either injector exhibits leakage of more than two to
E Valve Housing F Valve Seat four drops per minute from tip, or shows any sign of
G Valve End H Lower O-ring leakage around outer shell, turn ignition switch OFF
I Director Plate and replace injector as follows.
NOTE: Do not apply voltage to fuel injector(s). 4. Depressurize fuel system.
Excessive voltage will burn out injector(s). Do 5. Clean any dirt accumulation from sealing/mounting
not ground injector(s) with ignition ON. area of faulty injector(s) and disconnect electrical
Injector(s) will open/turn on if relay is energized. connector(s).
NOTE: When cranking engine with injectors 6. Pull retaining clip off top of injector(s). Remove
disconnected, fault codes will be registered in screw holding injector(s) from manifold.
ECU and will need to be cleared using software
fault clear or an ECU Reset Procedure. 7. Reverse appropriate procedures to install new
injector(s) and reassemble engine. Use new O-rings
Injector problems typically fall into three general and retaining clips any time an injector is removed
categories: electrical, dirty/clogged, or leakage. An (new replacement injectors include new O-rings and
electrical problem usually causes one or both of injectors retaining clips). Lubricate O-rings lightly with clean
to stop functioning. Several methods may be used to engine oil. Use installation tool provided with O-rings
check if injectors are operating. to install new upper O-ring. Place tool into fuel
1. With engine running at idle, listen for a buzzing or injector inlet. Place one side of O-ring into O-ring
groove and roll O-ring over tool onto fuel injector.
clicking sound. Torque screw securing fuel injector caps and blower
2. Disconnect electrical connector from an injector and housing mounting screws to 7.3 N·m (65 in. lb.), and
listen for a change in idle performance (only running intake manifold and air cleaner mounting screws to
on one cylinder) or a change in injector noise or 10.5 N·m (93 in. lb.). An ECU Reset will need to be
vibration. completed.
3. Using KOHLER® Diagnostic System (KDS) Gen 2,
see Tools and Aids, perform Adjust Injector Timing

Injector problems due to dirt or clogging are generally FUEL COMPONENTS

unlikely due to design of injectors, high fuel pressure,
and detergent additives in gasoline. Symptoms that WARNING
could be caused by dirty/clogged injectors include
rough idle, hesitation/stumbling during acceleration, or Explosive Fuel can cause fires and severe
triggering of fault codes related to fuel delivery. Injector burns.
clogging is usually caused by a buildup of deposits Fuel system ALWAYS remains under HIGH
on director plate, restricting flow of fuel, resulting in PRESSURE.
a poor spray pattern. Some contributing factors to
injector clogging include higher than normal operating Wrap a shop towel completely around fuel pump
temperatures, short operating intervals, and dirty, module connector. Press release button(s) and slowly
incorrect, or poor quality fuel. Cleaning of clogged pull connector away from fuel pump module allowing
injectors is not recommended; they should be replaced. shop towel to absorb any residual fuel in high pressure
Additives and higher grades of fuel can be used as a fuel line. Any spilled fuel must be completely wiped up
preventative measure if clogging has been a problem. immediately.
Ignition Coil Fuel Pump Module (FPM)
If a coil is determined to be faulty, replacement is FPM is not serviceable and must be replaced if
necessary. An ohmmeter may be used to test wiring and determined to be faulty. If a FPM problem is suspected,
coil windings. make certain pump is being activated, all electrical
NOTE: Do not ground primary coil with ignition ON as connections are properly secured, fuses are good. If
they may overheat or spark. required, testing of fuel pump may be conducted.
NOTE: Always disconnect spark plug lead from spark FPM can be tested using KOHLER® Diagnostic System
plug before performing following tests. (KDS) Gen 2, see Tools and Aids. Select Fuel Pump Test
NOTE: If ignition coil(s) are disabled and an ignition and follow instructions in help (?) area of test.
fault is registered, system will automatically NOTE: Fuel pump module pins are coated with a thin
disable corresponding fuel injector drive layer of electrical grease to prevent fretting and
signal. Fault must be corrected to ignition coil corrosion. Do not attempt to remove electrical
and ECU power (switch) must be turned OFF for grease from fuel pump module pins.
10 seconds for injector signal to return. This is a
safety measure to prevent bore washing and oil 1. Relieve fuel pressure at FPM. FPM may need to be
dilution. loosened or pulled away from engine. Press release
button(s) and slowly pull connector away from FPM
Testing allowing shop towel to absorb any residual fuel in
Using an ohmmeter set on Rx1 scale, check resistance high pressure fuel line. Insert pressure test jumper
in circuits as follows: (from Kohler EFI Service Kit) between high pressure
1. To check cylinder coil 1 (starter side), disconnect fuel line and FPM.
Black connector from ECU and test between Black 2. Connect black hose of Pressure Tester. Route clear
pins 1 and 15. To check cylinder coil 2 (oil filter side), hose into a portable gasoline container or equipment
disconnect Grey connector from ECU and test fuel tank.
between Grey pins 10 and 17. Wiring and coil
primary circuits are OK if readings are 0.5-0.8  3. Turn on key switch to activate pump and check
system pressure on gauge. It may take several key/
2. If reading(s) are not within specified range, check power down cycles to compress air introduced into
and clean connections and retest. system and reach regulated pressure. System
3. If reading(s) are still not within specified range, test pressure of 39 psi ± 3 should be present. Turn key
coils separately from main harness as follows: switch OFF and depress valve button on tester to
relieve system pressure.
a. Remove screw retaining coil to housing and
disconnect primary leads connector. a. If pressure is too high or too low, proceed to
troubleshooting.
b. Connect an ohmmeter set on Rx1 scale to
primary terminals of coil. Primary resistance 4. If pump did not activate (step 3), confirm that safety
should be 0.5-0.8 Ω. system on equipment is not active. One potential
cause of unnecessary FPM replacement may
c. Connect an ohmmeter set on Rx10K scale involve measuring voltage at FPM electrical
between spark plug boot terminal and B+ primary connector. Using a Digital Volt Ohm Meter (DVOM)
terminal. Secondary resistance should be 6400- will provide a reading near battery voltage, even
7800 Ω. when ECU is not grounding FPM circuit.
d. If secondary resistance is not within specified a. Connect a DVOM across terminals in plug, turn
range, coil is faulty and needs to be replaced. on key switch and confirm battery voltage is
present during six second prime process.
Ignition coils can be tested using KOHLER® Diagnostic
System (KDS) Gen 2, see Tools and Aids. Select Ignition
Coil test #1 or #2 and follow instructions in help (?) area
of test.

b. Test light confirmation: Turn key off. Disconnect DVOM. Connect 12 volt test light across terminals in plug. Key
needs to remain off for a minimum of 30 seconds before proceeding. Turn key on. Confirm test light illuminates
for approximately 6 seconds. After approximately 6 seconds, test light will remain off unless another prime
cycle is initiated.
5. If battery voltage is not present and/or test light does not illuminate, connect red lead of DVOM to red wire of plug
and black lead to a battery ground while key is still ON.
6. If battery voltage is present, turn key switch OFF and connect an ohmmeter between terminals on FPM to check
for continuity. If battery voltage at plug was confirmed, and there was continuity across FPM terminals, reconnect
plug to FPM, making sure you have a good connection. Turn on key switch and listen for FPM to activate.
a. If FPM starts, repeat steps 2 and 3 to verify correct pressure.
b. If FPM still does not operate, replace it.
7. If battery voltage was not present at connector inspect fuse and wiring harness.
High Pressure Fuel Line
High pressure fuel line is mounted to intake manifold. No specific servicing is required unless operating conditions
indicate that it needs replacement. Thoroughly clean area around all joints and relieve any pressure before starting
any disassembly. Detach by removing two mounting screws, wire ties, and injector retaining clips.
Purge Port and Vent Hose Assembly
No specific servicing is required for vent hose assembly or purge port unless operating conditions indicate
replacement is required. All components are serviced individually. Abrasion sleeves on hoses should be reused
or replaced when servicing vent hoses. Please note vent hose routing and replicate after service or component
replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because
fitting is specific to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement
parts.
Electronic Throttle Body (ETB)/Intake Manifold Assembly
NOTE: ECU Reset is required if electronic throttle body is replaced.
Electronic throttle body (ETB) is serviced as an assembly, with throttle shaft, TPS, and throttle plate installed. Throttle
shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.
ETB can be tested using KOHLER® Diagnostic System (KDS) Gen 2, see Tools and Aids. Select Throttle Position Test
and follow instructions in help (?) area of test.
TROUBLESHOOTING
Troubleshooting Guide
Condition Possible Cause
Fuel pump not running.
Faulty spark plugs.
Old/stale fuel.
Incorrect fuel pressure.
Crankshaft position sensor loose or faulty.
TPS set incorrect (ECU Reset).
Engine Starts Hard
or Fails to Start TPS faulty.
When Cold.
Engine temp sensor faulty.
Faulty coils.
Low system voltage.
Faulty injectors.
Faulty battery.
Loose or corroded connections.

Faulty spark plugs.
Fuel pressure low.
Insufficient fuel delivery.
Engine Starts Hard TPS set incorrect (ECU Reset).
or Fails to Start
When Hot. Crankshaft position sensor loose or faulty.
TPS faulty.
Faulty injectors.
Vapor lock.
Faulty spark plugs.
Engine Stalls or TPS set incorrect.
Idles Roughly
(cold or warm). TPS faulty.
Faulty engine temperature sensor.
Faulty injectors.
Fuel injector(s), fuel filter, fuel line, or fuel pick-up dirty/restricted.
Dirty air cleaner.
Engine Misses, Insufficient fuel pressure or fuel delivery.
Hesitates, or Stalls Vacuum (intake air) leak.
Under Load.
Improper governor operation.
TPS faulty.
Bad coil(s), spark plug(s), or wires.
Faulty/malfunctioning ignition system.
Dirty air filter.
Plugged/restricted exhaust.
Low Power
One injector not working.
Basic engine problem exists.
TPS faulty.
Throttle plate in electronic throttle body not fully opening to WOT.

Function Test Fault Codes

Example of Diagnostic Display
WARNING
(0)
High Pressure Fluids can puncture skin and
cause severe injury or death. One second pause
Do not work on fuel system without proper (1)
training or safety equipment. Fault
One second pause Code
Fluid puncture injuries are highly toxic and hazardous. 0107
If an injury occurs, seek immediate medical attention. (0)
Function of fuel system is to provide sufficient delivery One second pause
of fuel at system operating pressure of 39 psi ± 3. If an
engine starts hard, or turns over but will not start, it may (7)
indicate a problem with EFI fuel system. A quick test will
verify if system is operating.
Three second pause
1. Disconnect and ground spark plug leads.
2. Complete all safety interlock requirements and crank
engine for approximately 3 seconds. (6)
3. Remove spark plugs and check for fuel at tips. One second pause End Code 61
a. If there is fuel at tips of spark plugs fuel pump and (1)
injectors are operating.
b. If there is no fuel at tips of spark plugs, check
following:
1. Make sure fuel tank contains clean, fresh,
proper fuel.
2. Make sure that vent in fuel tank is open.
3. Make sure fuel tank valve (if equipped) is fully
opened.
4. Make sure battery is supplying proper voltage.
5. Check that fuses are good, and that no
electrical or fuel line connections are damaged
or broken.
6. Test fuel pump module operation as described
earlier under Fuel Pump Module.

Fault Code Summary SAE J1939

Fault Fault Codes
Code MIL Blinks Connection or Failure Description SPN FMI
P2119 1/5/2/11 Throttle Actuator Stuck 5419 7
P2100 1/5/2/11 Throttle Actuator Control Motor Circuit Open (Low Current Fault) 5419 5
P0171 1/10/8/13 Maximum Adaptation Limit Exceeded 4237 0
P0172 1/10/8/13 Minimum Adaptation Limit Exceeded 4237 1
P0174 1/10/8/13 Lean Fuel Condition at High Load (Open Loop) 4237 31
P0336 10/2/7/12 Crankshaft Position Sensor Noisy Signal 636 2
P0337 10/2/7/12 False Start Detected/CKP Sensor Signal 636 8
P0201 10/2/8/11 Injector 1 Circuit Malfunction 651 31
P0202 10/2/8/12 Injector 2 Circuit Malfunction 652 31
P0351 10/4/15/4 Cylinder 1 Ignition Coil Malfunction 1268 31
P0352 10/4/15/5 Cylinder 2 Ignition Coil Malfunction 1269 31
P0232 10/5/4/3 Fuel Pump Module Circuit High Voltage 1347 6
P0230 10/5/4/3 Fuel Pump Module Circuit Low Voltage or Open 1347 5
P0123 10/10/3/3 Throttle Position Sensor Circuit High Voltage 51 3
P0122 10/10/3/3 Throttle Position Sensor Circuit Low Voltage or Open 51 4
P0108 10/10/6/6 Manifold Absolute Pressure Sensor Circuit High Voltage 102 3
P0107 10/10/6/6 Manifold Absolute Pressure Sensor Circuit Low Voltage or Open 102 4
P0113 10/10/6/9 Intake Air Temperature Sensor Circuit High Voltage or Open 105 3
P0112 10/10/6/9 Intake Air Temperature Sensor Circuit Low Voltage 105 4
P0118 10/10/6/14 Engine Temperature Sensor Circuit High Voltage or Open 110 3
P0117 10/10/6/14 Engine Temperature Sensor Circuit Low Voltage 110 4
P0217 10/10/6/14 Overheat 110 0
P0563 10/10/6/8 System Voltage High 168 3
P0562 10/10/6/8 System Voltage Low 168 4
P0132 10/11/15/10 Oxygen Sensor 1 Circuit High Voltage 3056 3
P0131 10/11/15/10 Oxygen Sensor 1 Circuit Low Voltage, or Open 3056 4
P0031 10/11/15/10 Oxygen Sensor Heater Circuit Low Voltage 3056 5
P0032 10/11/15/10 Oxygen Sensor Heater Circuit High Voltage 3056 6
61 - End of Code Transmission - -
ECU continuously monitors engine operation against 5. A sequence of four MIL blinks make up a fault code.
preset performance limits. If operation is outside limits, There is a one (1) second pause between blinks of a
ECU activates MIL, if equipped, and stores a diagnostic fault code. There is a three (3) second pause
code in its fault memory. If component or system between separate fault codes. After fault code(s) are
returns to proper function, ECU will turn off MIL. If MIL blinked a two digit 61 is blinked to indicate program
stays illuminated, it warns customer a fault is currently has completed.
happening, and dealer service is required. Upon receipt, a. It’s a good idea to write down codes as they
dealer technician can access fault code(s) to help appear, as they may not be in numerical
determine what portion of system is malfunctioning. sequence.
Codes are accessed through key switch and displayed b. Code 61 will always be last code displayed,
as blinks or flashes of MIL. Access codes as follows: indicating end of code transmission. If code 61
1. Check that battery voltage is above 11 volts. appears immediately, no other fault codes are
2. Start with key switch OFF. present.
3. Turn key switch to ON and OFF, then ON and OFF, After problem has been corrected, fault codes may be
then ON, leaving it on in third sequence. Do not start cleared by following ECU Reset Procedure.
engine. Time between sequences must be less than Fault Code Summary lists fault codes, and what they
2.5 seconds. correspond to. Diagnostic Code Summary is a list of
4. MIL will blink a series of times. Number of times MIL individual codes with an explanation of what triggers
blinks represents a number in blink code. them, what symptoms might be expected, and probable
causes.

MIL may not be provided with engine. If equipment manufacturer has not added a MIL to equipment, one can be
added easily for quick diagnostics. Main engine to vehicle connection will have a tan wire which is ground for MIL.
Either incandescent or LED type bulbs can be used for MIL as long as they do not draw more than 0.1 amps. Bulb
needs to be rated at 1.4 Watts or less, or needs to have a total resistance of 140 Ω or more. LEDs typically draw less
than 0.03 amps. Attach +12 volts to positive terminal of bulb and attach ground terminal of bulb to tan wire.
ECU circuit will flow small amount of current. This may dimly illuminate LED type bulb. On is bright. Resistor can be
added in series if LED type bulb is used to eliminate glow.
Diagnostic Code Summary Fault Code MIL Blinks SPN FMI
Fault Code MIL Blinks SPN FMI Code P0107 10/10/6/6 102 4
Code P0031 10/11/15/10 3056 5
Component: Manifold Absolute Pressure (TMAP)
NOTE: Codes P0031 and P0032 may have been
mistakenly activated by turning key ON with Fault: MAP Circuit Low Voltage or Open
oxygen sensor disconnected. If either code Condition: Intake manifold leak, open connection or
status is inactive, that code may have set during faulty sensor.
assembly or a previous repair and may not be Conclusion: TMAP Sensor Related
related to current event. Clear codes and retest ● Sensor malfunction.
to confirm. If code status is active, refer to ● Vacuum leaks from loose manifold or
Oxygen Sensor (O2) earlier in this section, to sensor.
test and troubleshoot.
Wire Harness Related
Component: Oxygen Sensor Heater ● Poor grounding or open circuit.
Fault: O2S Heater Circuit Low Voltage ● Wire harness and connectors loose,
Condition: System voltage too low, open connection damaged or corroded.
or faulty sensor. ● Pin circuit wiring or connectors at Black
10, 11 and 16.
Conclusion: Engine Wiring Harness Related
● Pin circuit wiring or connectors.
ECU Black pin 7 or broken wire.
Fault Code MIL Blinks SPN FMI
Oxygen Sensor Related Code P0108 10/10/6/6 102 3
● Sensor connector or wiring problem.
Poor system ground from ECU to engine Component: Manifold Absolute Pressure (TMAP)
or battery to engine. Fault: MAP Circuit High Voltage
Condition: Intake manifold leak, shorted connection
or faulty sensor.
Conclusion: TMAP Sensor Related
Code P0032 10/11/15/10 3056 6 ● Sensor malfunction.
NOTE: Codes P0031 and P0032 may have been ● Vacuum leaks from loose manifold or
mistakenly activated by turning key ON with sensor.
oxygen sensor disconnected. If either code
status is inactive, that code may have set during Wire Harness Related
assembly or a previous repair and may not be ● Poor grounding.
related to current event. Clear codes and retest ● Pin circuit wiring or connectors at Black
to confirm. If code status is active, refer to 11.
Oxygen Sensor (O2) earlier in this section, to
test and troubleshoot.
Component: Oxygen Sensor Heater
Fault: O2S Heater Circuit High Voltage
Condition: System voltage too high, shorted
connection or faulty sensor.
Conclusion: Oxygen Sensor Related
● Sensor damaged.
● Pin circuit wiring or connectors at Black
7.
ECU Related
● ECU-to-harness connection problem.

Fault Code MIL Blinks SPN FMI Fault Code MIL Blinks SPN FMI
Code P0112 10/10/6/9 105 4 Code P0117 10/10/6/14 110 4
Component: Intake Air Temperature (TMAP) Component: Engine Temperature Sensor

Fault: Intake Air Temperature Sensor Circuit Fault: Engine Temperature Sensor Circuit Low
Low Voltage Voltage
Condition: Shorted connection, faulty sensor or Condition: Shorted connection, faulty sensor or
shorted wire. shorted wire.
Conclusion: TMAP Sensor Related Conclusion: Temperature Sensor Related
● Sensor wiring or connection. ● Sensor wiring or connection.
Engine Wiring Harness Related Engine Wiring Harness Related

● Pin circuits ECU Black pin 10 and ● Pin circuits ECU Black pin 10 and
Black 8 may be damaged or routed Black 14 may be damaged or routed
near noisy signal (coils, stator, etc.). near noisy signal (coils, stator, etc.).
● ECU-to-harness connection problem. ● ECU-to-harness connection problem.
Code P0113 10/10/6/9 105 3 Code P0118 10/10/6/14 110 3
Component: Intake Air Temperature (TMAP) Component: Engine Temperature Sensor

Fault: Intake Air Temperature Sensor Circuit Fault: Engine Temperature Sensor Circuit High
High Voltage or Open Voltage or Open
Condition: Shorted connection, faulty sensor, broken Condition: Shorted connection, faulty sensor, open
wire or connection. connection or broken wire.
Conclusion: TMAP Sensor Related Conclusion: Temperature Sensor Related
● Sensor wiring or connection. ● Sensor wiring or connection.
Engine Wiring Harness Related Engine Wiring Harness Related

● Pin circuits ECU Black pin 10 and 8 ● Pin circuits ECU Black pin 10 and 14
may be damaged. may be damaged.
● ECU-to-harness connection problem or ● ECU-to-harness connection problem or
broken wire. broken wire.
System Related
● Engine is operating above 176°C
(350°F) temperature sensor limit.

Code P0122 10/10/3/3 51 4 Code P0131 10/11/15/10 3056 4
Component: Throttle Position Sensor (TPS) Component: Oxygen Sensor
Fault: TPS Circuit Low Voltage or Open Fault: O2S 1 Circuit Low Voltage
Condition: Open connection, broken wire or faulty Condition: Open connection, broken wire or faulty
sensor. sensor.
Conclusion: TPS Related Conclusion: Oxygen Sensor Related
● TPS bad or worn internally. ● Sensor connector or wiring problem.
● Sensor contaminated, corroded or
Engine Wiring Harness Related damaged.
● Broken or shorted wire in harness. ● Poor ground path.
ECU Black pin 10 to TPS pin 1. ● Pin circuit wiring or connectors.
ECU Black pin 12 to TPS pin 3. ECU Black pin 10 or 17.
ECU Black pin 16 to TPS pin 2.
TPS Auto-Learn Incorrect
Throttle Body Related ● Lean condition (check oxygen sensor
● Throttle shaft inside TPS worn, broken, signal with VOA and see Oxygen
or damaged. Sensor).
● Throttle plate loose or misaligned.
● Throttle plate bent or damaged Engine wiring harness related such as a
allowing extra airflow past, or restricting cut wire, broken or pinched.
movement.
ECU Related Fault Code MIL Blinks SPN FMI

● Circuit providing voltage or ground to Code P0132 10/11/15/10 3056 3
TPS damaged.
● TPS signal input circuit damaged. Component: Oxygen Sensor
Fault: O2S 1 Circuit High Voltage
Fault Code MIL Blinks SPN FMI Condition: Shorted connection or faulty sensor.
Code P0123 10/10/3/3 51 3 Conclusion: Oxygen Sensor Related
Component: Throttle Position Sensor (TPS) ● Sensor contaminated or damaged.
Fault: TPS Circuit High Voltage ● Poor ground path.
Condition: Shorted connection or faulty sensor. ECU Black pin 10 or Black pin 17.
Conclusion: TPS Sensor Related
● Sensor connector or wiring. Engine Wiring Harness Related
● Difference in voltage between sensed
Throttle Body Related voltage and actual sensor voltage.
● Throttle shaft or bearings worn/ ● Short in wire harness.
damaged.
Engine Wiring Harness Related

● ECU pins Black 10, 12 and 16
damaged (wiring, connectors).
● ECU pins Black 10, 12 and 16 routed
near noisy electrical signal (coils,
stator).
● Intermittent 5 volt source from ECU
(pin Black 16).

Code P0171 1/10/8/13 4237 0 Code P0172 1/10/8/13 4237 1
Component: Fuel System Component: Fuel System
Fault: Maximum adaptation limit exceeded Fault: Minimum adaptation limit exceeded
Condition: Fuel inlet screen/filter plugged, low Condition: Too high pressure at high pressure fuel
pressure at high pressure fuel line, TPS line, TPS malfunction, shorted
malfunction, shorted connection, faulty connection, faulty O2 sensor or fuel
O2 sensor, low fuel or wrong fuel type. pump module failure.
Conclusion: Oxygen Sensor Related Conclusion: Oxygen Sensor Related
● Corrosion or poor connection. ● Sensor connector or wiring.
● Sensor contaminated or damaged. ● Sensor contaminated or damaged.
● Air leak into exhaust. ● Poor ground path.
● Poor ground path. ● Pin circuit wiring or connectors.
● Pin circuit wiring or connectors. ECU Black pin 10 or Black pin 17.
ECU Black pin 10 or Black pin 17.
TPS Sensor Related
TPS Sensor Related ● Throttle plate position incorrect during
● Throttle plate position incorrect during Auto-Learn.
Auto-Learn. ● TPS problem or malfunction.
● TPS problem or malfunction.
Engine Wiring Harness Related ● Difference in voltage between sensed
● Difference in voltage between sensed voltage and actual sensor voltage.
voltage and actual sensor voltage. ● Problem in wiring harness.
● Problem in wiring harness. ● ECU-to-harness connection problem.
Systems Related
Systems Related ● Ignition (spark plug, plug wire, ignition
● Ignition (spark plug, plug wire, ignition coil).
coil). ● Fuel (fuel type/quality, injector, fuel
● Fuel (fuel type/quality, injector, fuel pressure too high, fuel pump module or
pressure too low, fuel pump module or lift pump).
lift pump). ● Combustion air (air cleaner dirty/
● Combustion air (air cleaner dirty/ restricted).
restricted, intake leak, throttle bore). ● Base engine problem (rings, valves).
● Base engine problem (rings, valves). ● Fuel in crankcase oil.
● Exhaust system leak (muffler, flange, ● Fuel pump module is over filled.
oxygen sensor mounting boss, etc.). ● Lift pump diaphragm is ruptured.
● Fuel in crankcase oil.

Code P0174 1/10/8/13 4237 31 Code P0202 10/2/8/11 652 31
Component: Fuel System Component: Fuel Injector

Fault: Lean fuel condition Fault: Injector 2 Circuit Malfunction
Condition: Fuel inlet screen/filter plugged, low Condition: Injector damaged or faulty, shorted or
pressure at high pressure fuel line, TPS open connection.
malfunction, shorted connection or faulty Conclusion: Injector Related
sensor. ● Injector coil shorted or opened.
Conclusion: TPS Auto-Learn Incorrect
● Lean condition (check oxygen sensor Engine Wiring Harness Related
signal with VOA and see Oxygen ● Broken or shorted wire in harness.
Sensor). ECU pin Black 6.
● Wiring from Ignition.
● Pin circuit wiring or connectors. ECU Related
ECU pin Black 10, 12, 16 and 17. ● Circuit controlling injector #2 damaged.
Low Fuel Pressure Fault Code MIL Blinks SPN FMI

● Plugged filters.
● Bad lift pump. Code P0217 10/10/6/14 110 0
● Vapor lock.
Component: Engine Overheat Warning
Oxygen Sensor Related Fault: Overheat
● Sensor connector or wiring problem. Condition: Engine operating at or above
● Exhaust leak. recommended temperature limit.
● Poor ground.
● Contaminated sensor. Conclusion: Throttle opening is limited, value varies
by engine model.
Poor system ground from ECU to engine, ● Ramps in and out of limit.
causing rich running while indicating lean.
Provides an alert to operator of a
Fuel pump module connection. See Fuel condition that may cause damage to
Components. engine.
● Typically this is remedied by clearing
debris blocking engine cooling air flow.
Code P0201 10/2/8/11 651 31
Component: Fuel Injector
Fault: Injector 1 Circuit Malfunction
Condition: Injector damaged or faulty, shorted or
open connection.
Conclusion: Injector Related
● Injector coil shorted or opened.

● Broken or shorted wire in harness.
ECU pin Black 5.
ECU Related
● Circuit controlling injector #1 damaged.

Code P0230 10/5/4/3 1347 5 Code P0337 10/2/7/12 636 8
Component: Fuel Pump NOTE: If fault code P0337 is present and engine does
not start/run, proceed to step 1 of Crankshaft
Fault: Circuit Low Voltage or Open Position Sensor earlier in this section. If P0337
Condition: Shorted or open connection. is present and engine operates, clear codes and
Conclusion: Fuel Pump Related retest.
● Fuel pump module open or shorted
internally. Component: Crankshaft Position Sensor
Fault: Crankshaft Position Sensor No Signal
Engine Wiring Harness related Condition: Loose sensor, open or shorted
● Broken or shorted wire in harness. connection (sensor connector or battery
ECU pin Black 9 or Grey 17. connections) or faulty sensor.
Conclusion: Crankshaft Position Sensor Related
ECU Related ● A false fault code P0337 is triggered by
● ECU is damaged. a voltage drop with key ON and engine
off. Voltage drop may be caused by a
Fault Code MIL Blinks SPN FMI poor/inadequate battery connection,
battery charger connected or
Code P0232 10/5/4/3 1347 6 disconnected, or any event that may
interrupt voltage signal to ECU like a
Component: Fuel Pump power interruption or heavy load from
Fault: Circuit High Voltage equipment that results in a recordable
Condition: Shorted connection. voltage drop.
● Sensor connector or wiring.
Conclusion: Fuel Pump Related ● Sensor loose.
● Fuel pump module damaged internally.
Crankshaft Position Sensor Wheel
Charging Output System Too High. Related
● Damaged teeth.
Code P0336 10/2/7/12 636 2 ● Pin circuit wiring or connectors.
ECU pin Black 4 or Black 13.
Component: Crankshaft Position Sensor ● ECU-to-harness connection problem.
Fault: Crankshaft Position Sensor Noisy Signal
Condition: Loose sensor, faulty/bad battery, shorted If code is stored in fault history and starts
or faulty connection, faulty sensor or normally. Clear code, no other service
faulty sensor grounding. required.
● Sensor connector or wiring.
● Sensor loose.
Crankshaft Position Sensor Wheel

Related
● Damaged teeth.
● Gap section not registering.

ECU pin Black 4 and Black 13 may be
routed near noisy signal (coils, stator,
etc.).
Ignition System Related

● Non-resistor spark plug(s) used.
● Faulty or disconnected ignition coil or
secondary lead.

Code P0351 10/4/15/4 1268 31 Code P0563 10/10/6/8 168 3
Component: Ignition Coil Component: System Voltage
Fault: Cylinder 1 Ignition Coil Malfunction Fault: System Voltage High
Condition: Broken/shorted wire in harness (may not Condition: Faulty voltage regulator or shorted
be visible), shorted connection or faulty connection.
sensor. Conclusion: Faulty Rectifier-Regulator
● Connection to ignition or fuse. Bad Stator.
● ECU pin Black 1. Bad Battery.
Ignition System Related Fault Code MIL Blinks SPN FMI

● Incorrect spark plug(s) used. Code P2100 1/5/2/11 5419 5
● Poor connection to spark plug.
Component: Throttle Actuator Control Motor Circuit
Open
Fault Code MIL Blinks SPN FMI Fault: Low Current
Code P0352 10/4/15/4 1269 31 Condition: Throttle drive motor open circuit.
Conclusion: Engine will only run at fixed low speed.
Component: Ignition Coil
Fault: Cylinder 2 Ignition Coil Malfunction
Condition: Broken/shorted wire in harness (may not Fault Code MIL Blinks SPN FMI
be visible), shorted connection or faulty Code P2119 1/5/2/11 5419 7
sensor.
Conclusion: Engine Wiring Harness Related Component: Throttle Actuator
● Connection to ignition or fuse. Fault: Sticking/sticky/binding
● Pin circuit wiring or connectors. Condition: Throttle performance-binding
ECU pin Grey 10.
● ECU-to-harness connection problem. Conclusion: Movement of throttle blade is restricted.

● Incorrect spark plug(s) used. Code 61
● Poor connection to spark plug. Component: End of Code Transmission

Code P0562 10/10/6/8 168 4
Component: System Voltage
Fault: System Voltage Low
Condition: Faulty voltage regulator, bad fuse or
shorted connection.
Conclusion: Corroded Connections
Bad Stator
Bad Battery
● Low output charging system.
● Poor magnet in flywheel.
● Bad or missing fuse.

EFI Diagnostic Flow Diagram
START OF TEST
PROCEED TO START OF TEST FOR RETEST
KEY ON
ETB AND
FUEL PUMP CYCLE? REFER TO DIAGNOSTIC AID #1
MALFUNCTION INDICATOR NO
SYSTEM POWER
LIGHT ON?
ARE FAULT CODES YES REFER TO

PRESENT? FAULT (P) CODE SUMMARY
NO CLEAR CODES
YES MIL GOES OFF? NO REFER TO DIAGNOSTIC AID #3

DOES ENGINE START? RUN/ON
YES
NO
OPERATE AT VARIOUS SPEED/
LOAD CONDITIONS

CRANK ENGINE.
DOES MIL GO OFF? REFER TO FAULT (P)
ARE FAULT CODES YES CODE SUMMARY
PRESENT?
YES
NO
KEY OFF AND KEY ON1. NO CLEAR CODES
LISTEN FOR FUEL PUMP
AND ETB. END OF TEST
DOES ETB AND FUEL

PUMP CYCLE ON THEN OFF
AFTER 1–2 SECONDS2? REFER TO DIAGNOSTIC AID #4
CRANKSHAFT POSITION SENSOR
NO
YES
REFER TO DIAGNOSTIC AID #5 OR REFER TO DIAGNOSTIC
WHILE CRANKING, CHECK FUEL PUMP AID #12 ETB
IGNITION SYSTEM
SPARK? NO REFER TO DIAGNOSTIC AID #6

IGNITION SYSTEM
YES
WHILE CRANKING, CHECK

INJECTOR FUEL DELIVERY.
WET SPARK PLUG? NO REFER TO DIAGNOSTIC AID #7

FUEL SYSTEM ELECTRICAL
YES
INSTALL IN-LINE PRESSURE

GAUGE AND KEY ON.
FUEL PRESSURE REFER TO DIAGNOSTIC AID #8

IN SPECIFICATION? NO FUEL SYSTEM
YES REFER TO DIAGNOSTIC AID #9

BASIC ENGINE
1. After turning key to OFF, wait 10 seconds before turning to ON to allow ECU to go to sleep.
2. Fuel pump module can be heard or a vibration can be felt to establish pump cycle. Fuel pump module will run for one 4-6 second cycle when
ECU wakes up after being asleep.

Troubleshooting Flow Chart Diagnostic Aid #5 FUEL PUMP

(fuel pump not turning on)
Following flow chart provides an alternative method
of troubleshooting EFI system. Chart will enable you Condition
to review entire system in about 10-15 minutes. Using ● Main fuse
chart, accompanying diagnostic aids (listed after chart), ● Fuel pump circuit problem, pin circuits Black 9 and
and any signaled fault codes, you should be able to Grey 17.
quickly locate any problems within system. ● Fuel pump module
Flow Chart Diagnostic Aids
Diagnostic Aid #6 IGNITION SYSTEM
Diagnostic Aid #1 SYSTEM POWER (no spark)
(MIL does not illuminate when key is turned ON) Condition
NOTE: MIL is installed by vehicle OEM. Twelve volt ● Spark plug
supply to bulb will be part of vehicle wire ● Plug wire
harness. Kohler key switch model will have MIL ● Coil
on engine with 12V supply to bulb. ● Coil circuit(s), pin circuits Grey 10 and Black 1.
● ECU grounds
Conclusion ● ECU
● Battery
● Main system fuse ● Vehicle safety interlocks, ground signal on safety wire.
● MIL light bulb burned out
● MIL electrical circuit problem Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL
Pin circuits Grey 3. (no fuel delivery)
● Ignition switch Condition
● Permanent ECU power circuit problem ● No fuel
Pin circuit Black 18. ● Air in high pressure fuel line
● Switched ECU power circuit problem ● Fuel valve shut OFF
Pin circuit Black 15. ● Fuel filter/line plugged
● ECU grounds ● Injector circuit(s), pin circuits Black 5 and Black 6
● ECU ● Injector
● ECU grounds
Diagnostic Aid #2 FAULT CODES ● ECU
Refer to Diagnostic Fault Code Summary. ● Lift pump not working
Diagnostic Aid #3 RUN/ON
(MIL remains ON while engine is running)* Diagnostic Aid #8 FUEL SYSTEM
Condition (fuel pressure)
NOTE: Either incandescent or LED type bulbs can be Low Fuel Pressure-Condition
used for MIL as long as they do not draw more ● Low fuel
than 0.1 amps. Bulb needs to be rated at 1.4 ● Fuel filter plugged
Watts or less, or needs to have a total resistance ● Fuel supply line plugged
of 140 Ω or more. LEDs typically draw less than ● Lift fuel pump - insufficient fuel supply
0.03 amps. ● Fuel pump (lift or module) - internally plugged
*All current fault codes will turn on MIL when engine is ● Pressure regulator not functioning properly inside fuel
running. pump module.
Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR Diagnostic Aid #9 BASIC ENGINE
(MIL does not turn off during cranking) (cranks but will not run)
Condition Condition
● Crankshaft position sensor ● Refer to basic engine troubleshooting charts within
● Crankshaft position sensor circuit problem, pin circuits Troubleshooting.
Black 4 and Black 13.
● Crankshaft position sensor/toothed wheel air gap Diagnostic Aid #10 SPEED CONTROL-Analog (0-5V
● Toothed wheel input)
● Flywheel key sheared (engine speed does not change when requested)
● ECU
Condition
● Speed request voltage from OEM controller is not
being received by engine. Consult OEM service
information for OEM diagnostics.
● Bad connection in speed input circuit (terminal G in
engine connector, red w/yellow tracer).
● Bad connection in engine connectors (ETB/equipment
connector).
● Stuck/damaged ETB assembly.

Diagnostic Aid #11 SPEED CONTROL-CAN

Communications
(engine speed does not change when requested)
Condition
● Speed request from OEM CAN controller is not being
received by engine. Consult OEM service information
for OEM diagnostics.
● Bad connection in engine connectors (ETB/equipment
connector).
● Stuck/damaged ETB assembly.
Diagnostic Aid #12 ETB

(ETB does not cycle when key is switched from off to on)
Condition
● Blown power fuse
● Bad electrical connection
● Stuck throttle plate
● Defective throttle

EFI SYSTEM-ECH WITH OXYGEN SENSOR
A lift fuel pump is used to move fuel from tank through

WARNING an in-line fuel filter and fuel line. Fuel is then pumped
Explosive Fuel can cause fires and severe to fuel pump module. Fuel pump module regulates
burns. fuel pressure to a system operating pressure of 39 psi.
Do not fill fuel tank while engine is hot or pressure fuel line into injectors, which inject fuel into
running. intake ports. ECU controls amount of fuel by varying
Gasoline is extremely flammable and its vapors can length of time that injectors are on. This can range
explode if ignited. Store gasoline only in approved from 2 to over 12 milliseconds depending on fuel
containers, in well ventilated, unoccupied buildings, requirements. Controlled injection of fuel occurs every
away from sparks or flames. Spilled fuel could ignite if it other crankshaft revolution, or once for each 4-stroke
comes in contact with hot parts or sparks from ignition. cycle. When intake valve opens, air/fuel mixture is drawn
Never use gasoline as a cleaning agent. into combustion chamber,compressed, ignited, and
burned.
Typical electronic fuel injection (EFI) system and related ECU controls amount of fuel being injected and ignition
components include: timing by monitoring primary sensor signals for engine
● Fuel pump module and lift pump. temperature, speed (RPM), and throttle position (load).
● Fuel filter. These primary signals are compared to preprogrammed
● High pressure fuel line. maps in ECU computer chip, and ECU adjusts fuel
● Fuel line(s). delivery to match mapped values. After engine reaches
● Fuel injectors. operating temperature, an exhaust gas oxygen sensor
● Throttle body/intake manifold. provides feedback to ECU based upon amount of
● Electronic control unit (ECU). unused oxygen in exhaust, indicating whether fuel
● Ignition coils. mixture being delivered is rich or lean. Based upon this
● Engine temperature sensor. feedback, ECU further adjusts fuel input to re-establish
● Throttle position sensor (TPS). Earlier engines have a ideal air/fuel ratio. This operating mode is referred to as
contacting (brushes) TPS. Later engines have a closed loop operation. EFI system operates closed loop
contactless (magnetic) TPS. when all three of following conditions are met:
● Crankshaft position sensor.
● Oxygen sensor. ● Engine temperature is greater than 50-60°C
● Earlier engines have a separate manifold absolute (122-140°F).
pressure sensor (MAP) and an intake air temperature ● Oxygen sensor has warmed sufficiently to provide a
(IAT) sensor (located in throttle body). signal (minimum 400°C, 752°F).
● Later engines have a combined temperature/manifold ● Engine operation is at a steady state (not starting,
absolute pressure (TMAP) sensor. warming up, accelerating, etc.).
● Malfunction indicator light (MIL) - optional.
● Wire harness assembly & affiliated wiring. During closed loop operation ECU has ability to readjust
and learn adaptive controls, providing compensation
for changes in overall engine condition and operating
FUEL RECOMMENDATIONS environment, so it will be able to maintain ideal air/
Refer to Maintenance. fuel ratio. This system requires a minimum engine
oil temperature greater than 60-70°C (140-158°F) to
FUEL LINE properly adapt. These adaptive values are maintained as
Low permeation fuel line must be installed on all Kohler long as ECU is not reset.
Co. engines to maintain EPA and CARB regulatory During certain operating periods such as cold starts,
compliance. warm up, acceleration, high load, etc., a richer air/fuel
OPERATION ratio is required and system operates in an open loop
mode. In open loop operation oxygen sensor output is
NOTE: When performing voltage or continuity tests, used to ensure engine is running rich, and controlling
avoid putting excessive pressure on or against adjustments are based on primary sensor signals and
connector pins. Flat pin probes are programmed maps only. This system operates open
recommended for testing to avoid spreading or loop whenever three conditions for closed loop operation
bending terminals. (above) are not being met.
EFI system is designed to provide peak engine ECU is brain or central processing computer of entire
performance with optimum fuel efficiency and lowest EFI system. During operation, sensors continuously
possible emissions. Ignition and injection functions gather data which is relayed through wiring harness
are electronically controlled, monitored and continually to input circuits within ECU. Signals to ECU include:
corrected during operation to maintain ideal air/fuel ratio. ignition (on/off), crankshaft position and speed (RPM),
Central component of system is Electronic Control Unit throttle position, oil temperature, intake air temperature,
(ECU) which manages system operation, determining exhaust oxygen levels, manifold absolute pressure, and
best combination of fuel mixture and ignition timing for battery voltage.
current operating conditions.

ECU compares input signals to programmed maps in Crankshaft Position Sensor Bracket
its memory to determine appropriate fuel and spark
requirements for immediate operating conditions. ECU
then sends output signals to set injector duration and
ignition timing. B
ECU continually performs a diagnostic check of itself,
each of sensors, and system performance. If a fault
is detected, ECU can turn on a Malfunction Indicator
Light (MIL) (if equipped) on equipment control panel,
store fault code in its fault memory, and go into a default A
operating mode. Depending on significance or severity
of fault, normal operation may continue. A technician can
access stored fault code using a blink code diagnosis A Earlier Design Bracket B Later Design Bracket
flashed out through MIL. An optional computer software Crankshaft position sensor is essential to engine
diagnostic program is also available, see Tools and Aids. operation; constantly monitoring rotation and speed
ECU requires a minimum of 6.0 volts to operate. (RPM) of crankshaft. There are 23 consecutive teeth
cast into flywheel. One tooth is missing and is used
To prevent engine over-speed and possible failure, a to reference crankshaft position for ECU. Inductive
rev-limiting feature is programmed into ECU. If maximum crankshaft position sensor with earlier design bracket is
RPM limit (4500) is exceeded, ECU suppresses injection mounted 0.20-0.70 mm (0.008-0.027 in.) from flywheel.
signals, cutting off fuel flow. This process repeats itself in Later design bracket requires no adjustment.
rapid succession, limiting operation to preset maximum.
During rotation, an AC voltage pulse is created within
Wiring harness used in EFI system connects electrical sensor for each passing tooth. ECU calculates engine
components, providing current and ground paths for speed from time interval between consecutive pulses.
system to operate. All input and output signaling occurs Gap from missing tooth creates an interrupted input
through two special all weather connectors that attach signal, corresponding to specific crankshaft position near
and lock to ECU. Connectors are Black and Grey and BDC for cylinder #1. This signal serves as a reference
keyed differently to prevent being attached to ECU for control of ignition timing by ECU. Synchronization of
incorrectly. inductive speed pickup and crankshaft position takes
Condition of wiring, connectors, and terminal place during first two revolutions each time engine is
connections is essential to system function and started. Sensor must be properly connected at all times.
performance. Corrosion, moisture, and poor connections If sensor becomes disconnected for any reason, engine
are as likely cause of operating problems and system will quit running.
errors as an actual component. Refer to Electrical Throttle position sensor (TPS) is used to indicate throttle
System for additional information. plate angle to ECU. Since throttle (by way of governor)
EFI system is a 12 VDC negative ground system, reacts to engine load, angle of throttle plate is directly
designed to operate down to a minimum of 6.0 volts. related to load on engine.
If system voltage drops below this level, operation Mounted on throttle body and operated directly off end
of voltage sensitive components such as ECU, fuel of throttle shaft, TPS works as a potentiometer, varying
pump, ignition coils, and injectors will be intermittent voltage signal to ECU in direct correlation to angle
or disrupted, causing erratic operation or hard starting. of throttle plate. This signal, along with other sensor
A fully charged, 12 volt battery with a minimum of 350 signals, is processed by ECU and compared to internal
cold cranking amps is important in maintaining steady preprogrammed maps to determine required fuel and
and reliable system operation. Battery condition and ignition settings for amount of load.
state of charge should always be checked first when
troubleshooting an operational problem. Correct position of TPS is established and set at factory.
Do not loosen TPS or alter mounting position unless
Keep in mind that EFI-related problems are often caused absolutely required by fault code diagnosis. If TPS
by wiring harness or connections. Even small amounts is loosened or repositioned, appropriate TPS Learn
of corrosion or oxidation on terminals can interfere with Procedure must be performed to re-establish baseline
milliamp currents used in system operation. relationship between ECU and TPS.
Cleaning connectors and grounds will solve problems Engine temperature sensor is used by system to
in many cases. In an emergency situation, simply help determine fuel requirements for starting (a cold
disconnecting and reconnecting connectors may clean engine needs more fuel than one at or near operating
up contacts enough to restore operation, at least temperature).
temporarily.
Mounted in breather cover, it has a temperature-
If a fault code indicates a problem with an electrical sensitive resistor that extends into oil flow. Resistance
component, disconnect ECU connector and test for changes with oil temperature, altering voltage sent
continuity between component connector terminals and to ECU. Using a table stored in its memory, ECU
corresponding terminals in ECU connector using an correlates voltage drop to a specific temperature. Using
ohmmeter. Little or no resistance should be measured, fuel delivery maps, ECU then knows how much fuel is
indicating that wiring of that particular circuit is OK. required for starting at that temperature.

Earlier engines have a separate intake air temperature Fuel injectors mount into intake manifold, and high
(IAT) sensor (located in throttle body) and a manifold pressure fuel line attaches to them at top end.
absolute pressure (MAP) sensor. Later engines have Replaceable O-rings on both ends of injector prevent
a combined temperature/manifold absolute pressure external fuel leakage and also insulate it from heat and
(TMAP) sensor. vibration. A special clip connects each injector to high
Intake Air Temperature (IAT) sensor is a thermally pressure fuel line and holds it in place. O-rings and
sensitive resistor that exhibits a change in electrical retaining clip must be replaced any time fuel injector is
resistance with a change in its temperature. When separated from its normal mounting position.
sensor is cold, resistance of sensor is high. As sensor When key switch is on, fuel pump module will pressurize
warms up, resistance drops and voltage signal high pressure fuel line to 39 psi, and voltage is present
increases. From voltage signal, ECU can determine at injector. At proper instant, ECU completes ground
temperature of intake air. circuit, energizing injector. Valve needle in injector
Purpose of an air temperature sensor is to help ECU is opened electromagnetically, and pressure in high
calculate air density. Higher air temperature less dense pressure fuel line forces fuel down through inside.
air becomes. As air becomes less dense ECU knows Director plate at tip of injector contains a series of
that it needs to lessen fuel flow to achieve correct air/fuel calibrated openings which directs fuel into manifold in a
ratio. If fuel ratio was not changed engine would become cone-shaped spray pattern.
rich, possibly losing power and consuming more fuel. Injectors have sequential fueling that open and close
Manifold absolute pressure (MAP) sensor provides once every other crankshaft revolution. Amount of fuel
immediate manifold pressure information to ECU. injected is controlled by ECU and determined by length
MAP measures difference in pressure between outside of time valve needle is held open, also referred to as
atmosphere and vacuum level inside intake manifold injection duration or pulse width. Time injector is open
and monitors pressure in manifold as primary means (milliseconds) may vary in duration depending on speed
of detecting load. Data is used to calculate air density and load requirements of engine.
and determine engine's mass air flow rate, which in A high-voltage, solid-state, battery ignition system is
turn determines required ideal fueling. MAP also stores used with EFI system. ECU controls ignition output and
instant barometric pressure reading when key is turned timing through transistorized control of primary current
ON. delivered to coils. Based on input from crankshaft
Later engines have a Temperature/Manifold Absolute position sensor, ECU determines correct firing point
Pressure (TMAP) sensor. This is an integrated sensor for speed at which engine is running. At proper instant,
that checks both intake air temperature and manifold it interrupts flow of primary current in coil, causing
absolute pressure. This combined sensor is located in electromagnetic flux field to collapse. Flux collapse
intake manifold. induces an instantaneous high voltage in coil secondary
which is strong enough to bridge gap on spark plug.
Oxygen sensor functions like a small battery, generating Each coil fires every other revolution.
a voltage signal to ECU based upon difference in oxygen
content between exhaust gas and ambient air. EFI engines are equipped with either a 20 or 25 amp
charging system to accommodate combined electrical
Tip of sensor, protruding into exhaust gas, is hollow. demands of ignition system and specific application.
Outer portion of tip is surrounded by exhaust gas, with Charging system troubleshooting information is provided
inner portion exposed to ambient air. When oxygen in Electrical System.
concentration on one side of tip is different than that of
other side, a voltage signal up to 1.0 volt is generated An electric fuel pump module and a lift pump (two types)
and sent to ECU. Voltage signal tells ECU if engine is are used to transfer fuel in EFI system. Types of lift
straying from ideal fuel mixture, and ECU then adjusts pumps are: a pulse fuel pump, a mechanical fuel pump,
injector pulse accordingly. or a low pressure electric fuel pump. Pumping action
is created by either oscillation of positive and negative
Oxygen sensor functions after being heated to a pressures within crankcase through a hose, or by direct
minimum of 400°C (752°F). A heater inside sensor heats lever/pump actuation off rocker arm movement. Pumping
electrode to optimum temperature in about 10 seconds. action causes diaphragm on inside of pump to pull fuel
Oxygen sensor receives ground through wire, eliminating in on its downward stroke and to push it into fuel pump
need for proper grounding through muffler. If problems module on its upward stroke. Internal check valves
indicate a bad oxygen sensor, check all connections and prevent fuel from going backward through pump. Fuel
wire harness. Oxygen sensor can also be contaminated pump module receives fuel from lift pump, increases and
by leaded fuel, certain RTV and/or other silicone regulates pressure for fuel injectors.
compounds, fuel injector cleaners, etc. Use only those
products indicated as O2 Sensor Safe.

Fuel pump module is rated for a minimum output of 13.5 For starting and warm up, ECU will adjust fuel and
liters per hour and regulated at 270 kilopascals (39 psi). ignition timing, based upon ambient temperature, engine
When key switch is turned ON and all safety switch temperature, and loads present. In cold conditions,
requirements are met, ECU activates fuel pump module idle speed will probably be different than normal for a
for about six seconds, which pressurizes system for few moments. Under other conditions, idle speed may
start-up. If key switch is not promptly turned to start actually start lower than normal, but gradually increase
position, engine fails to start, or engine is stopped with to established setting as operation continues. Do not
key switch ON (as in case of an accident), ECU switches attempt to circumvent this warm up period, or readjust
off pump preventing continued delivery of fuel. In this idle speed during this time. Engine must be completely
situation, MIL will go on, but it will go back off after 4 warmed up, in closed loop operating mode for accurate
cranking revolutions if system function is OK. Once idle adjustment.
engine is running, fuel pump remains on. IMPORTANT NOTES!
Precision components inside fuel pump module are not ● Cleanliness is essential and must be maintained at all
serviceable. DO NOT attempt to open fuel pump module. times when servicing or working on EFI system. Dirt,
Damage to components will result and warranty will be even in small quantities, can cause significant
void. Because fuel pump module is not serviceable, problems.
engines are equipped with a special 10-micron EFI fuel ● Clean any joint or fitting with parts cleaning solvent
filter to prevent harmful contamination from entering before opening to prevent dirt from entering system.
module. ● Always depressurize fuel system through fuel
If there are two filters in system, one before lift pump connector on fuel pump module before disconnecting
will be a standard 51-75 micron filter, and one after lift or servicing any fuel system components.
pump will be special 10-micron filter. Be sure to use an ● Never attempt to service any fuel system component
approved 10-micron filter for replacement. while engine is running or ignition switch is ON.
● Do not use compressed air if system is open. Cover
High pressure fuel line is an assembly of hoses, injector any parts removed and wrap any open joints with
caps and a fuel connector to fuel pump module. High plastic if they will remain open for any length of time.
pressure fuel line feeds fuel to top of injectors through New parts should be removed from their protective
injector caps. Caps are fastened to intake manifold and packaging just prior to installation.
injectors are locked into place. A small retaining clip ● Avoid direct water or spray contact with system
provides a secondary lock. components.
High pressure fuel line is serviced as a complete ● Do not disconnect or reconnect ECU wiring harness
assembly to prevent tampering and safety hazards. connector or any individual components with ignition
Components are not individually serviceable. on. This can send a damaging voltage spike through
ECU.
Vent hose assembly is intended to vent fuel vapor out of ● Do not allow battery cables to touch opposing
fuel pump module and direct fuel vapor into throttle body. terminals. When connecting battery cables attach
Most EFI engines are equipped with an engine mounted positive (+) cable to positive (+) battery terminal first,
purge port on #2 cylinder barrel baffle. This capped followed by negative (-) cable to negative (-) battery
purge port can be used by OEM to vent fuel tanks or terminal.
used in conjunction with a carbon canister kit for Tier III ● Never start engine when cables are loose or poorly
evaporative emissions compliance. Purge port connects connected to battery terminals.
to vent hose assembly and directs all fuel vapor into ● Never disconnect battery while engine is running.
throttle body. If purge port remains unused, port must ● Never use a quick battery charger to start engine.
remain capped to prevent dirt from entering engine. ● Do not charge battery with key switch ON.
EFI engines have no carburetor, so throttle function ● Always disconnect negative (-) battery cable before
(regulate incoming combustion airflow) is achieved with charging battery, and also unplug harness from ECU
a throttle valve in a separate throttle body attached to before performing any welding on equipment.
intake manifold. Throttle body/intake manifold provides
mounting for fuel injectors, throttle position sensor, either
a separate MAP sensor and an intake air temperature
(IAT) sensor, or a TMAP sensor, high pressure fuel line,
idle speed screw, and air cleaner assembly.
Idle speed is only adjustment that may be performed on
EFI system. Standard idle speed setting for EFI engines
is 1500 RPM, but certain applications might require
a different setting. Check equipment manufacturer’s
recommendation.


Pin # Function 3 Malfunction Indicator Light (MIL) Ground
3 Diagnostic Communication Line 6 Not Used
4 Speed Sensor input 7 Not Used
5 Fuel Injector Output #1 Ground 8 Not Used
7 Oxygen Sensor Heater 10 Ignition Coil #2 Ground
Intake Air Temperature (IAT) sensor or TMAP 11 Not Used
8 sensor input 12 Not Used
9 Fuel Pump Ground 13 Not Used
10 Ground for TPS, IAT and MAP sensors or TMAP 14 Safety Switch Ground
sensor, O2 and Engine Temperature sensors
15 Not Used
11 MAP sensor or TMAP sensor input
16 ECU
12 Throttle Position Sensor (TPS) input
17 Fuel Pump Control (+12V)
13 Speed Sensor Ground
18 Not Used
16 Power for TPS sensor, MAP sensor or TMAP
sensor (+5V)
17 Oxygen Sensor (O2) input
ECU
Pinout of ECU

Never attempt to disassemble ECU. It is sealed to TPS Learn Procedure

prevent damage to internal components. Warranty is 1. Turn idle screw clockwise one full turn prior to key/
void if case is opened or tampered with in any way. ignition ON after ECU Reset.
All operating and control functions within ECU are 2. Start engine, run at low idle until engine is warm.
preset. No internal servicing or readjustment may 3. Idle speed must be above 1500 RPM. If below 1500
be performed. If a problem is encountered, and you RPM, turn idle screw up to 1700 RPM and then shut
determine ECU to be faulty, contact your source of down engine and perform ECU Reset again.
supply.
4. Adjust idle speed down to 1500 RPM. Allow engine
ECU pins are coated at factory with a thin layer of to dwell at 1500 RPM for about 3 seconds.
electrical grease to prevent fretting and corrosion. Do not
attempt to remove grease from ECU pins. 5. After this, adjust idle speed to final specified speed
setting.
Relationship between ECU and throttle position sensor
(TPS) is very critical to proper system operation. If 6. Turn key/ignition OFF and count to 10 seconds.
TPS or ECU is changed, or mounting position of TPS Learn procedure is complete.
is altered, appropriate TPS Learn Procedure must be
performed to restore synchronization.
Any service to ECU, TPS/Throttle Body (including idle
speed increase over 300 RPM), or fuel pump module
replacement should include ECU Reset.
This will clear all trouble codes, all closed loop learned
offsets, all max values, and all timers besides permanent
hour meter.
disconnected!
ECU Reset Procedure
1. Turn key/ignition OFF.
2. Install Red wire jumper from Kohler EFI service kit
on to service port (connect white wire to black wire in
4 way diagnostic port).
3. Turn key/ignition ON, then OFF and count 10
seconds.
4. Turn key/ignition ON, then OFF and count to 10
seconds a second time.
5. Remove Red wire jumper. Turn key/ignition ON, then
OFF and count to 10 seconds a third time. ECU is
reset.
A TPS Learn Procedure must be performed after ECU
Reset.

Wiring Harness
EFI Wiring Diagram 6-Terminal Connector (engines with separate MAP sensor and intake air temperature sensor)
O G
F
24 690 01 Rev. S
1 2
4 5 6
1 2 3
U
H Q R T
S
Y P A C
N I M
1
10
K
J V
9
18
W W
1
10
KohlerEngines.com
M G
K
9
B
18
G B F B B M B H H D B F H M M L G L M E F M M J
1 2
X
A B A B A B C A B C 1 2 A B C D 1 2 3 1 2 3 1 2 A B 3 4
Z AA AB AC AD AE AF AG AH AI AJ
A Red B Red/Black C Red/White D Yellow E Light Green
F Dark Green G Dark Blue H Purple I Pink J Tan
K White L Grey M Black N Stator O Rectifier-Regulator
P 30A Fuse Q Battery R Fuel Pump S 6-Terminal Connector T Starter Motor
U Oil Pressure Switch V MIL W 10A Fuse X Black Connector Y Grey Connector
Crankshaft Position
Z Fuel Injector #1 AA Fuel Injector #2 AB Ignition Coil #1 AC Ignition Coil #2 AD Sensor
Throttle Position Manifold Absolute Engine Temperature Intake Air
AE Oxygen Sensor AF AG AH AI
Sensor Pressure Sensor Sensor Temperature Sensor
AJ Diagnostic Connector
71
EFI Wiring Diagram 5-Terminal Connector and Optional Key Switch (engines with separate MAP sensor and intake air temperature sensor)
72
O
G
D K A
1 2 S
C B
M
E D
H Q R T
Y A
N P I W
1
10
B D
C V
K A U
J
9
18
W M
1
10
KohlerEngines.com
9
18
K M G B
X G B F B B M B H H D B F H M M L G L M E F M M J 1 2
A B A B A B C A B C 1 2 A B C D 1 2 3 1 2 3 1 2 A B 3 4
Z AA AB AC AD AE AF AG AH AJ
AI
U Oil Pressure Switch V MIL W 10A Fuse X Black Connector Y Grey Connector
Crankshaft Position
Throttle Position Manifold Absolute Engine Temperature Intake Air
AE Oxygen Sensor AF AG AH AI
Sensor Pressure Sensor Sensor Temperature Sensor
AJ Diagnostic Connector
24 690 01 Rev. S
EFI Wiring Diagram 6-Terminal Connector (engines with TMAP sensor)
O G
F
S
1 2
4 5 6
M
24 690 01 Rev. S
1 2 3
U
H Q R T
C
Y N P A I K
1
M
10
B
J V
9
18
W W
1
10
KohlerEngines.com
K M G B
9
M L G
18
G B F B B M B H H D B F H M E L J M F M
X 1 2
A B A B A B C A B C 1 2 A B C D 1 2 3 1 2 3 4 1 2 3 4
Z AA AB AC AD AE AF AG AH AI

U Oil Pressure Switch V MIL (Optional) W 10A Fuse X Black Connector Y Grey Connector
Crankshaft Position
Throttle Position Engine Temperature
AE Oxygen Sensor AF AG TMAP Sensor AH AI Diagnostic Connector
Sensor Sensor
73
EFI Wiring Diagram 5-Terminal Connector and Optional Key Switch (engines with TMAP sensor)
74
O
G
D K A
1 2 S
C B
M
E D
H Q R T
Y A
N P I W
1
10
B D
C V
K A U
J
9
18
W M
1
10
KohlerEngines.com
9
18
K M G B
X G B F B B M B H H D B F H M M L G E L J M F M 1 2
A B A B A B C A B C 1 2 A B C D 1 2 3 1 2 3 4 1 2 3 4
Crankshaft Position
Throttle Position Engine Temperature
AE Oxygen Sensor AF AG TMAP Sensor AH AI Diagnostic Connector
Sensor Sensor
24 690 01 Rev. S
Crankshaft Position Sensor Contacting (Brush) Type TPS

Resistance Table
Throttle Between Resistance Continuity
Position Terminal Value (Ω)
B
Closed A&C 1400-1800 Yes
Full with A&C 3200-4100 Yes
Stop Pin
A Full without A&C 4600-5200 Yes
Stop Pin
A Earlier Design Bracket B Later Design Bracket Any A&B 3000-7000 Yes
A sealed, non-serviceable assembly. If Fault Code TPS is a sealed, non-serviceable assembly. If diagnosis
diagnosis indicates a problem within this area, test and indicates a bad sensor, complete replacement is
correct as follows. necessary. If a blink code indicates a problem with TPS,
it can be tested as follows:
1. Check mounting and air gap of crankshaft position
sensor. 1. Counting number of turns, back out idle speed
adjusting screw (counterclockwise) until throttle
Earlier design bracket has slots to set air gap of plates can be closed completely. Write this number
0.20-0.70 mm (0.008-0.027 in.). down for reference later.
Later design bracket is not adjustable, but if gap is 2. Disconnect Black connector from ECU, but leave
greater than 2.794 mm (0.110 in.) check bracket or TPS mounted to throttle body.
sensor for damage.
3. a. Use an ohmmeter and connect red (positive)
2. Inspect wiring and connections for damage or ohmmeter lead to Black pin 12 terminal and black
problems. (negative) ohmmeter lead to Black pin 10 terminal
3. Make sure engine has resistor type spark plugs. to test.
4. Disconnect Black connector from ECU. b. Hold throttle closed and check resistance. It
should be 1400-1800 Ω.
5. Connect an ohmmeter between #4 and #13 pin
terminals. A resistance value of 325-395 Ω at room 4. Leave leads connected to pin terminals as described
temperature (20°C, 68°F) should be obtained. If in step 3. Rotate throttle shaft slowly to full throttle
resistance is correct, check mounting, air gap, position. Monitor dial during rotation for indication of
flywheel teeth (damage, run-out, etc.), and flywheel any momentary short or open circuits. Note
key. resistance at full throttle position. It should be
4600-5200 Ω without a stop pin, or 3200-4100 Ω
6. Disconnect crankshaft position sensor connector with a stop pin.
from wiring harness. Test resistance between
terminals. A reading of 325-395 Ω should again be 5. Disconnect main wiring harness connector from
obtained. TPS, leaving TPS assembled to throttle body. Refer
to Resistance Table and perform resistance checks
a. If resistance is incorrect, remove screws securing indicated between terminals in TPS switch, with
sensor to mounting bracket and replace sensor. throttle in positions specified.
b. If resistance in step 5 was incorrect, but If resistance values in steps 3, 4, and 5 are within
resistance of sensor alone was correct, test wire specifications, go to step 6.
harness circuits between sensor connector
terminals and corresponding pin terminals (#4 If resistance values are not within specifications, or a
and #13) in main connector. Correct any momentary short or open circuit was detected during
observed problem, reconnect sensor, and rotation (step 4), TPS needs to be replaced, go to
perform step 5 again. step 7.
7. When fault is corrected and engine starts, clear fault 6. Check TPS circuits (input, ground) between TPS
codes following ECU Reset procedure. plug and main harness connector for continuity,
damage, etc. Input pin is 12 and ground is pin 10.
Throttle Position Sensor (TPS) a. Repair or replace as required.
Earlier engines were built with a contacting (brush) type b. Turn idle speed screw back in to its original
TPS. Later engines are built with a contactless (magnet) setting.
type TPS. Both designs have same three wires attached;
a 5 volt supply, a ground, and a signal wire. However, c. Reconnect connector plugs, start engine and
these designs are not interchangeable. Follow proper retest system operation.
testing information based on sensor type.

7. Remove two mounting screws from TPS. Save Replace Magnet Assembly
screws for reuse. Remove and discard faulty TPS.
Install replacement TPS and secure with original A
mounting screws.
a. Reconnect Black and TPS connector plugs.
b. Perform TPS Learn Procedure integrating new
sensor to ECU.
Contactless (Magnet) Type TPS
TPS is a sealed, non-serviceable assembly. If diagnosis
indicates a bad sensor, complete replacement is
necessary. Magnet that sensor detects is separate, and
can be replaced or reused. If a blink code indicates a
problem with TPS, it can be tested as follows: B
Diagnostics of sensor: ECU will still have electrical faults Magnet Installation
captured in fault codes: P0122 & P0123. These electrical A Magnet Assembly B Depth
faults still have same meaning as with prior sensor, Magnet assembly is captured in a small plastic housing
P0122 detecting low voltage, open circuit, and P0123 for that is press fit to end of throttle shaft. This generally
high voltage conditions between ECU, wire harness, and does not need replacement. If replacement is required,
sensor. Tip: when working with any electrical connection, can be replaced as follows:
remember to keep connections clean & dry. This is best
accomplished by cleaning connection thoroughly prior 1. Remove sensor from throttle body, exposing round
to disassembly. Contaminated sensor connections can magnet assembly.
cause premature engine faults. Functionally testing 2. A pair of flat blade screw drivers or a spanner tool
sensor can no longer be done with simple resistance can be used to pry this off shaft. Caution should be
checks. If either of these two faults is present or a TPS used to avoid damage to machined flat surface that
fault is suspected, recommended diagnostic test is as sensor seals against. Also, make sure throttle blade
follows: is in full open position to avoid driving throttle blade
If a computer with diagnostic software is available into throttle bore causing damage to blade and/or
bore.
Observe throttle percent and raw TPS values through
diagnostic software. With diagnostic software 3. When replacing magnet assembly, alignment is
communicating to ECU and key ON engine not running, critical. There is a D-shaped drive feature on end of
these values can be observed while throttle is moved shaft and a matching pocket in magnet assembly.
from closed to full open position. There should be a On outer diameter of magnet assembly is a notch
smooth and repeatable throttle percent value starting that aligns with center of flat feature of D. Align this
at closed position reading between 0 (about 6.5%) to notch and flat of D feature in shaft and preassemble
WOT position reading 93 (100%). If one of these values parts.
is outside of specified range and output transitions in a 4. With throttle blade in full open position (WOT), press
smooth manner, reset ECU and run test again. Since magnet assembly fully on to throttle shaft. Full
there is no longer any wear elements inside sensor, most insertion can be checked by measuring height from
likely faults will be in electrical connections between throttle body sensor mounting face to end of magnet
sensor and wire harness and wire harness to ECU. With assembly. This should be no more than 8.6 mm
service software communicating to ECU and engine not (0.338 in.). Installation process requires significant
running, a small load or gentle back and forth motion can force, so take care that all parts are aligned. Tapping
be applied to connectors or wires just outside connectors magnet assembly on can fracture/damage brittle
to detect a faulty connection. magnet within assembly and throttle body assembly
If only a volt meter is available and is NOT RECOMMENDED.
Measure voltage supply to sensor from ECU. This
voltage should be 5.00 +/- 0.20 volts. This can be
measured by gently probing terminals B & C on harness
side with TPS connector removed from TPS and key
ON. This will generate a P0122 fault that can be cleared
ECU should be investigated. If supply voltage is good,
plug sensor back into harness. Probe sensor signal
wire with volt meter, terminal A at TPS or pin Black 12
at ECU. This signal should start between 0.6-1.2 volts
at low idle and grow smoothly as throttle is opened to
4.3-4.8 volts at full open (WOT). Since there is no longer
any wear elements inside sensor, most likely faults will
be in electrical connections between sensor and wire
harness and wire harness to ECU.

Engine Temperature Sensor Manifold Absolute Pressure Sensor (MAP)

A sealed, non-serviceable assembly. A faulty sensor A sealed, non-serviceable assembly. A faulty sensor
must be replaced. If a blink code indicates a problem must be replaced. If a blink code indicates a problem
with temperature sensor, it can be tested as follows: with manifold absolute pressure sensor, it can be tested
1. Remove temperature sensor from breather cover as follows:
and cap or block sensor hole. 1. Make sure all connections are making proper
2. Wipe sensor clean and allow it to reach room contact and are free of dirt and debris. Remove
temperature (25°C, 77°F). blower housing. Slide locking tab out and pull off
manifold absolute pressure connector. Turn key
3. Unplug Black connector from ECU. switch to ON and check with a volt meter by
4. With sensor still connected, check temperature contacting red lead to pin 1 and black lead to pin 2.
sensor circuit resistance between Black pin 10 and There should be 5 volts present, indicating ECU and
14 terminals. Value should be 9000-11000 Ω. wiring harness are functioning.
5. Unplug sensor from wire harness and check sensor 2. Check continuity in wire harness. Ohms between Pin
resistance separately across two pins. Resistance 3 at sensor connector and Black pin 11 connector at
value should again be 9000-11000 Ω. ECU should be near zero ohms. If no continuity is
measured or very high resistance, replace wire
a. If resistance is out of specifications, replace harness.
temperature sensor.
3. Check to make sure intake manifold is not loose and
b. If it is within specifications, proceed to Step 6. MAP sensor is not loose. Loose parts would allow a
6. Check circuits (input, ground), from wire harness vacuum leak, making MAP sensor report misleading
connector to sensor plug for continuity, damage, etc. information to ECU.
Connect one ohmmeter lead to Black pin 14 in wire a. Tighten all hardware and perform an ECU Reset
harness connector (as in step 4). Connect other lead and a TPS Learn Procedure to see if MIL will
to terminal #1 in sensor plug. Continuity should be display a fault with MAP sensor again. If MIL finds
indicated. Repeat test between Black pin 10 and a fault with MAP sensor, replace it.
terminal #2 in sensor plug.
Later engines have a combined temperature/
Earlier engines have a separate intake air manifold absolute pressure (TMAP) sensor (located
temperature (IAT) sensor (located in throttle body) in intake manifold).
and a manifold absolute pressure (MAP) sensor
(located in intake manifold). Temperature/Manifold Absolute Pressure (TMAP)
Sensor
Intake Air Temperature Sensor
A sealed non-serviceable integrated sensor that checks
A non-serviceable component. Complete replacement is both intake air temperature and manifold absolute
required if it is faulty. Sensor and wiring harness can be pressure. Complete replacement is required if it is faulty.
checked as follows. Sensor and wiring harness can be checked as follows.
1. Remove temperature sensor from throttle body. If a blink code indicates a problem with Intake Air
2. Allow it to reach room temperature (20°C, 68°F). Temperature (TMAP) Sensor Circuit (P0112 or P0113), it
can be tested as follows:
3. Unplug Black connector from ECU.
1. Remove TMAP sensor from intake manifold.
4. With sensor still connected, check temperature
sensor circuit resistance between Black pin 10 and 8 2. Allow it to reach room temperature (20°C, 68°F).
pin terminals. Value should be 3100-3900 Ω. 3. Unplug Black connector from ECU.
5. Unplug sensor from wire harness and check sensor 4. With sensor still connected, check temperature
resistance separately across two pins. Resistance sensor circuit resistance between Black pin 10 and 8
value should again be 3100-3900 Ω. pin terminals. Value should be 1850-2450 Ω.
a. If resistance is out of specifications, replace 5. Unplug sensor from wire harness and check sensor
temperature sensor. resistance separately across pin. Resistance value
b. If it is within specifications, proceed to Step 6. should again be 1850-2450 Ω.
6. Check circuits (input, ground), from main harness a. If resistance is out of specifications, check local
connector to sensor plug for continuity, damage, etc. temperature. Sensor resistance will go down as
Connect one ohmmeter lead to Black pin 8 in main temperature is higher. Replace TMAP sensor if
harness connector (as in step 4). Connect other lead determined to be faulty.
to terminal #1 in sensor plug. Continuity should be b. If it is within specifications, proceed to Step 6.

6. Check circuits (input, ground), from main harness Cutaway Oxygen Sensor Components (O2)
connector to sensor plug for continuity, damage, etc.
Connect one ohmmeter lead to Black pin 8 in main D G
harness connector (as in step 4). Connect other lead E F
to terminal #3 in sensor plug. Continuity should be C
indicated. Repeat test between Black pin 10 and A
terminal #4 in sensor plug. B
7. Reinstall sensor.
If a blink code indicates a problem with Manifold
Absolute Pressure (TMAP) Sensor Circuit (P0107 or
P0108), it can be tested as follows:
1. Make sure all connections are making proper
contact and are free of dirt and debris. Slide locking
tab out and pull off TMAP connector. Turn key switch
to ON and check with a volt meter by contacting red Planar Element
A Protection Shield B
lead to pin 1 and black lead to pin 2. There should and Heater
be 5 volts present, indicating ECU and wiring Stainless Steel
harness are functioning. C Lower Insulator D Housing
2. Check continuity in wire harness. Ohms between Pin Terminal Connection
3 at sensor connector and Black pin 11 connector at E Upper Insulator F to Element
ECU should be near zero ohms. If no continuity is High Temp
measured or very high resistance, replace wire G Water Seal
harness.
Temperature must be controlled very accurately and gas
3. Check to make sure intake manifold is not loose and constituents measured to a high degree of accuracy for
TMAP sensor is not loose. Loose parts would allow absolute sensor measurements. This requires laboratory
a vacuum leak, making TMAP sensor report equipment to determine a good or bad sensor in field.
misleading information to ECU. Furthermore, as with most devices, intermittent problems
a. Tighten all hardware and perform an ECU Reset are difficult to diagnose. Still, with a good understanding
and a TPS Learn Procedure to see if MIL will of system and sensor, it is possible to diagnose many
display a fault with sensor again. If MIL finds a sensor problems in field.
fault with TMAP sensor, replace it. Using diagnostic software connected to ECU is a useful
technique for observing sensor performance. However,
Oxygen Sensor (O2) user must understand that such software reads a signal
Components generated by ECU. If there is an ECU or wiring problem,
readings could be misinterpreted as a sensor problem.
Digital nature of signal to software means that it is not
reading continuous output of sensor. A voltmeter can
also be used as an effective tool in diagnosing sensors.
It is advisable to use an electronic meter such as a
digital voltmeter. Simple mechanical meters may place
Pin A a heavy electrical load on sensor and cause inaccurate
readings. Since resistance of sensor is highest at
Pin D Pin B low temperatures, such meters will cause largest
inaccuracies when sensor is in a cool exhaust.
Pin C
Visual Inspection
1. Look for a damaged or disconnected sensor-to-
engine harness connection.
2. Look for damage to sensor lead wire or associated
engine wiring due to cutting, chaffing or melting on a
hot surface.
3. Disconnect sensor connector and look for corrosion
in connector.
4. Try reconnecting sensor and observe if problem has
cleared.
5. Correct any problems found during visual check.

Sensor Signal Observation Removal Inspection

NOTE: Do not cut into or pierce sensor or engine NOTE: Apply anti-seize compound only to threads.
wiring to make this connection. Sensor Anti-seize compound will affect sensor
produces a very small signal. Corrosion or performance if it gets into lower shield of
damage to wiring could lead to an incorrect sensor.
signal because of repairs or contamination to 1. If sensor has heavy deposits on lower shield,
sensor. engine, oil, or fuel may be source.
1. Using a voltmeter, observe voltage between Pin C 2. If heavy carbon deposits are observed, incorrect
and Pin D before engine is started. With key ON, engine fuel control may be occurring.
and sensor unplugged, voltage should read about
5.0 volts. With sensor attached, using diagnostic 3. If sensor is at room temperature, measure between
software, voltage should read about 1.0 volt. This signal leads, black wire (Pin C) and grey wire (Pin D)
voltage is generated by ECU. If it is not present, attached to sensor. If resistance is less than one
there is a short in associated wiring and corrective megohm, sensor has an internal short.
action should be taken. If voltage still is not present, 4. With sensor at room temperature measure heater
there is a problem with ECU or engine harness. circuit resistance, purple wire (Pin A) and white wire
2. Reconnect sensor and start engine. Run engine at (Pin B), resistance should be 8.1-11.1 Ω.
sufficient speed to bring sensor up to operating 5. If a damaged sensor is found, identify root cause,
temperature. Maintain for 1 to 2 minutes to ensure which may be elsewhere in application. Refer to
that engine has gone closed loop. Once in closed Troubleshooting-Oxygen Sensor (O2) table.
loop, sensor voltage should cycle between about
100 to 250 mv (low speed idle) and 700 to 900 mv 6. A special "dry to touch" anti-seize compound is
(high speed no load). If this cycling is not observed, applied to all new oxygen sensors at factory. If
a determination must be made, if problem is with recommended mounting thread sizes are used, this
engine or sensor. material provides excellent anti-seize capabilities
and no additional anti-seize is needed. If sensor is
3. Check engine harness for battery voltage on heater removed from engine and reinstalled, anti-seize
circuit. compound should be reapplied. Use an oxygen
sensor safe type anti-seize compound. It should be
applied according to directions on label.

Troubleshooting-Oxygen Sensor (O2)

Low voltage output. Shorted sensor or sensor circuit. Replace sensor or repair wiring.
Shorted lead wire.
Wiring shorted to ground.
Contamination of air reference. Remove source of external
contamination, protect air reference
area.
Air leak at sensor or gasket, sensor Use recommended torque at
upper shield damage. installation, replace gasket or sensor.
Revise application exhaust.
Shield sensor from damage.
High voltage output. Silica poisoning. Replace sensor.
Contaminated gasoline. Use high quality fuel.
Engine problem; misfire. Correct cause of misfire.
Excessive rich air/fuel ratio. Check for high fuel pressure.
Leaking injector.
Liquid fuel in vent line.
Wiring shorted to voltage. Repair wiring.
Open circuit, no activity from sensor. Broken element. Replace sensor.
Sensor dropped.
Hard blow to engine or exhaust
system.
Defective sensor.
Thermal shock.
Slow time response. Open heater circuit. Replace sensor.
Improper handling.
Carbon deposits.
Improper fueling. Correct fueling.
Incorrect or contaminated fuel. Use high quality fuel.
Excessive engine oil consumption Correct engine condition.
causing exhaust contamination or
other exhaust side contamination.
Heater circuit open/shorted or out of Repair short in harness wires, replace
specification. sensor.

Fuel Injectors 1. With engine running at idle, listen for a buzzing or

clicking sound.
WARNING
2. Disconnect electrical connector from an injector and
listen for a change in idle performance (only running
Explosive Fuel can cause fires and severe on one cylinder) or a change in injector noise or
burns. vibration.
Fuel system ALWAYS remains under HIGH If an injector is not operating, it can indicate either a bad
PRESSURE. injector, or a wiring/electrical connection problem. Check
as follows:
Wrap a shop towel completely around fuel pump
module connector. Press release button(s) and slowly 1. Disconnect electrical connector from both injectors.
pull connector away from fuel pump module allowing Plug a 12 volt noid light into one connector.
shop towel to absorb any residual fuel in high pressure 2. Make sure all safety switch requirements are met.
fuel line. Any spilled fuel must be completely wiped up Crank engine and check for flashing of test light.
immediately. Turn key OFF for at least 10 seconds between tests
Details to allow ECU to go to sleep and reawake. Repeat
test at other connector.
a. If flashing occurs, use an ohmmeter (Rx1 scale)
B A and check resistance of each injector across two
terminals. Proper resistance is 11-13 Ω. If injector
connection. If resistance is not correct, replace
injector.
harness leads if resistance is incorrect.
C or external (weeping around injector O-rings). Loss of
D
E leakage it will be necessary to loosen or remove blower
housing which may involve removing engine from unit.
F G Refer to Disassembly for removal of injector.
I 1. Remove manifold mounting bolts and separate
H throttle body/manifold from engine leaving TPS, high
A Electrical Connection B Upper O-ring pressure fuel line, injectors and fuel line connections
intact. Discard old gaskets.
C Solenoid Winding D Armature
2. Position manifold assembly over an appropriate
E Valve Housing F Valve Seat container to capture fuel and turn key switch ON to
G Valve End H Lower O-ring activate fuel pump and pressurize system. Do not
I Director Plate turn switch to START position.
NOTE: Do not apply voltage to fuel injector(s). NOTE: Fuel pump module pins are coated with a thin
Excessive voltage will burn out injector(s). Do layer of electrical grease to prevent fretting and
not ground injector(s) with ignition ON. corrosion. Do not attempt to remove electrical
Injector(s) will open/turn on if relay is energized. grease from fuel pump module pins.
NOTE: When cranking engine with injectors 3. If either injector exhibits leakage of more than two to
disconnected, fault codes will be registered in four drops per minute from tip, or shows any sign of
ECU and will need to be cleared using software leakage around outer shell, turn ignition switch OFF
fault clear or an ECU Reset and TPS Learn and replace injector as follows.
Procedure.
4. Depressurize fuel system.
Injector problems typically fall into three general
categories: electrical, dirty/clogged, or leakage. An 5. Clean any dirt accumulation from sealing/mounting
electrical problem usually causes one or both of injectors area of faulty injector(s) and disconnect electrical
to stop functioning. Several methods may be used to connector(s).
check if injectors are operating. 6. Pull retaining clip off top of injector(s). Remove
screw holding injector(s) from manifold.

7. Reverse appropriate procedures to install new b. Connect an ohmmeter set on Rx1 scale to
injector(s) and reassemble engine. Use new O-rings primary terminals of coil. Primary resistance
and retaining clips any time an injector is removed should be 0.5-0.8 Ω.
(new replacement injectors include new O-rings and c. Connect an ohmmeter set on Rx10K scale
retaining clips). Lubricate O-rings lightly with clean between spark plug boot terminal and B+ primary
engine oil. Use installation tool provided with O-rings terminal. Secondary resistance should be 6400-
to install new upper O-ring. Place tool into fuel 7800 Ω.
injector inlet. Place one side of O-ring into O-ring
groove and roll O-ring over tool onto fuel injector. d. If secondary resistance is not within specified
Torque screw securing fuel injector caps and blower range, coil is faulty and needs to be replaced.
housing mounting screws to 7.3 N·m (65 in. lb.), and FUEL COMPONENTS
intake manifold and air cleaner mounting screws to
10.5 N·m (93 in. lb.). An ECU Reset will need to be
completed. WARNING
Injector problems due to dirt or clogging are generally Explosive Fuel can cause fires and severe
unlikely due to design of injectors, high fuel pressure, burns.
and detergent additives in gasoline. Symptoms that Fuel system ALWAYS remains under HIGH
could be caused by dirty/clogged injectors include PRESSURE.
rough idle, hesitation/stumbling during acceleration, or
triggering of fault codes related to fuel delivery. Injector Wrap a shop towel completely around fuel pump
clogging is usually caused by a buildup of deposits module connector. Press release button(s) and slowly
on director plate, restricting flow of fuel, resulting in pull connector away from fuel pump module allowing
a poor spray pattern. Some contributing factors to shop towel to absorb any residual fuel in high pressure
injector clogging include higher than normal operating fuel line. Any spilled fuel must be completely wiped up
temperatures, short operating intervals, and dirty, immediately.
incorrect, or poor quality fuel. Cleaning of clogged
injectors is not recommended; they should be replaced. Fuel Pump Module (FPM)
Additives and higher grades of fuel can be used as a
preventative measure if clogging has been a problem. Fuel pump module is not serviceable and must be
replaced if determined to be faulty. If a fuel pump
Ignition Coil problem is suspected, make certain pump is being
activated, all electrical connections are properly secured,
If a coil is determined to be faulty, replacement is fuses are good, and a minimum of 7.0 volts is being
necessary. An ohmmeter may be used to test wiring and supplied. If during cranking, voltage drops below 7.0
coil windings. volts, a reduction of fuel pressure may occur resulting in
NOTE: Do not ground primary coil with ignition ON as a lean starting condition. If required, testing of fuel pump
they may overheat or spark. may be conducted.
NOTE: Always disconnect spark plug lead from spark 1. Relieve fuel pressure at fuel pump module. Fuel
plug before performing following tests. pump module may need to be loosened or pulled
away from engine. Disconnect fuel coupler from fuel
NOTE: If ignition coil(s) are disabled and an ignition pump module and insert pressure test jumper (from
fault is registered, system will automatically Kohler EFI Service Kit) between high pressure fuel
disable corresponding fuel injector drive line and fuel pump module.
signal. Fault must be corrected to ignition coil
and ECU power (switch) must be turned OFF for 2. Connect black hose of Pressure Tester. Route clear
10 seconds for injector signal to return. This is a hose into a portable gasoline container or equipment
safety measure to prevent bore washing and oil fuel tank.
dilution. 3. Turn on key switch to activate pump and check
Testing system pressure on gauge. It may take several key
Using an ohmmeter set on Rx1 scale, check resistance cycles to compress air introduced into system and
in circuits as follows: reach regulated pressure. If system pressure of 39
psi ± 3 is observed, wiring, fuel pump, and regulator
1. To check cylinder coil 1 (starter side), disconnect are working properly. Turn key switch OFF and
Black connector from ECU and test between Black depress valve button on tester to relieve system
pins 1 and 15. To check cylinder coil 2 (oil filter side), pressure.
disconnect Grey connector from ECU and test
between Grey pins 10 and 17. Wiring and coil a. If pressure is too high or too low, replace fuel
primary circuits are OK if readings are 0.5-0.8  pump module.
2. If reading(s) are not within specified range, check 4. If pump did not activate (step 3), disconnect plug
and clean connections and retest. from fuel pump. Connect a DC voltmeter across
terminals in plug, turn on key switch and observe if a
3. If reading(s) are still not within specified range, test minimum of 7 volts is present during six second
coils separately from main harness as follows: prime process.
a. Remove screw retaining coil to housing and 5. If no voltage is observed, connect red lead of meter
disconnect primary leads connector. to red wire of plug and black lead to a good ground
while key is still ON.

6. If voltage is between 7 and 14, turn key switch OFF and connect an ohmmeter between terminals on pump to
check for continuity.
a. If there was no continuity between pump terminals, replace fuel pump.
b. If voltage was below 7, test wiring harness.
7. If voltage at plug was good, and there was continuity across pump terminals, reconnect plug to pump, making
sure you have a good connection. Turn on key switch and listen for pump to activate.
a. If pump starts, repeat steps 2 and 3 to verify correct pressure.
b. If pump still does not operate, replace it.
replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because fitting
is specific to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement parts.
Throttle Body/Intake Manifold Assembly
NOTE: ECU Reset is required if throttle body is replaced.
Throttle body is serviced as an assembly, with throttle shaft, TPS, throttle plate, and idle speed adjusting screw
installed. Throttle shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.
TROUBLESHOOTING
Faulty spark plugs.
Old/stale fuel.
TPS set incorrect (ECU Reset and TPS Learn).
Engine Starts Hard
When Cold.
Faulty coils.
Low system voltage.
Faulty injectors.
Faulty battery.

Faulty spark plugs.
Fuel pressure low.
Engine Starts Hard
or Fails to Start TPS set incorrect (ECU Reset and TPS Initialization).
When Hot.
TPS faulty.
Faulty injectors.
Faulty spark plugs.
Idles Roughly
Faulty injectors.
Dirty air cleaner.
Under Load.
Improper governor setting, adjustment or operation.
TPS faulty, mounting problem or TPS Initialization Procedure incorrect.
Dirty air filter.
Improper governor adjustment.
Low Power Plugged/restricted exhaust.
TPS faulty or mounting exists.
Throttle plate in throttle body not fully opening to WOT stop (if equipped).


WARNING
(0)
Three second pause
following:
proper fuel.
opened.
or broken.
earlier under Fuel Pump.
Diagnostic Fault Code Summary

Fault Code Connection or Failure Description
0031 Oxygen Sensor Heater Circuit Low Voltage
0032 Oxygen Sensor Heater Circuit High Voltage
0107 Manifold Absolute Pressure (MAP or TMAP) Sensor Circuit Low Voltage or Open
0108 Manifold Absolute Pressure (MAP or TMAP) Sensor Circuit High Voltage
0112 Intake Air Temperature (IAT or TMAP) Sensor Circuit Low Voltage
0113 Intake Air Temperature (IAT or TMAP) Sensor Circuit High Voltage or Open
0117 Coolant/Oil Temperature Sensor Circuit Low Voltage
0118 Coolant/Oil Temperature Sensor Circuit High Voltage or Open
0122 Throttle Position Sensor Circuit Low Voltage or Open
0123 Throttle Position Sensor Circuit High Voltage
0131 Oxygen Sensor 1 Circuit Low Voltage, or Open
0132 Oxygen Sensor 1 Circuit High Voltage
0171 Maximum Adaptation Limit Exceeded
0172 Minimum Adaptation Limit Exceeded
0174 Lean Fuel Condition at High Load (Open Loop)
0201 Injector 1 Circuit Malfunction

0230 Fuel Pump Module Circuit Low Voltage or Open

0232 Fuel Pump Module Circuit High Voltage
0336 Crankshaft Position Sensor Noisy Signal
0337 Crankshaft Position Sensor No Signal
0351 Cylinder 1 Ignition Coil Malfunction
0562 System Voltage Low
0563 System Voltage High
61 End of Code Transmission
ECU continuously monitors engine operation against A MIL may not be provided with engine. If equipment
preset performance limits. If operation is outside limits, manufacturer has not added a MIL to equipment, one
ECU activates MIL, if equipped, and stores a diagnostic can be added easily for quick diagnostics. Main engine
code in its fault memory. If component or system to vehicle connection will have a tan wire which is
returns to proper function, ECU will turn off MIL. If MIL ground for MIL. Either incandescent or LED type bulbs
stays illuminated, it warns customer a fault is currently can be used for MIL as long as they do not draw more
happening, and dealer service is required. Upon receipt, than 0.1 amps. Bulb needs to be rated at 1.4 Watts or
dealer technician can access fault code(s) to help less, or needs to have a total resistance of 140 Ω or
determine what portion of system is malfunctioning. more. LEDs typically draw less than 0.03 amps. Attach
Codes are accessed through key switch and displayed +12 volts to positive terminal of bulb and attach ground
as blinks or flashes of MIL. Access codes as follows: terminal of bulb to tan wire.
1. Check that battery voltage is above 11 volts. Diagnostic Code Summary
2. Start with key switch OFF. Code 0031
3. Turn key switch to ON and OFF, then ON and OFF, Component: Oxygen Sensor Heater
then ON, leaving it on in third sequence. Do not start Fault: O2S Heater Circuit Low Voltage
engine. Time between sequences must be less than Condition: System voltage too low, open connection
2.5 seconds. or faulty sensor.
4. MIL will blink a series of times. Number of times MIL Conclusion: Engine Wiring Harness Related
blinks represents a number in blink code. ● Pin circuit wiring or connectors.
5. A sequence of four digits make up a fault code. ECU black pin 7 or broken wire.
There is a one (1) second pause between blinks of a
fault code. There is a three (3) second pause Oxygen Sensor Related
between separate fault codes. After fault code(s) are ● Sensor connector or wiring problem.
blinked a two digit 61 is blinked to indicate program
has completed. Poor system ground from ECU to engine
or battery to engine.
a. It’s a good idea to write down codes as they
appear, as they may not be in numerical
sequence. Code 0032
b. Code 61 will always be last code displayed, Component: Oxygen Sensor Heater
indicating end of code transmission. If code 61 Fault: O2S Heater Circuit High Voltage
appears immediately, no other fault codes are Condition: System voltage too high, shorted
present. connection or faulty sensor.
After problem has been corrected, fault codes may Conclusion: Oxygen Sensor Related
be cleared by following ECU Reset and TPS Learn ● Sensor connector or wiring problem.
Procedures. ● Sensor damaged.
Diagnostic Fault Code Summary lists fault codes, and ● Pin circuit wiring or connectors at Black
what they correspond to. Diagnostic Code Summary 7.
is a list of individual codes with an explanation of what
triggers them, what symptoms might be expected, and ECU Related
probable causes. ● ECU-to-harness connection problem.

Code 0107 Code 0113

Component: Manifold Absolute Pressure (MAP or Component: Intake Air Temperature (IAT or TMAP)
TMAP) Sensor Sensor
Fault: MAP or TMAP Circuit Low Voltage or Fault: Intake Air Temperature (IAT or TMAP)
Open Sensor Circuit High Voltage or Open
Condition: Intake manifold leak, open connection or Condition: Shorted connection, faulty sensor, broken
faulty sensor. wire or connection.
Conclusion: MAP or TMAP Sensor Related Conclusion: Temperature (IAT or TMAP) Sensor
● Sensor malfunction. Related
● Vacuum leaks from loose manifold or ● Sensor wiring or connection.
sensor.
Wire Harness Related ● Pin circuits ECU Black pin 10 and 8
● Poor grounding or open circuit. may be damaged.
● Wire harness and connectors loose, ● ECU-to-harness connection problem or
damaged or corroded. broken wire.
10, 11 and 16. Code 0117
Component: Coolant/Oil Sensor
Bad TPS Learn. Fault: Coolant/Oil Temperature Sensor Circuit
Low Voltage
Code 0108 Condition: Shorted connection, faulty sensor or
Component: Manifold Absolute Pressure (MAP or shorted wire.
TMAP) Sensor Conclusion: Temperature Sensor Related
● Sensor wiring or connection.
Fault: MAP or TMAP Circuit High Voltage
Condition: Intake manifold leak, shorted connection Engine Wiring Harness Related
or faulty sensor. ● Pin circuits Black 10 and Black 14
Conclusion: MAP or TMAP Sensor Related maybe damaged or routed near noisy
● Sensor malfunction. signal (coils, stator, etc.).
● Vacuum leaks from loose manifold or ● ECU-to-harness connection problem.
sensor.
Code 0118
Wire Harness Related Component: Coolant/Oil Sensor
● Poor grounding.
● Pin circuit wiring or connectors at Black Fault: Coolant/Oil Temperature Sensor Circuit
11. High Voltage or Open
Condition: Shorted connection, faulty sensor, open
Bad TPS Learn. connection or broken wire.
Conclusion: Temperature Sensor Related
Code 0112 ● Sensor wiring or connection.
Component: Intake Air Temperature (IAT or TMAP)
Sensor Engine Wiring Harness Related
● Pin circuits ECU Black pin 10 and 14
Fault: Intake Air Temperature (IAT or TMAP) may be damaged.
Sensor Circuit Low Voltage ● ECU-to-harness connection problem or
Condition: Shorted connection, faulty sensor or broken wire.
shorted wire.
Conclusion: Temperature (IAT or TMAP) Sensor System Related
Related ● Engine is operating above 176°C
● Sensor wiring or connection. (350°F) temperature sensor limit.

● Pin circuits Black 10 and Black 8 may
be damaged or routed near noisy
signal (coils, alternator, etc.).

Code 0122 Code 0131

Component: Throttle Position Sensor (TPS) Component: Oxygen Sensor
Fault: TPS Circuit Low Voltage or Open Fault: O2S 1 Circuit Low Voltage
Condition: Open connection, broken wire or faulty Condition: Open connection, broken wire or faulty
sensor. sensor.
Conclusion: TPS Related Conclusion: Oxygen Sensor Related
● TPS bad or worn internally. ● Sensor connector or wiring problem.
● Sensor contaminated, corroded or
Engine Wiring Harness Related damaged.
● Broken or shorted wire in harness. ● Poor ground path.
ECU Black pin 10 to TPS pin 1. ● Pin circuit wiring or connectors.
ECU Black pin 12 to TPS pin 3. ECU Black pin 10 or 17.
ECU Black pin 16 to TPS pin 2.
TPS Learn Procedure Incorrect
Throttle Body Related ● Lean condition (check oxygen sensor
● Throttle shaft inside TPS worn, broken, signal with VOA and see Oxygen
or damaged. Sensor).
● Throttle plate loose or misaligned.
● Throttle plate bent or damaged Engine wiring harness related such as a
allowing extra airflow past, or restricting cut wire, broken or pinched.
movement.
Code 0132
ECU Related
● Circuit providing voltage or ground to Component: Oxygen Sensor
TPS damaged. Fault: O2S 1 Circuit High Voltage
● TPS signal input circuit damaged. Condition: Shorted connection or faulty sensor.
Conclusion: Oxygen Sensor Related
Code 0123 ● Sensor connector or wiring problem.
Component: Throttle Position Sensor (TPS) ● Sensor contaminated or damaged.
● Poor ground path.
Fault: TPS Circuit High Voltage ● Pin circuit wiring or connectors.
Condition: Shorted connection or faulty sensor. ECU Black pin 10 or Black pin 17.
Conclusion: TPS Sensor Related
● Sensor connector or wiring. Engine Wiring Harness Related
● Sensor output affected or disrupted by ● Difference in voltage between sensed
dirt, grease, oil, wear. voltage and actual sensor voltage.
● Sensor loose on throttle body manifold. ● Short in wire harness.
Throttle Body Related

● Throttle shaft or bearings worn/
damaged.

alternator).
(pin Black 16).

Code 0171 Code 0172

Component: Fuel System Component: Fuel System
Fault: Maximum adaptation limit exceeded Fault: Minimum adaptation limit exceeded
Condition: Fuel inlet screen/filter plugged, low Condition: Too high pressure at high pressure fuel
pressure at high pressure fuel line, TPS line, TPS malfunction, shorted
malfunction, shorted connection, faulty connection, faulty sensor or fuel pump
sensor, low fuel or wrong fuel type. module failure.
Conclusion: Oxygen Sensor Related Conclusion: Oxygen Sensor Related
● Corrosion or poor connection. ● Sensor connector or wiring.
● Sensor contaminated or damaged. ● Sensor contaminated or damaged.
● Air leak into exhaust. ● Poor ground path.
● Poor ground path. ● Pin circuit wiring or connectors.
● Pin circuit wiring or connectors. ECU Black pin 10 or 17.
ECU Black pin 10 or Black pin 17.
TPS Sensor Related
TPS Sensor Related ● Throttle plate position incorrect during
● Throttle plate position incorrect during Learn procedure.
Learn procedure. ● TPS problem or malfunction.
● TPS problem or malfunction.
Engine Wiring Harness Related ● Difference in voltage between sensed
● Difference in voltage between sensed voltage and actual sensor voltage.
voltage and actual sensor voltage. ● Problem in wiring harness.
● Problem in wiring harness. ● ECU-to-harness connection problem.
Systems Related
Systems Related ● Ignition (spark plug, plug wire, ignition
● Ignition (spark plug, plug wire, ignition coil).
coil). ● Fuel (fuel type/quality, injector, fuel
● Fuel (fuel type/quality, injector, fuel pressure too high, fuel pump module or
pressure too low, fuel pump module or lift pump).
lift pump). ● Combustion air (air cleaner dirty/
● Combustion air (air cleaner dirty/ restricted).
restricted, intake leak, throttle bores). ● Base engine problem (rings, valves).
● Base engine problem (rings, valves). ● Fuel in crankcase oil.
● Exhaust system leak (muffler, flange, ● Fuel pump module is over filled.
oxygen sensor mounting boss, etc.). ● Lift pump diaphragm is ruptured.
● Fuel in crankcase oil.

Code 0174 Code 0202

Component: Fuel System Component: Fuel Injector
Fault: Lean fuel condition Fault: Injector 2 Circuit Malfunction
Condition: Fuel inlet screen/filter plugged, low Condition: Injector damaged or faulty, shorted or
pressure at high pressure fuel line, TPS open connection.
malfunction, shorted connection or faulty Conclusion: Injector Related
sensor. ● Injector coil shorted or opened.
Conclusion: TPS Learn Incorrect
● Lean condition (check oxygen sensor Engine Wiring Harness Related
signal with VOA and see Oxygen ● Broken or shorted wire in harness.
Sensor). ECU pin Black 6.
● Pin circuit wiring or connectors. ECU Related
ECU pin Black 10, 12, 16 and 17. ● Circuit controlling injector #2 damaged.
Low Fuel Pressure Code 0230

● Plugged filters. Component: Fuel Pump
● Bad lift pump. Fault: Circuit Low Voltage or Open
Oxygen Sensor Related Condition: Shorted or open connection.
● Sensor connector or wiring problem. Conclusion: Fuel Pump Related
● Exhaust leak. ● Fuel pump module open or shorted
● Poor ground. internally.
Poor system ground from ECU to engine, Engine Wiring Harness related
causing rich running while indicating lean. ● Broken or shorted wire in harness.
ECU pin Black 9 or Grey 17.
Fuel pump module connection. See Fuel
Components. ECU Related
● ECU is damaged.
Code 0201
Code 0232
Component: Fuel Injector
Fault: Injector 1 Circuit Malfunction Component: Fuel Pump
Condition: Injector damaged or faulty, shorted or Fault: Circuit High Voltage
open connection. Condition: Shorted connection.
Conclusion: Injector Related Conclusion: Fuel Pump Related
● Injector coil shorted or opened. ● Fuel pump module damaged internally.
Engine Wiring Harness Related Charging Output System Too High.

ECU pin Black 5.
ECU Related

Code 0336 Code 0352

Component: Crankshaft Position Sensor Component: Ignition Coil
Fault: Crankshaft Position Sensor Noisy Signal Fault: Cylinder 2 Ignition Coil Malfunction
Condition: Air gap incorrect, loose sensor, faulty/bad Condition: Broken wire in harness (may not be
battery, shorted or faulty connection, visible), shorted connection or faulty
faulty sensor or faulty sensor grounding. sensor.
Conclusion: Crankshaft Position Sensor Related Conclusion: Engine Wiring Harness Related
● Sensor connector or wiring. ● Connection to ignition or fuse.
● Sensor loose or air gap incorrect. ● Pin circuit wiring or connectors.
ECU pin Grey 10.
Crankshaft Position Sensor Wheel ● ECU-to-harness connection problem.
Related
● Damaged teeth. Ignition System Related
● Gap section not registering. ● Incorrect spark plug(s) used.
ECU pin Black 4 and Black 13. Code 0562
● ECU-to-harness connection problem. Component: System Voltage
● Non-resistor spark plug(s) used. Condition: Faulty voltage regulator, bad fuse or
● Faulty or disconnected ignition coil or shorted connection.
secondary lead. Conclusion: Corroded Connections
Code 0337 Bad Stator

Component: Crankshaft Position Sensor Bad Battery
Fault: Crankshaft Position Sensor No Signal ● Low output charging system.
Condition: Air gap incorrect, loose sensor, open or ● Poor magnet in flywheel.
shorted connection or faulty sensor. ● Bad or missing fuse.
● Sensor connector or wiring. Code 0563
● Sensor loose or air gap incorrect. Component: System Voltage
Crankshaft Position Sensor Wheel Fault: System Voltage High
Related Condition: Faulty voltage regulator or shorted
● Damaged teeth. connection.
Conclusion: Faulty Rectifier-Regulator
● Pin circuit wiring or connectors. Bad Stator.
● ECU-to-harness connection problem. Bad Battery.
If code is stored in fault history and starts Code 61
normally. Clear code, no other service Component: End of Code Transmission
required.
Code 0351
Condition: Broken wire in harness (may not be
visible), shorted connection or faulty
sensor.
● Connection to ignition or fuse.
● ECU pin Black 1.

● Incorrect spark plug(s) used.

Troubleshooting Flow Chart Diagnostic Aid #6 IGNITION SYSTEM

(no spark)
to review entire system in about 10-15 minutes. Using ● Spark plug
chart, accompanying diagnostic aids (listed after chart), ● Plug wire
and any signaled fault codes, you should be able to ● Coil
quickly locate any problems within system. ● Coil circuit(s), pin circuits Grey 10 and Black 1.
Flow Chart Diagnostic Aids ● ECU grounds
● ECU
Diagnostic Aid #1 SYSTEM POWER ● Vehicle safety interlocks, ground signal on safety wire.
(MIL does not illuminate when key is turned ON)
Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL
NOTE: MIL is installed by vehicle OEM. Twelve volt (no fuel delivery)
supply to bulb will be part of vehicle wire
harness. Kohler key switch model will have MIL Condition
on engine with 12V supply to bulb. ● No fuel
Conclusion ● Air in high pressure fuel line
● Battery ● Fuel valve shut OFF
● Main system fuse ● Fuel filter/line plugged
● MIL light bulb burned out ● Injector circuit(s), pin circuits Black 5 and Black 6
● MIL electrical circuit problem ● Injector
Pin circuits Grey 3. ● ECU grounds
● Ignition switch ● ECU
● Permanent ECU power circuit problem ● Lift pump not working
Pin circuit Black 18.
● Switched ECU power circuit problem Diagnostic Aid #8 FUEL SYSTEM
Pin circuit Black 15. (fuel pressure)
● ECU grounds
● ECU Low Fuel Pressure-Condition
● Low fuel
● Fuel filter plugged
Diagnostic Aid #2 FAULT CODES ● Fuel supply line plugged
Refer to Diagnostic Fault Code Summary. ● Lift fuel pump - insufficient fuel supply
Diagnostic Aid #3 RUN/ON ● Fuel pump (lift or module) - internally plugged
(MIL remains ON while engine is running)* ● Pressure regulator not functioning properly inside fuel
Condition pump module.
NOTE: Either incandescent or LED type bulbs can be
used for MIL as long as they do not draw more Diagnostic Aid #9 BASIC ENGINE
than 0.1 amps. Bulb needs to be rated at 1.4 (cranks but will not run)
Watts or less, or needs to have a total resistance Condition
of 140 Ω or more. LEDs typically draw less than ● Refer to basic engine troubleshooting charts within
0.03 amps. Troubleshooting.
*All current fault codes will turn on MIL when engine is
running.
Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR
(MIL does not turn off during cranking)
Condition
● Crankshaft position sensor
● Crankshaft position sensor circuit problem, pin circuits
● Crankshaft position sensor/toothed wheel air gap
● Toothed wheel
● Flywheel key sheared
● ECU
Diagnostic Aid #5 FUEL PUMP

Condition
● Main fuse
● Fuel pump circuit problem, pin circuits Black 9 and
Grey 17.
● Fuel pump module

START OF TEST
KEY ON
MALFUNCTION NO REFER TO DIAGNOSTIC AID #1

INDICATOR LIGHT SYSTEM POWER
ON

PRESENT? DIAGNOSTIC FAULT CODE SUMMARY
NO CLEAR CODES
DOES ENGINE START? YES MIL GOES OFF? NO REFER TO DIAGNOSTIC AID #3
RUN/ON
YES
NO
LOAD CONDITIONS
CRANK ENGINE.

DOES MIL GO OFF? REFER TO DIAGNOSTIC
ARE FAULT CODES YES FAULT CODE SUMMARY
PRESENT?
YES
NO
NO CLEAR CODES
KEY OFF AND KEY ON1.
LISTEN FOR FUEL PUMP.
END OF TEST
DOES FUEL PUMP CYCLE

ON THEN OFF AFTER 1–2 REFER TO DIAGNOSTIC AID #4
SECONDS2?
YES NO
REFER TO DIAGNOSTIC AID #5

WHILE CRANKING, CHECK FUEL PUMP
IGNITION SYSTEM

IGNITION SYSTEM
YES

NO REFER TO DIAGNOSTIC AID #7

WET SPARK PLUG? FUEL SYSTEM ELECTRICAL
YES

GAUGE AND KEY ON.


BASIC ENGINE

EFI SYSTEM-ECH WITHOUT OXYGEN SENSOR
A lift fuel pump is used to move fuel from tank through

WARNING an in-line fuel filter and fuel line. Fuel is then pumped
Explosive Fuel can cause fires and severe to fuel pump module. Fuel pump module regulates
burns. fuel pressure to a system operating pressure of 39 psi.
Do not fill fuel tank while engine is hot or pressure fuel line into injectors, which inject fuel into
running. intake ports. ECU controls amount of fuel by varying
Gasoline is extremely flammable and its vapors can length of time that injectors are on. This can range
explode if ignited. Store gasoline only in approved from 2 to over 12 milliseconds depending on fuel
containers, in well ventilated, unoccupied buildings, requirements. Controlled injection of fuel occurs every
away from sparks or flames. Spilled fuel could ignite if it other crankshaft revolution, or once for each 4-stroke
comes in contact with hot parts or sparks from ignition. cycle. When intake valve opens, air/fuel mixture is drawn
Never use gasoline as a cleaning agent. into combustion chamber,compressed, ignited, and
burned.
NOTE: Engines built from factory without an oxygen ECU controls amount of fuel being injected and ignition
sensor are designed without an oxygen sensor. timing by monitoring primary sensor signals for engine
No attempt should be made to install one in this temperature, speed (RPM), and throttle position (load).
system as it will not function. These primary signals are compared to preprogrammed
Typical electronic fuel injection (EFI) system and related maps in ECU computer chip, and ECU adjusts fuel
components include: delivery to match mapped values.
● Fuel pump module and lift pump. During certain operating periods such as cold starts,
● Fuel filter. warm up, acceleration, high load, etc., a richer air/fuel
● High pressure fuel line. ratio is required and is normal operation.
● Fuel line(s). ECU is brain or central processing computer of entire
● Fuel injectors. EFI system. During operation, sensors continuously
● Throttle body/intake manifold. gather data which is relayed through wiring harness
● Electronic control unit (ECU). to input circuits within ECU. Signals to ECU include:
● Ignition coils. ignition (on/off), crankshaft position and speed (RPM),
● Engine temperature sensor. throttle position, engine temperature, intake air
● Throttle position sensor (TPS). temperature, manifold absolute pressure, and battery
● Crankshaft position sensor. voltage.
● Temperature/manifold absolute pressure (TMAP)
sensor. ECU compares input signals to programmed maps in
● Malfunction indicator light (MIL) - optional. its memory to determine appropriate fuel and spark
● Wire harness assembly & affiliated wiring. requirements for immediate operating conditions. ECU
then sends output signals to set injector duration and
ignition timing.
FUEL RECOMMENDATIONS
ECU continually performs a diagnostic check of itself,
Refer to Maintenance. each of sensors, and system performance. If a fault
FUEL LINE is detected, ECU can turn on a Malfunction Indicator
Low permeation fuel line must be installed on all Kohler Light (MIL) (if equipped) on equipment control panel,
Co. engines to maintain EPA and CARB regulatory store fault code in its fault memory, and go into a default
compliance. operating mode. Depending on significance or severity
OPERATION access stored fault code using a blink code diagnosis
NOTE: When performing voltage or continuity tests, flashed out through MIL. An optional computer software
avoid putting excessive pressure on or against diagnostic program is also available, see Tools and Aids.
connector pins. Flat pin probes are ECU requires a minimum of 6.0 volts to operate.
recommended for testing to avoid spreading or
bending terminals. To prevent engine over-speed and possible failure, a
rev-limiting feature is programmed into ECU. If maximum
EFI system is designed to provide peak engine RPM limit (4500) is exceeded, ECU suppresses injection
performance with optimum fuel efficiency and lowest signals, cutting off fuel flow. This process repeats itself in
possible emissions. Ignition and injection functions are rapid succession, limiting operation to preset maximum.
electronically controlled and monitored.
Central component of system is Electronic Control Unit
(ECU) which manages system operation, determining
best combination of fuel mixture and ignition timing for
current operating conditions.

Wiring harness used in EFI system connects electrical Crankshaft position sensor is essential to engine
components, providing current and ground paths for operation; constantly monitoring rotation and speed
system to operate. All input and output signaling occurs (RPM) of crankshaft. There are 23 consecutive teeth
through two special all weather connectors that attach cast into flywheel. One tooth is missing and is used to
and lock to ECU. Connectors are Black and Grey and reference crankshaft position for ECU.
keyed differently to prevent being attached to ECU During rotation, an AC voltage pulse is created within
incorrectly. sensor for each passing tooth. ECU calculates engine
Condition of wiring, connectors, and terminal speed from time interval between consecutive pulses.
connections is essential to system function and Gap from missing tooth creates an interrupted input
performance. Corrosion, moisture, and poor connections signal, corresponding to specific crankshaft position near
are as likely cause of operating problems and system BDC for cylinder #1. This signal serves as a reference
errors as an actual component. Refer to Electrical for control of ignition timing by ECU. Synchronization of
System for additional information. inductive speed pickup and crankshaft position takes
EFI system is a 12 VDC negative ground system, place during first two revolutions each time engine is
designed to operate down to a minimum of 6.0 volts. started. Sensor must be properly connected at all times.
If system voltage drops below this level, operation If sensor becomes disconnected for any reason, engine
of voltage sensitive components such as ECU, fuel will quit running.
pump, ignition coils, and injectors will be intermittent Throttle position sensor (TPS) is used to indicate throttle
or disrupted, causing erratic operation or hard starting. plate angle to ECU. Since throttle (by way of governor)
A fully charged, 12 volt battery with a minimum of 350 reacts to engine load, angle of throttle plate is directly
cold cranking amps is important in maintaining steady related to load on engine.
and reliable system operation. Battery condition and Mounted on throttle body and operated directly off end
state of charge should always be checked first when of throttle shaft, TPS works as a potentiometer, varying
troubleshooting an operational problem. voltage signal to ECU in direct correlation to angle
Keep in mind that EFI-related problems are often caused of throttle plate. This signal, along with other sensor
by wiring harness or connections. Even small amounts signals, is processed by ECU and compared to internal
of corrosion or oxidation on terminals can interfere with preprogrammed maps to determine required fuel and
milliamp currents used in system operation. ignition settings for amount of load.
Cleaning connectors and grounds will solve problems Correct position of TPS is established and set at factory.
in many cases. In an emergency situation, simply Do not loosen TPS or alter mounting position unless
disconnecting and reconnecting connectors may clean absolutely required by fault code diagnosis. If TPS
up contacts enough to restore operation, at least is loosened or repositioned, appropriate TPS Learn
temporarily. Procedure must be performed to re-establish baseline
If a fault code indicates a problem with an electrical relationship between ECU and TPS.
component, disconnect ECU connector and test for Engine temperature sensor is used by system to
continuity between component connector terminals and help determine fuel requirements for starting (a cold
corresponding terminals in ECU connector using an engine needs more fuel than one at or near operating
ohmmeter. Little or no resistance should be measured, temperature).
indicating that wiring of that particular circuit is OK. Mounted in breather cover, it has a temperature-
sensitive resistor that extends into oil flow. Resistance
changes with oil temperature, altering voltage sent
to ECU. Using a table stored in its memory, ECU
correlates voltage drop to a specific temperature. Using
fuel delivery maps, ECU then knows how much fuel is
required for starting at that temperature.

Temperature/Manifold Absolute Pressure (TMAP) A high-voltage, solid-state, battery ignition system is

sensor is an integrated sensor that checks both intake used with EFI system. ECU controls ignition output and
air temperature (IAT) and manifold absolute pressure timing through transistorized control of primary current
(MAP). delivered to coils. Based on input from crankshaft
Intake Air Temperature control is a thermally sensitive position sensor, ECU determines correct firing point
resistor that exhibits a change in electrical resistance for speed at which engine is running. At proper instant,
with a change in its temperature. When sensor is cold, it interrupts flow of primary current in coil, causing
resistance of sensor is high. As sensor warms up, electromagnetic flux field to collapse. Flux collapse
resistance drops and voltage signal increases. From induces an instantaneous high voltage in coil secondary
voltage signal, ECU can determine temperature of intake which is strong enough to bridge gap on spark plug.
air. Each coil fires every other revolution.
Purpose of sensing air temperature is to help ECU EFI engines are equipped with either a 20 or 25 amp
calculate air density. Higher air temperature less dense charging system to accommodate combined electrical
air becomes. As air becomes less dense ECU knows demands of ignition system and specific application.
that it needs to lessen fuel flow to achieve correct air/fuel Charging system troubleshooting information is provided
ratio. If fuel ratio was not changed engine would become in Electrical System.
rich, possibly losing power and consuming more fuel. An electric fuel pump module and a lift pump (two types)
Manifold absolute pressure check provides immediate are used to transfer fuel in EFI system. Types of lift
manifold pressure information to ECU. TMAP sensor pumps are: a pulse fuel pump, a mechanical fuel pump,
measures difference in pressure between outside or a low pressure electric fuel pump. Pumping action
atmosphere and vacuum level inside intake passage is created by either oscillation of positive and negative
and monitors pressure in passage as primary means pressures within crankcase through a hose, or by direct
of detecting load. Data is used to calculate air density lever/pump actuation off rocker arm movement. Pumping
and determine engine's mass air flow rate, which in turn action causes diaphragm on inside of pump to pull fuel
determines required ideal fueling. TMAP also stores in on its downward stroke and to push it into fuel pump
instant barometric pressure reading when key is turned module on its upward stroke. Internal check valves
ON. prevent fuel from going backward through pump. Fuel
pump module receives fuel from lift pump, increases and
Fuel injectors mount into intake manifold, and high regulates pressure for fuel injectors.
pressure fuel line attaches to them at top end.
Replaceable O-rings on both ends of injector prevent Fuel pump module is rated for a minimum output of 13.5
external fuel leakage and also insulate it from heat and liters per hour and regulated at 270 kilopascals (39 psi).
vibration. A special clip connects each injector to high When key switch is turned ON and all safety switch
pressure fuel line and holds it in place. O-rings and requirements are met, ECU activates fuel pump module
retaining clip must be replaced any time fuel injector is for about six seconds, which pressurizes system for
separated from its normal mounting position. start-up. If key switch is not promptly turned to start
When key switch is on, fuel pump module will pressurize position, engine fails to start, or engine is stopped with
high pressure fuel line to 39 psi, and voltage is present key switch ON (as in case of an accident), ECU switches
at injector. At proper instant, ECU completes ground off pump preventing continued delivery of fuel. In this
circuit, energizing injector. Valve needle in injector situation, MIL will go on, but it will go back off after 4
is opened electromagnetically, and pressure in high cranking revolutions if system function is OK. Once
pressure fuel line forces fuel down through inside. engine is running, fuel pump remains on.
Director plate at tip of injector contains a series of Precision components inside fuel pump module are not
calibrated openings which directs fuel into manifold in a serviceable. DO NOT attempt to open fuel pump module.
cone-shaped spray pattern. Damage to components will result and warranty will be
Injectors have sequential fueling that open and close void. Because fuel pump module is not serviceable,
once every other crankshaft revolution. Amount of fuel engines are equipped with a special 10-micron EFI fuel
injected is controlled by ECU and determined by length filter to prevent harmful contamination from entering
of time valve needle is held open, also referred to as module.
injection duration or pulse width. Time injector is open If there are two filters in system, one before lift pump
(milliseconds) may vary in duration depending on speed will be a standard 51-75 micron filter, and one after lift
and load requirements of engine. pump will be special 10-micron filter. Be sure to use an
approved 10-micron filter for replacement.

High pressure fuel line is an assembly of hoses, injector IMPORTANT NOTES!

caps and a fuel connector to fuel pump module. High ● Cleanliness is essential and must be maintained at all
pressure fuel line feeds fuel to top of injectors through times when servicing or working on EFI system. Dirt,
injector caps. Caps are fastened to intake manifold and even in small quantities, can cause significant
injectors are locked into place. A small retaining clip problems.
provides a secondary lock. ● Clean any joint or fitting with parts cleaning solvent
High pressure fuel line is serviced as a complete before opening to prevent dirt from entering system.
assembly to prevent tampering and safety hazards. ● Always depressurize fuel system through fuel
Components are not individually serviceable. connector on fuel pump module before disconnecting
Vent hose assembly is intended to vent fuel vapor out of or servicing any fuel system components.
fuel pump module and direct fuel vapor into throttle body. ● Never attempt to service any fuel system component
Most EFI engines are equipped with an engine mounted while engine is running or ignition switch is ON.
purge port on #2 cylinder barrel baffle. This capped ● Do not use compressed air if system is open. Cover
purge port can be used by OEM to vent fuel tanks or any parts removed and wrap any open joints with
used in conjunction with a carbon canister kit for Tier III plastic if they will remain open for any length of time.
evaporative emissions compliance. Purge port connects New parts should be removed from their protective
to vent hose assembly and directs all fuel vapor into packaging just prior to installation.
throttle body. If purge port remains unused, port must ● Avoid direct water or spray contact with system
remain capped to prevent dirt from entering engine. components.
● Do not disconnect or reconnect ECU wiring harness
EFI engines have no carburetor, so throttle function connector or any individual components with ignition
(regulate incoming combustion airflow) is achieved with on. This can send a damaging voltage spike through
a throttle valve in a separate throttle body attached to ECU.
intake manifold. Throttle body/intake manifold provides ● Do not allow battery cables to touch opposing
mounting for fuel injectors, throttle position sensor, terminals. When connecting battery cables attach
TMAP sensor, high pressure fuel line, idle speed screw, positive (+) cable to positive (+) battery terminal first,
and air cleaner assembly. followed by negative (-) cable to negative (-) battery
Idle speed is only adjustment that may be performed on terminal.
EFI system. Standard idle speed setting for EFI engines ● Never start engine when cables are loose or poorly
is 1500 RPM, but certain applications might require connected to battery terminals.
a different setting. Check equipment manufacturer’s ● Never disconnect battery while engine is running.
recommendation. ● Never use a quick battery charger to start engine.
● Do not charge battery with key switch ON.
For starting and warm up, ECU will adjust fuel and ● Always disconnect negative (-) battery cable before
ignition timing, based upon ambient temperature, engine charging battery, and also unplug harness from ECU
temperature, and loads present. In cold conditions, before performing any welding on equipment.
idle speed will probably be different than normal for a
few moments. Under other conditions, idle speed may
actually start lower than normal, but gradually increase
to established setting as operation continues. Do not
attempt to circumvent this warm up period, or readjust
idle speed during this time. Engine must be completely
warmed up for accurate idle adjustment.


Pin # Function 3 Malfunction Indicator Light (MIL) Ground
3 Diagnostic Communication Line 6 Not Used
4 Speed Sensor input 7 Not Used
5 Fuel Injector Output #1 Ground 8 Not Used
7 INACTIVE Oxygen Sensor Heater 10 Ignition Coil #2 Ground
8 Intake Air Temperature (TMAP) sensor input 11 Not Used
9 Fuel Pump Ground 12 Not Used
Ground for TPS, TMAP and Engine Temperature 13 Not Used
10 Sensors 14 Safety Switch Ground
Manifold Absolute Pressure (TMAP) sensor 15 Not Used
11 input 16 ECU
12 Throttle Position Sensor (TPS) input 17 Fuel Pump Control (+12V)
13 Speed Sensor Ground 18 Not Used
16 Power for TPS and TMAP Sensors (+5V)
17 INACTIVE Oxygen Sensor (O2) input
ECU
Pinout of ECU

Never attempt to disassemble ECU. It is sealed to TPS Learn Procedure

prevent damage to internal components. Warranty is 1. Turn idle screw clockwise one full turn prior to key/
void if case is opened or tampered with in any way. ignition ON after ECU Reset.
All operating and control functions within ECU are 2. Start engine, run at low idle until engine is warm.
preset. No internal servicing or readjustment may 3. Idle speed must be above 1500 RPM. If below 1500
be performed. If a problem is encountered, and you RPM, turn idle screw up to 1700 RPM and then shut
determine ECU to be faulty, contact your source of down engine and perform ECU Reset again.
supply.
4. Adjust idle speed down to 1500 RPM. Allow engine
ECU pins are coated at factory with a thin layer of to dwell at 1500 RPM for about 3 seconds.
electrical grease to prevent fretting and corrosion. Do not
attempt to remove grease from ECU pins. 5. After this, adjust idle speed to final specified speed
setting.
Relationship between ECU and throttle position sensor
(TPS) is very critical to proper system operation. If 6. Turn key/ignition OFF and count to 10 seconds.
TPS or ECU is changed, or mounting position of TPS Learn procedure is complete.
is altered, appropriate TPS Learn Procedure must be
performed to restore synchronization.
Any service to ECU, TPS/Throttle Body (including idle
speed increase over 300 RPM), or fuel pump module
replacement should include ECU Reset.
This will clear all trouble codes, all max values, and all
timers besides permanent hour meter.
disconnected!
ECU Reset Procedure
1. Turn key/ignition OFF.
2. Install Red wire jumper from Kohler EFI service kit
on to service port (connect white wire to black wire in
4 way diagnostic port).
3. Turn key/ignition ON, then OFF and count 10
seconds.
4. Turn key/ignition ON, then OFF and count to 10
seconds a second time.
5. Remove Red wire jumper. Turn key/ignition ON, then
OFF and count to 10 seconds a third time. ECU is
reset.
A TPS Learn Procedure must be performed after ECU
Reset.

Wiring Harness
100
EFI Wiring Diagram 6-Terminal Connector
O G
F
S
1 2
4 5 6
M
1 2 3
U
H Q R T
C
Y N P A I K
1
M
10
B
J V
9
18
W W
1
10
KohlerEngines.com
K M G B
9
M L G
18
G B F B B M B H H D B F H M E L J M F M
X 1 2
A B A B A B C A B C 1 2 A B C D 1 2 3 1 2 3 4 1 2 3 4

Crankshaft Position
Oxygen Sensor Throttle Position Engine Temperature
AE Connector is tied AF AG TMAP Sensor AH AI Diagnostic Connector
Sensor Sensor
24 690 01 Rev. S
off and not used
Crankshaft Position Sensor If a computer with diagnostic software is available

A sealed, non-serviceable assembly. If Fault Code Observe throttle percent and raw TPS values through
diagnosis indicates a problem within this area, test and diagnostic software. With diagnostic software
correct as follows. communicating to ECU and key ON engine not running,
these values can be observed while throttle is moved
1. Check mounting and air gap of crankshaft position from closed to full open position. There should be a
sensor. smooth and repeatable throttle percent value starting
Bracket is not adjustable, but if gap is greater than at closed position reading between 0 (about 6.5%) to
2.794 mm (0.110 in.) check bracket or sensor for WOT position reading 93 (100%). If one of these values
damage. is outside of specified range and output transitions in a
2. Inspect wiring and connections for damage or smooth manner, reset ECU and run test again. Since
problems. there is no wear elements inside sensor, most likely
faults will be in electrical connections between sensor
3. Make sure engine has resistor type spark plugs. and wire harness and wire harness to ECU. With service
4. Disconnect Black connector from ECU. software communicating to ECU and engine not running,
a small load or gentle back and forth motion can be
5. Connect an ohmmeter between #4 and #13 pin applied to connectors or wires just outside connectors to
terminals. A resistance value of 325-395 Ω at room detect a faulty connection.
temperature (20°C, 68°F) should be obtained. If
resistance is correct, check mounting, air gap, If only a volt meter is available
flywheel teeth (damage, run-out, etc.), and flywheel Measure voltage supply to sensor from ECU. This
key. voltage should be 5.00 +/- 0.20 volts. This can be
6. Disconnect crankshaft position sensor connector measured by gently probing terminals B & C on harness
from wiring harness. Test resistance between side with TPS connector removed from TPS and key
terminals. A reading of 325-395 Ω should again be ON. This will generate a P0122 fault that can be cleared
obtained. ECU should be investigated. If supply voltage is good,
a. If resistance is incorrect, remove screws securing plug sensor back into harness. Probe sensor signal
sensor to mounting bracket and replace sensor. wire with volt meter, terminal A at TPS or pin Black 12
b. If resistance in step 5 was incorrect, but at ECU. This signal should start between 0.6-1.2 volts
resistance of sensor alone was correct, test wire at low idle and grow smoothly as throttle is opened to
harness circuits between sensor connector 4.3-4.8 volts at full open (WOT). Since there is no longer
terminals and corresponding pin terminals (#4 any wear elements inside sensor, most likely faults will
and #13) in main connector. Correct any be in electrical connections between sensor and wire
observed problem, reconnect sensor, and harness and wire harness to ECU.
perform step 5 again. Replace Magnet Assembly
7. When fault is corrected and engine starts, clear fault
codes following ECU Reset procedure. A
Throttle Position Sensor (TPS)
TPS is a sealed, non-serviceable assembly. If diagnosis
indicates a bad sensor, complete replacement is
necessary. Magnet that sensor detects is separate, and
can be replaced or reused. If a blink code indicates a
problem with TPS, it can be tested as follows:
Diagnostics of sensor: ECU will still have electrical
faults captured in fault codes: P0122 & P0123. P0122
detecting low voltage, open circuit, and P0123 for high B
voltage conditions between ECU, wire harness, and
sensor. Tip: when working with any electrical connection, Magnet Installation
A Magnet Assembly B
remember to keep connections clean & dry. This is best Depth
accomplished by cleaning connection thoroughly prior Magnet assembly is captured in a small plastic housing
to disassembly. Contaminated sensor connections can that is press fit to end of throttle shaft. This generally
cause premature engine faults. Functionally testing does not need replacement. If replacement is required,
sensor can no longer be done with simple resistance can be replaced as follows:
checks. If either of these two faults is present or a TPS
fault is suspected, recommended diagnostic test is as 1. Remove sensor from throttle body, exposing round
follows: magnet assembly.
2. A pair of flat blade screw drivers or a spanner tool
can be used to pry this off shaft. Caution should be
used to avoid damage to machined flat surface that
sensor seals against. Also, make sure throttle blade
is in full open position to avoid driving throttle blade
into throttle bore causing damage to blade and/or
bore.

3. When replacing magnet assembly, alignment is 5. Unplug sensor from wire harness and check sensor
critical. There is a D-shaped drive feature on end of resistance separately across pin. Resistance value
shaft and a matching pocket in magnet assembly. should again be 1850-2450 Ω.
On outer diameter of magnet assembly is a notch a. If resistance is out of specifications, check local
that aligns with center of flat feature of D. Align this temperature. Sensor resistance will go down as
notch and flat of D feature in shaft and preassemble temperature is higher. Replace TMAP sensor if
parts. determined to be faulty.
4. With throttle blade in full open position (WOT), press b. If it is within specifications, proceed to Step 6.
magnet assembly fully on to throttle shaft. Full
insertion can be checked by measuring height from 6. Check circuits (input, ground), from main harness
throttle body sensor mounting face to end of magnet connector to sensor plug for continuity, damage, etc.
assembly. This should be no more than 8.6 mm Connect one ohmmeter lead to Black pin 8 in main
(0.338 in.). Installation process requires significant harness connector (as in step 4). Connect other lead
force, so take care that all parts are aligned. Tapping to terminal #3 in sensor plug. Continuity should be
magnet assembly on can fracture/damage brittle indicated. Repeat test between Black pin 10 and
magnet within assembly and throttle body assembly terminal #4 in sensor plug.
and is NOT RECOMMENDED. 7. Reinstall sensor.
Engine Temperature Sensor If a blink code indicates a problem with Manifold
A sealed, non-serviceable assembly. A faulty sensor Absolute Pressure (TMAP) Sensor Circuit (P0107 or
must be replaced. If a blink code indicates a problem P0108), it can be tested as follows:
with temperature sensor, it can be tested as follows: 1. Make sure all connections are making proper
1. Remove temperature sensor from breather cover contact and are free of dirt and debris. Slide locking
and cap or block sensor hole. tab out and pull off TMAP connector. Turn key switch
to ON and check with a volt meter by contacting red
2. Wipe sensor clean and allow it to reach room lead to pin 1 and black lead to pin 2. There should
temperature (25°C, 77°F). be 5 volts present, indicating ECU and wiring
3. Unplug Black connector from ECU. harness are functioning.
4. With sensor still connected, check temperature 2. Check continuity in wire harness. Ohms between Pin
sensor circuit resistance between Black pin 10 and 3 at sensor connector and Black pin 11 connector at
14 terminals. Value should be 9000-11000 Ω. ECU should be near zero ohms. If no continuity is
measured or very high resistance, replace wire
5. Unplug sensor from wire harness and check sensor harness.
resistance separately across two pins. Resistance
value should again be 9000-11000 Ω. 3. Check to make sure intake manifold is not loose and
TMAP sensor is not loose. Loose parts would allow
a. If resistance is out of specifications, replace a vacuum leak, making TMAP sensor report
temperature sensor. misleading information to ECU.
b. If it is within specifications, proceed to Step 6. a. Tighten all hardware and perform an ECU Reset
6. Check circuits (input, ground), from wire harness and a TPS Learn Procedure to see if MIL will
connector to sensor plug for continuity, damage, etc. display a fault with sensor again. If MIL finds a
Connect one ohmmeter lead to Black pin 14 in wire fault with TMAP sensor, replace it.
harness connector (as in step 4). Connect other lead
to terminal #1 in sensor plug. Continuity should be
Temperature/Manifold Absolute Pressure (TMAP)
Sensor
A sealed non-serviceable integrated sensor that checks
both intake air temperature and manifold absolute
pressure. Complete replacement is required if it is faulty.
Sensor and wiring harness can be checked as follows.
If a blink code indicates a problem with Intake Air
Temperature (TMAP) Sensor Circuit (P0112 or P0113), it
can be tested as follows:
1. Remove TMAP sensor from intake manifold.
2. Allow it to reach room temperature (20°C, 68°F).
3. Unplug Black connector from ECU.
4. With sensor still connected, check temperature
sensor circuit resistance between Black pin 10 and 8
pin terminals. Value should be 1850-2450 Ω.

Fuel Injectors If an injector is not operating, it can indicate either a bad

injector, or a wiring/electrical connection problem. Check
as follows:
WARNING
1. Disconnect electrical connector from both injectors.
Explosive Fuel can cause fires and severe Plug a 12 volt noid light into one connector.
burns. 2. Make sure all safety switch requirements are met.
Fuel system ALWAYS remains under HIGH Crank engine and check for flashing of test light.
PRESSURE. Turn key OFF for at least 10 seconds between tests
to allow ECU to go to sleep and reawake. Repeat
Wrap a shop towel completely around fuel pump test at other connector.
module connector. Press release button(s) and slowly
pull connector away from fuel pump module allowing a. If flashing occurs, use an ohmmeter (Rx1 scale)
shop towel to absorb any residual fuel in high pressure and check resistance of each injector across two
fuel line. Any spilled fuel must be completely wiped up terminals. Proper resistance is 11-13 Ω. If injector
immediately. resistance is correct, check whether connector
Details connection. If resistance is not correct, replace
injector.
B A harness leads if resistance is incorrect.
or external (weeping around injector O-rings). Loss of
leakage it will be necessary to loosen or remove blower
housing which may involve removing engine from unit.
Refer to Disassembly for removal of injector.
C 1. Remove manifold mounting bolts and separate
D throttle body/manifold from engine leaving TPS, high
pressure fuel line, injectors and fuel line connections
E intact. Discard old gaskets.
2. Position manifold assembly over an appropriate
F G container to capture fuel and turn key switch ON to
activate fuel pump and pressurize system. Do not
H I turn switch to START position.
A Electrical Connection B Upper O-ring NOTE: Fuel pump module pins are coated with a thin
layer of electrical grease to prevent fretting and
C Solenoid Winding D Armature corrosion. Do not attempt to remove electrical
E Valve Housing F Valve Seat grease from fuel pump module pins.
G Valve End H Lower O-ring 3. If either injector exhibits leakage of more than two to
I Director Plate four drops per minute from tip, or shows any sign of
NOTE: Do not apply voltage to fuel injector(s). leakage around outer shell, turn ignition switch OFF
Excessive voltage will burn out injector(s). Do and replace injector as follows.
not ground injector(s) with ignition ON. 4. Depressurize fuel system.
Injector(s) will open/turn on if relay is energized.
5. Clean any dirt accumulation from sealing/mounting
NOTE: When cranking engine with injectors area of faulty injector(s) and disconnect electrical
disconnected, fault codes will be registered in connector(s).
ECU and will need to be cleared using software
fault clear or an ECU Reset and TPS Learn 6. Pull retaining clip off top of injector(s). Remove
Procedure. screw holding injector(s) from manifold.
categories: electrical, dirty/clogged, or leakage. An
electrical problem usually causes one or both of injectors
to stop functioning. Several methods may be used to
check if injectors are operating.
1. With engine running at idle, listen for a buzzing or
clicking sound.
on one cylinder) or a change in injector noise or
vibration.

7. Reverse appropriate procedures to install new b. Connect an ohmmeter set on Rx1 scale to
injector(s) and reassemble engine. Use new O-rings primary terminals of coil. Primary resistance
and retaining clips any time an injector is removed should be 0.5-0.8 Ω.
(new replacement injectors include new O-rings and c. Connect an ohmmeter set on Rx10K scale
retaining clips). Lubricate O-rings lightly with clean between spark plug boot terminal and B+ primary
engine oil. Use installation tool provided with O-rings terminal. Secondary resistance should be 6400-
to install new upper O-ring. Place tool into fuel 7800 Ω.
injector inlet. Place one side of O-ring into O-ring
groove and roll O-ring over tool onto fuel injector. d. If secondary resistance is not within specified
Torque screw securing fuel injector caps and blower range, coil is faulty and needs to be replaced.
housing mounting screws to 7.3 N·m (65 in. lb.), and
intake manifold and air cleaner mounting screws to
10.5 N·m (93 in. lb.). An ECU Reset will need to be FUEL COMPONENTS
completed.
Injector problems due to dirt or clogging are generally WARNING
unlikely due to design of injectors, high fuel pressure, Explosive Fuel can cause fires and severe
and detergent additives in gasoline. Symptoms that burns.
could be caused by dirty/clogged injectors include
rough idle, hesitation/stumbling during acceleration, or Fuel system ALWAYS remains under HIGH
triggering of fault codes related to fuel delivery. Injector PRESSURE.
clogging is usually caused by a buildup of deposits Wrap a shop towel completely around fuel pump
on director plate, restricting flow of fuel, resulting in module connector. Press release button(s) and slowly
a poor spray pattern. Some contributing factors to pull connector away from fuel pump module allowing
injector clogging include higher than normal operating shop towel to absorb any residual fuel in high pressure
temperatures, short operating intervals, and dirty, fuel line. Any spilled fuel must be completely wiped up
incorrect, or poor quality fuel. Cleaning of clogged immediately.
injectors is not recommended; they should be replaced.
Additives and higher grades of fuel can be used as a
preventative measure if clogging has been a problem. Fuel Pump Module (FPM)
Fuel pump module is not serviceable and must be
Ignition Coil replaced if determined to be faulty. If a fuel pump
If a coil is determined to be faulty, replacement is problem is suspected, make certain pump is being
necessary. An ohmmeter may be used to test wiring and activated, all electrical connections are properly secured,
coil windings. fuses are good, and a minimum of 7.0 volts is being
supplied. If during cranking, voltage drops below 7.0
NOTE: Do not ground primary coil with ignition ON as volts, a reduction of fuel pressure may occur resulting in
they may overheat or spark. a lean starting condition. If required, testing of fuel pump
NOTE: Always disconnect spark plug lead from spark may be conducted.
plug before performing following tests. 1. Relieve fuel pressure at fuel pump module. Fuel
NOTE: If ignition coil(s) are disabled and an ignition pump module may need to be loosened or pulled
fault is registered, system will automatically away from engine. Disconnect fuel coupler from fuel
disable corresponding fuel injector drive pump module and insert pressure test jumper (from
signal. Fault must be corrected to ignition coil Kohler EFI Service Kit) between high pressure fuel
and ECU power (switch) must be turned OFF for line and fuel pump module.
10 seconds for injector signal to return. This is a 2. Connect black hose of Pressure Tester. Route clear
safety measure to prevent bore washing and oil hose into a portable gasoline container or equipment
dilution. fuel tank.
Testing 3. Turn on key switch to activate pump and check
Using an ohmmeter set on Rx1 scale, check resistance system pressure on gauge. It may take several key
in circuits as follows: cycles to compress air introduced into system and
1. To check cylinder coil 1 (starter side), disconnect reach regulated pressure. If system pressure of 39
Black connector from ECU and test between Black psi ± 3 is observed, wiring, fuel pump, and regulator
pins 1 and 15. To check cylinder coil 2 (oil filter side), are working properly. Turn key switch OFF and
disconnect Grey connector from ECU and test depress valve button on tester to relieve system
between Grey pins 10 and 17. Wiring and coil pressure.
primary circuits are OK if readings are 0.5-0.8  a. If pressure is too high or too low, replace fuel
2. If reading(s) are not within specified range, check pump module.
and clean connections and retest. 4. If pump did not activate (step 3), disconnect plug
3. If reading(s) are still not within specified range, test from fuel pump. Connect a DC voltmeter across
coils separately from main harness as follows: terminals in plug, turn on key switch and observe if a
minimum of 7 volts is present during six second
a. Remove screw retaining coil to housing and prime process.
disconnect primary leads connector.

5. If no voltage is observed, connect red lead of meter to red wire of plug and black lead to a good ground while key
is still ON.
6. If voltage is between 7 and 14, turn key switch OFF and connect an ohmmeter between terminals on pump to
check for continuity.
a. If there was no continuity between pump terminals, replace fuel pump.
b. If voltage was below 7, test wiring harness.
7. If voltage at plug was good, and there was continuity across pump terminals, reconnect plug to pump, making
sure you have a good connection. Turn on key switch and listen for pump to activate.
a. If pump starts, repeat steps 2 and 3 to verify correct pressure.
b. If pump still does not operate, replace it.
replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because
fitting is specific to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement
parts.
Throttle Body/Intake Manifold Assembly
NOTE: ECU Reset is required if throttle body is replaced.
Throttle body is serviced as an assembly, with throttle shaft, TPS, throttle plate, and idle speed adjusting screw
installed. Throttle shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.
TROUBLESHOOTING
Faulty spark plugs.
Old/stale fuel.
TPS set incorrect (ECU Reset and TPS Learn).
Engine Starts Hard
When Cold.
Faulty coils.
Low system voltage.
Faulty injectors.
Faulty battery.

Faulty spark plugs.
Fuel pressure low.
Engine Starts Hard
or Fails to Start TPS set incorrect (ECU Reset and TPS Initialization).
When Hot.
TPS faulty.
Faulty injectors.
Faulty spark plugs.
Idles Roughly
Faulty injectors.
Dirty air cleaner.
Under Load.
Improper governor setting, adjustment or operation.
Dirty air filter.
Throttle plate in throttle body not fully opening to WOT stop (if equipped).


WARNING
(0)
Three second pause
following:
proper fuel.
opened.
or broken.

Diagnostic Fault Code Summary

Fault Code Connection or Failure Description
0107 Manifold Absolute Pressure (TMAP) Sensor Circuit Low Voltage or Open
0108 Manifold Absolute Pressure (TMAP) Sensor Circuit High Voltage
0112 Intake Air Temperature (TMAP) Sensor Circuit Low Voltage
0113 Intake Air Temperature (TMAP) Sensor Circuit High Voltage or Open
0117 Engine Temperature Sensor Circuit Low Voltage
0118 Engine Temperature Sensor Circuit High Voltage or Open
0122 Throttle Position Sensor Circuit Low Voltage or Open
0123 Throttle Position Sensor Circuit High Voltage
0230 Fuel Pump Module Circuit Low Voltage or Open
0232 Fuel Pump Module Circuit High Voltage
0336 Crankshaft Position Sensor Noisy Signal
0337 Crankshaft Position Sensor No Signal
0562 System Voltage Low
0563 System Voltage High
61 End of Code Transmission
ECU continuously monitors engine operation against a. It’s a good idea to write down codes as they
preset performance limits. If operation is outside limits, appear, as they may not be in numerical
ECU activates MIL, if equipped, and stores a diagnostic sequence.
code in its fault memory. If component or system b. Code 61 will always be last code displayed,
returns to proper function, ECU will turn off MIL. If MIL indicating end of code transmission. If code 61
stays illuminated, it warns customer a fault is currently appears immediately, no other fault codes are
happening, and dealer service is required. Upon receipt, present.
dealer technician can access fault code(s) to help
determine what portion of system is malfunctioning. After problem has been corrected, fault codes may
be cleared by following ECU Reset and TPS Learn
Codes are accessed through key switch and displayed Procedures.
as blinks or flashes of MIL. Access codes as follows:
Diagnostic Fault Code Summary lists fault codes, and
1. Check that battery voltage is above 11 volts. what they correspond to. Diagnostic Code Summary
2. Start with key switch OFF. is a list of individual codes with an explanation of what
triggers them, what symptoms might be expected, and
3. Turn key switch to ON and OFF, then ON and OFF, probable causes.
then ON, leaving it on in third sequence. Do not start
engine. Time between sequences must be less than A MIL may not be provided with engine. If equipment
2.5 seconds. manufacturer has not added a MIL to equipment, one
can be added easily for quick diagnostics. Main engine
4. MIL will blink a series of times. Number of times MIL to vehicle connection will have a tan wire which is
blinks represents a number in blink code. ground for MIL. Either incandescent or LED type bulbs
5. A sequence of four digits make up a fault code. can be used for MIL as long as they do not draw more
There is a one (1) second pause between blinks of a than 0.1 amps. Bulb needs to be rated at 1.4 Watts or
fault code. There is a three (3) second pause less, or needs to have a total resistance of 140 Ω or
between separate fault codes. After fault code(s) are more. LEDs typically draw less than 0.03 amps. Attach
blinked a two digit 61 is blinked to indicate program +12 volts to positive terminal of bulb and attach ground
has completed. terminal of bulb to tan wire.

Diagnostic Code Summary Code 0112

Code 0107 Component: Intake Air Temperature (TMAP) Sensor
Component: Manifold Absolute Pressure (TMAP) Fault: Intake Air Temperature (TMAP) Sensor
Circuit Low Voltage
Sensor
Condition: Shorted connection, faulty sensor or
Fault: TMAP Circuit Low Voltage or Open shorted wire.
Condition: Intake manifold leak, open connection or Conclusion: Temperature (TMAP) Sensor Related
faulty sensor. ● Sensor wiring or connection.
● Sensor malfunction. Engine Wiring Harness Related
● Vacuum leaks from loose manifold or ● Pin circuits Black 10 and Black 8 may
sensor. be damaged or routed near noisy
signal (coils, alternator, etc.).
Wire Harness Related ● ECU-to-harness connection problem.
● Poor grounding or open circuit.
● Wire harness and connectors loose, Code 0113
damaged or corroded.
● Pin circuit wiring or connectors at Black Component: Intake Air Temperature (TMAP) Sensor
10, 11 and 16. Fault: Intake Air Temperature (TMAP) Sensor
Circuit High Voltage or Open
Bad TPS Learn. Condition: Shorted connection, faulty sensor, broken
wire or connection.
Code 0108 Conclusion: Temperature (TMAP) Sensor Related
Component: Manifold Absolute Pressure (TMAP)
Sensor Engine Wiring Harness Related
Fault: TMAP Circuit High Voltage ● Pin circuits ECU Black pin 10 and 8
Condition: Intake manifold leak, shorted connection may be damaged.
or faulty sensor. ● ECU-to-harness connection problem or
broken wire.
● Sensor malfunction.
● Vacuum leaks from loose manifold or
sensor.
Wire Harness Related

● Poor grounding.
11.
Bad TPS Learn.

Code 0117 Code 0122

Component: Engine Temperature Sensor Component: Throttle Position Sensor (TPS)
Fault: Engine Temperature Sensor Circuit Low Fault: TPS Circuit Low Voltage or Open
Voltage Condition: Open connection, broken wire or faulty
Condition: Shorted connection, faulty sensor or sensor.
shorted wire. Conclusion: TPS Related
Conclusion: Temperature Sensor Related ● TPS bad or worn internally.
Engine Wiring Harness Related ● Broken or shorted wire in harness.
● Pin circuits Black 10 and Black 14 ECU Black pin 10 to TPS pin 1.
maybe damaged or routed near noisy ECU Black pin 12 to TPS pin 3.
signal (coils, stator, etc.). ECU Black pin 16 to TPS pin 2.
Code 0118 ● Throttle shaft inside TPS worn, broken,
or damaged.
Component: Engine Temperature Sensor ● Throttle plate loose or misaligned.
Fault: Engine Temperature Sensor Circuit High ● Throttle plate bent or damaged
Voltage or Open allowing extra airflow past, or restricting
Condition: Shorted connection, faulty sensor, open movement.
connection or broken wire.
Conclusion: Temperature Sensor Related ECU Related
● Sensor wiring or connection. ● Circuit providing voltage or ground to
TPS damaged.
Engine Wiring Harness Related ● TPS signal input circuit damaged.
● Pin circuits ECU Black pin 10 and 14
may be damaged. Code 0123
● ECU-to-harness connection problem or Component: Throttle Position Sensor (TPS)
broken wire.
Fault: TPS Circuit High Voltage
System Related Condition: Shorted connection or faulty sensor.
● Engine is operating above 176°C Conclusion: TPS Sensor Related
(350°F) temperature sensor limit. ● Sensor connector or wiring.
● Sensor output affected or disrupted by
dirt, grease, oil, wear.
● Sensor loose on throttle body manifold.

● Throttle shaft or bearings worn/
damaged.

alternator).
(pin Black 16).

Code 0201 Code 0230

Component: Fuel Injector Component: Fuel Pump
Fault: Injector 1 Circuit Malfunction Fault: Circuit Low Voltage or Open
Condition: Injector damaged or faulty, shorted or Condition: Shorted or open connection.
open connection. Conclusion: Fuel Pump Related
Conclusion: Injector Related ● Fuel pump module open or shorted
● Injector coil shorted or opened. internally.
Engine Wiring Harness Related Engine Wiring Harness related

● Broken or shorted wire in harness. ● Broken or shorted wire in harness.
ECU pin Black 5. ECU pin Black 9 or Grey 17.
ECU Related
ECU Related ● ECU is damaged.
Code 0232
Code 0202 Component: Fuel Pump
Component: Fuel Injector Fault: Circuit High Voltage
Fault: Injector 2 Circuit Malfunction Condition: Shorted connection.
Condition: Injector damaged or faulty, shorted or Conclusion: Fuel Pump Related
open connection. ● Fuel pump module damaged internally.
Conclusion: Injector Related
● Injector coil shorted or opened. Charging Output System Too High.

ECU pin Black 6.
ECU Related

Code 0336 Code 0352

Component: Crankshaft Position Sensor Component: Ignition Coil
Fault: Crankshaft Position Sensor Noisy Signal Fault: Cylinder 2 Ignition Coil Malfunction
Condition: Air gap incorrect, loose sensor, faulty/bad Condition: Broken wire in harness (may not be
battery, shorted or faulty connection, visible), shorted connection or faulty
faulty sensor or faulty sensor grounding. sensor.
Conclusion: Crankshaft Position Sensor Related Conclusion: Engine Wiring Harness Related
● Sensor connector or wiring. ● Connection to ignition or fuse.
● Sensor loose or air gap incorrect. ● Pin circuit wiring or connectors.
ECU pin Grey 10.
Crankshaft Position Sensor Wheel ● ECU-to-harness connection problem.
Related
● Damaged teeth. Ignition System Related
● Gap section not registering. ● Incorrect spark plug(s) used.
ECU pin Black 4 and Black 13. Code 0562
● ECU-to-harness connection problem. Component: System Voltage
● Non-resistor spark plug(s) used. Condition: Faulty voltage regulator, bad fuse or
● Faulty or disconnected ignition coil or shorted connection.
secondary lead. Conclusion: Corroded Connections
Code 0337 Bad Stator

Component: Crankshaft Position Sensor Bad Battery
Fault: Crankshaft Position Sensor No Signal ● Low output charging system.
Condition: Air gap incorrect, loose sensor, open or ● Poor magnet in flywheel.
shorted connection or faulty sensor. ● Bad or missing fuse.
● Sensor connector or wiring. Code 0563
● Sensor loose or air gap incorrect. Component: System Voltage
Crankshaft Position Sensor Wheel Fault: System Voltage High
Related Condition: Faulty voltage regulator or shorted
● Damaged teeth. connection.
Conclusion: Faulty Rectifier-Regulator
● Pin circuit wiring or connectors. Bad Stator.
● ECU-to-harness connection problem. Bad Battery.
If code is stored in fault history and starts Code 61
normally. Clear code, no other service Component: End of Code Transmission
required.
Code 0351
Condition: Broken wire in harness (may not be
visible), shorted connection or faulty
sensor.
● Connection to ignition or fuse.
● ECU pin Black 1.

● Incorrect spark plug(s) used.

Troubleshooting Flow Chart Diagnostic Aid #6 IGNITION SYSTEM

(no spark)
to review entire system in about 10-15 minutes. Using ● Spark plug
chart, accompanying diagnostic aids (listed after chart), ● Plug wire
and any signaled fault codes, you should be able to ● Coil
quickly locate any problems within system. ● Coil circuit(s), pin circuits Grey 10 and Black 1.
Flow Chart Diagnostic Aids ● ECU grounds
● ECU
Diagnostic Aid #1 SYSTEM POWER ● Vehicle safety interlocks, ground signal on safety wire.
(MIL does not illuminate when key is turned ON)
Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL
NOTE: MIL is installed by vehicle OEM. Twelve volt (no fuel delivery)
supply to bulb will be part of vehicle wire
harness. Kohler key switch model will have MIL Condition
on engine with 12V supply to bulb. ● No fuel
Conclusion ● Air in high pressure fuel line
● Battery ● Fuel valve shut OFF
● Main system fuse ● Fuel filter/line plugged
● MIL light bulb burned out ● Injector circuit(s), pin circuits Black 5 and Black 6
● MIL electrical circuit problem ● Injector
Pin circuits Grey 3. ● ECU grounds
● Ignition switch ● ECU
● Permanent ECU power circuit problem ● Lift pump not working
Pin circuit Black 18.
● Switched ECU power circuit problem Diagnostic Aid #8 FUEL SYSTEM
Pin circuit Black 15. (fuel pressure)
● ECU grounds
● ECU Low Fuel Pressure-Condition
● Low fuel
● Fuel filter plugged
Diagnostic Aid #2 FAULT CODES ● Fuel supply line plugged
Refer to Diagnostic Fault Code Summary. ● Lift fuel pump - insufficient fuel supply
Diagnostic Aid #3 RUN/ON ● Fuel pump (lift or module) - internally plugged
(MIL remains ON while engine is running)* ● Pressure regulator not functioning properly inside fuel
Condition pump module.
NOTE: Either incandescent or LED type bulbs can be
used for MIL as long as they do not draw more Diagnostic Aid #9 BASIC ENGINE
than 0.1 amps. Bulb needs to be rated at 1.4 (cranks but will not run)
Watts or less, or needs to have a total resistance Condition
of 140 Ω or more. LEDs typically draw less than ● Refer to basic engine troubleshooting charts within
0.03 amps. Troubleshooting.
*All current fault codes will turn on MIL when engine is
running.
Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR
(MIL does not turn off during cranking)
Condition
● Crankshaft position sensor
● Crankshaft position sensor circuit problem, pin circuits
● Crankshaft position sensor/toothed wheel air gap
● Toothed wheel
● Flywheel key sheared
● ECU
Diagnostic Aid #5 FUEL PUMP

Condition
● Main fuse
● Fuel pump circuit problem, pin circuits Black 9 and
Grey 17.
● Fuel pump module

START OF TEST
KEY ON
MALFUNCTION NO REFER TO DIAGNOSTIC AID #1

INDICATOR LIGHT SYSTEM POWER
ON

PRESENT? DIAGNOSTIC FAULT CODE SUMMARY
NO CLEAR CODES
DOES ENGINE START? YES MIL GOES OFF? NO REFER TO DIAGNOSTIC AID #3
RUN/ON
YES
NO
LOAD CONDITIONS
CRANK ENGINE.

DOES MIL GO OFF? REFER TO DIAGNOSTIC
ARE FAULT CODES YES FAULT CODE SUMMARY
PRESENT?
YES
NO
NO CLEAR CODES
KEY OFF AND KEY ON1.
LISTEN FOR FUEL PUMP.
END OF TEST
DOES FUEL PUMP CYCLE

ON THEN OFF AFTER 1–2 REFER TO DIAGNOSTIC AID #4
SECONDS2?
YES NO
REFER TO DIAGNOSTIC AID #5

WHILE CRANKING, CHECK FUEL PUMP
IGNITION SYSTEM

IGNITION SYSTEM
YES

NO REFER TO DIAGNOSTIC AID #7

WET SPARK PLUG? FUEL SYSTEM ELECTRICAL
YES

GAUGE AND KEY ON.


BASIC ENGINE

EFI SYSTEM-BOSCH
WARNING Gasoline is extremely flammable and its vapors can

Explosive Fuel can cause fires and severe containers, in well ventilated, unoccupied buildings, away
burns. from sparks or flames. Spilled fuel could ignite if it comes
Do not fill fuel tank while engine is hot or in contact with hot parts or sparks from ignition. Never use
running. gasoline as a cleaning agent.
Bosch EFI System
A
A
O C
D
E
A G
F
N H
G
J
L
K
Fuel Pressure
A B Valley Baffle C Air Deflector D Fuel Rail
Regulator
Throttle Position
E Intake Manifold Kit F G Module H Fuel Injector
Sensor
Speed Sensor
I ECU J Speed Pick-up Sensor K L Screw
Bracket
M Intake Gasket N Fuel Filter O Fuel Pump Assembly

EFI SYSTEM-BOSCH
Typical electronic fuel injection (EFI) system and related ECU controls amount of fuel being injected and ignition
components include: timing by monitoring primary sensor signals for engine
● Fuel tank and valve. temperature, speed (RPM), and throttle position (load).
● Fuel pump. These primary signals are compared to preprogrammed
● Fuel filter. maps in ECU computer chip, and ECU adjusts fuel
● Fuel rail. delivery to match mapped values. After engine reaches
● Fuel line(s). operating temperature, an exhaust gas oxygen sensor
● Fuel injectors. provides feedback to ECU based upon amount of
● Fuel pressure regulator. unused oxygen in exhaust, indicating whether fuel
● Throttle body/intake manifold. mixture being delivered is rich or lean. Based upon this
● Electronic control unit (ECU). feedback, ECU further adjusts fuel input to re-establish
● Ignition coils. ideal air/fuel ratio. This operating mode is referred to as
● Engine (oil) temperature sensor. closed loop operation. EFI system operates closed loop
● Throttle position sensor (TPS). when all three of following conditions are met:
● Speed sensor. ● Oil temperature is greater than 35°C (95°F).
● Crankshaft position sensor. ● Oxygen sensor has warmed sufficiently to provide a
● Oxygen sensor. signal (minimum 375°C, 709°F).
● Wire harness assembly & affiliated wiring. ● Engine operation is at a steady state (not starting,
● Malfunction indicator light (MIL). warming up, accelerating, etc.).
● Intake air temperature sensor.
During closed loop operation ECU has ability to readjust
temporary and learned adaptive controls, providing
FUEL RECOMMENDATIONS compensation for changes in overall engine condition
Refer to Maintenance. and operating environment, so it will be able to maintain
ideal air/fuel ratio. This system requires a minimum
FUEL LINE engine oil temperature greater than 80°C (176°F) to
Low permeation fuel line must be installed on all Kohler properly adapt. These adaptive values are maintained as
Co. engines to maintain EPA and CARB regulatory long as ECU is not reset.
compliance. During certain operating periods such as cold starts,
warm up, acceleration, etc., an air/fuel ratio richer than
Operation 14.7:1 is required and system operates in an “open loop”
NOTE: When performing voltage or continuity tests, mode. In “open loop” operation oxygen sensor output
avoid putting excessive pressure on or against is not used, and controlling adjustments are based on
connector pins. Flat pin probes are primary sensor signals and programmed maps only.
recommended for testing to avoid spreading or System operates “open loop” whenever three conditions
bending terminals. for closed loop operation (above) are not being met.
EFI system is designed to provide peak engine ECU is a brain or central processing computer of
performance with optimum fuel efficiency and lowest entire EFI fuel/ignition management system. During
possible emissions. Ignition and injection functions operation, sensors continuously gather data which
are electronically controlled, monitored and continually is relayed through wiring harness to input circuits
corrected during operation to maintain ideal air/fuel ratio. within ECU. Signals to ECU include: ignition (on/off),
Central component of system is Engine Control Unit crankshaft position and speed (RPM), throttle position,
(ECU) which manages system operation, determining oil temperature, exhaust oxygen levels, and battery
best combination of fuel mixture and ignition timing for voltage. ECU compares input signals to programmed
current operating conditions. maps in its memory to determine appropriate fuel and
spark requirements for immediate operating conditions.
An electric fuel pump is used to move fuel from tank ECU then sends output signals to set injector duration
through fuel line and in-line fuel filter. A fuel pressure and ignition timing.
regulator maintains a system operating pressure of
39 psi and returns any excess fuel to tank. At engine, ECU compares input signals to programmed maps in
fuel is fed through fuel rail and into injectors, which its memory to determine appropriate fuel and spark
inject it into intake ports. ECU controls amount of fuel requirements for immediate operating conditions. ECU
by varying length of time that injectors are “ON.” This then sends output signals to set injector duration and
can range from 1.5-8.0 milliseconds depending on fuel ignition timing.
requirements. Controlled injection of fuel occurs each ECU continually performs a diagnostic check of itself,
crankshaft revolution, or twice for each 4-stroke cycle. each of sensors, and system performance. If a fault
One-half total amount of fuel needed for one firing of a is detected, ECU can turn on a Malfunction Indicator
cylinder is injected during each injection. When intake Light (MIL) (if equipped) on equipment control panel,
valve opens, fuel/air mixture is drawn into combustion store fault code in its fault memory, and go into a default
chamber, ignited, and burned. operating mode. Depending on significance or severity
access stored fault code using a blink code diagnosis
flashed out through MIL. An optional computer software
diagnostic program is also available, refer to Tools and
Aids.

EFI SYSTEM-BOSCH
ECU requires a minimum of 7.0 volts to operate. Tip of sensor, protruding into exhaust gas, is hollow.
Adaptive memory in ECU is operational whenever Outer portion of tip is surrounded by exhaust gas, with
required voltage is present, however adapted values inner portion exposed to ambient air. When oxygen
are lost if power supply is disrupted for any reason. concentration on one side of tip is different than that of
ECU will “relearn” adapted values if engine is operated other side, a voltage signal between 0.2 and 1.0 volts
for 10-15 minutes at varying speeds and loads after oil is generated between electrodes and sent to ECU.
temperature exceeds 55°C (130°F). Voltage signal tells ECU if engine is straying from ideal
To prevent engine over-speed and possible failure, 14.7:1 fuel mixture, and ECU then adjusts injector pulse
a “rev-limiting” feature is programmed into ECU. accordingly.
If maximum RPM limit (4500) is exceeded, ECU Oxygen sensor can function only after being heated by
suppresses injection signals, cutting off fuel flow. This exhaust temperatures to a minimum of 375°C (709°F).
process repeats itself in rapid succession, limiting A cold oxygen sensor will require approximately 1-2
operation to preset maximum. minutes at moderate engine load to warm sufficiently
to generate a voltage signal. Proper grounding is also
Engine speed sensor is essential to engine operation; critical. Oxygen sensor grounds through metal shell,
constantly monitoring rotational speed (RPM) of so a good, solid, unbroken ground path back through
crankshaft. A ferromagnetic 60-tooth ring gear with exhaust system components, engine, and wiring harness
two consecutive teeth missing is mounted on flywheel. is required. Any disruption or break in ground circuit can
Inductive speed sensor is mounted 1.5 ± 0.25 mm affect output signal and trigger misleading fault codes.
(0.059 ± 0.010 in.) away from ring gear. During rotation, Keep that in mind when doing any troubleshooting
an AC voltage pulse is created within sensor for each associated with oxygen sensor. Oxygen sensor can also
passing tooth. ECU calculates engine speed from time be contaminated by leaded fuel, certain RTV and/or
interval between consecutive pulses. Two-tooth gap other silicone compounds, carburetor cleaners, etc. Use
creates an interrupted input signal, corresponding to only those products indicated as “O2 Sensor Safe.”
specific crankshaft position (84° BTDC) for cylinder #1.
This signal serves as a reference for control of ignition Electrical relay is used to supply power to injectors,
timing by ECU. Synchronization of inductive speed coil, and fuel pump. When key switch is turned “ON”
pickup and crankshaft position takes place during first and all safety switch requirements met, relay provides
two revolutions each time engine is started. Sensor must 12 volts to fuel pump circuit, injectors, and ignition
be properly connected at all times. If sensor becomes coils. Fuel pump circuit is continuously grounded, so
disconnected for any reason, engine will quit running. pump is immediately activated and pressurizes system.
Activation of ignition coils and fuel injectors is controlled
Throttle position sensor (TPS) is used to indicate throttle by ECU, which grounds their respective ground circuits
plate angle to ECU. Since throttle (by way of governor) at proper times.
reacts to engine load, angle of throttle plate is directly
related to load on engine. Fuel injectors mount into throttle body/intake manifold,
and fuel rail attaches to them at top end. Replaceable
Mounted on throttle body/intake manifold and O-Rings on both ends of injector prevent external fuel
operated directly off end of throttle shaft, TPS works leakage and also insulate it from heat and vibration. A
as a potentiometer, varying voltage signal to ECU in special clip connects each injector to fuel rail and holds
direct correlation to angle of throttle plate. This signal, it in place. O-Rings must be replaced anytime injector is
along with other sensor signals, is processed by ECU removed.
and compared to internal pre-programmed maps to
determine required fuel and ignition settings for amount When key switch is on and relay is closed, fuel rail
of load. is pressurized, and voltage is present at injector.
At proper instant, ECU completes ground circuit,
Correct position of TPS is established and set at factory. energizing injector. Valve needle in injector is opened
Do not loosen TPS or alter mounting position unless electromagnetically, and pressure in fuel rail forces fuel
absolutely required by fault code diagnosis or throttle down through inside. “Director plate” at tip of injector
shaft service. If TPS is loosened or repositioned, contains a series of calibrated openings which directs
appropriate “TPS Initialization Procedure must be fuel into manifold in a cone-shaped spray pattern.
performed to reestablish baseline relationship between
ECU and TPS. Injector is opened and closed once for each crankshaft
revolution, however only one-half total amount of fuel
Engine (oil) temperature sensor is used by system to needed for one firing is injected during each opening.
help determine fuel requirements for starting (a cold Amount of fuel injected is controlled by ECU and
engine needs more fuel than one at or near operating determined by length of time valve needle is held open,
temperature). also referred to as “injection duration” or “pulse width”. It
Mounted in oil filter adapter housing, it has a may vary in length from 1.5-8 milliseconds depending on
temperature-sensitive resistor that extends into oil speed and load requirements of engine.
flow. Resistance changes with oil temperature, altering
voltage sent to ECU. Using a table stored in its memory,
ECU correlates voltage drop to a specific temperature.
Using fuel delivery “maps”, ECU then knows how much
fuel is required for starting at that temperature.
Oxygen sensor functions like a small battery, generating
a voltage signal to ECU based upon difference in oxygen
content between exhaust gas and ambient air.

EFI SYSTEM-BOSCH
A high-voltage, solid-state, battery ignition system is For starting and warm up, ECU will adjust fuel and
used with EFI system. ECU controls ignition output and ignition timing, based upon ambient temperature, engine
timing through transistorized control of primary current temperature, and loads present. In cold conditions,
delivered to coils. Based on input from speed sensor, idle speed will probably be higher than normal for a
ECU determines correct firing point for speed at which few moments. Under other conditions, idle speed may
engine is running. At proper instant, it releases flow of actually start lower than normal, but gradually increase
primary current to coil. Primary current induces high to established setting as operation continues. Do not
voltage in coil secondary, which is then delivered to attempt to circumvent this warm up period, or readjust
spark plug. Each coil fires every revolution, but every idle speed during this time. Engine must be completely
other spark is "wasted". warmed up, in closed loop operating mode for accurate
An electric fuel pump is used to transfer fuel in EFI idle adjustment.
system. Depending on application, pump may be inside
fuel tank, or in fuel line near tank. Pumps are rated for IMPORTANT NOTES!
a minimum output of 25 liters per hour at 39 psi. Pumps ● Cleanliness is essential and must be maintained at all
have an internal 60-micron filter. In addition, in-tank times when servicing or working on EFI system. Dirt,
style pumps will have a pre-filter attached to inlet. In-line even in small quantities, can cause significant
pump systems may also have a filter between tank and problems.
pump on pickup/low pressure side. ● Clean any joint or fitting with parts cleaning solvent
When key switch is turned “ON” and all safety switch before opening to prevent dirt from entering system.
requirements are met, ECU, through relay activates ● Always depressurize fuel system through fuel
fuel pump, which pressurizes system for start-up. If key connector on fuel pump module before disconnecting
switch is not promptly turned to start position, engine or servicing any fuel system components.
fails to start, or engine is stopped with key switch “on” ● Never attempt to service any fuel system component
(as in case of an accident), ECU switches off pump while engine is running or ignition switch is ON.
preventing continued delivery of fuel. In this situation, ● Do not use compressed air if system is open. Cover
MIL will go on, but it will go back off after 4 cranking any parts removed and wrap any open joints with
revolutions if system function is OK. Once engine is plastic if they will remain open for any length of time.
running, fuel pump remains on. New parts should be removed from their protective
packaging just prior to installation.
Fuel pressure regulator assembly maintains required ● Avoid direct water or spray contact with system
operating system pressure of 39 psi ± 3. A rubber- components.
fiber diaphragm divides regulator into two separate ● Do not disconnect or reconnect ECU wiring harness
sections; fuel chamber and pressure regulating chamber. connector or any individual components with ignition
Pressure regulating spring presses against valve holder on. This can send a damaging voltage spike through
(part of diaphragm), pressing valve against valve seat. ECU.
Combination of atmospheric pressure and regulating ● Do not allow battery cables to touch opposing
spring tension equals desired operating pressure. Any terminals. When connecting battery cables attach
time fuel pressure against bottom of diaphragm exceeds positive (+) cable to positive (+) battery terminal first,
desired (top) pressure, valve opens, relieving excess followed by negative (-) cable to negative (-) battery
pressure, returning excess fuel back to tank. terminal.
Fuel rail is a formed tube assembly that feeds fuel to ● Never start engine when cables are loose or poorly
top of injectors. Tops of injectors fit into formed cups connected to battery terminals.
in fuel rail. When rail is fastened to manifold, injectors ● Never disconnect battery while engine is running.
are locked into place. A small retaining clip provides a ● Never use a quick battery charger to start engine.
secondary lock. Incorporated into fuel rail is a pressure ● Do not charge battery with key switch ON.
relief/test valve for testing operating pressure or relieving ● Always disconnect negative (-) battery cable before
fuel system pressure for servicing. Fuel supply line is charging battery, and also unplug harness from ECU
attached to barbed end of fuel rail with an Oetiker hose before performing any welding on equipment.
clamp. Initial Starting/Priming Procedure
EFI engines have no carburetor, so throttle function Important: EFI fuel system must be purged of air
(regulate incoming combustion airflow) is incorporated in (primed) prior to initial start up, and/or any time system
intake manifold assembly. Manifold consists of a one- has been disassembled or fuel tank run dry.
piece aluminum casting which also provides mounting
for fuel injectors, throttle position sensor, fuel rail, air 1. Locate electronic control unit (ECU) for EFI system.
baffle, idle speed screw, and air cleaner assembly. Check part number on end. If Part No. is 24 584 28
or higher, ECU has a built-in priming feature.
Idle speed is only adjustment that may be performed on
EFI system. Standard idle speed setting for EFI engines a. Turn key switch to “ON/RUN” position. You will
is 1500 RPM, but certain applications might require hear fuel pump cycle on and off. When fuel pump
a different setting. Check equipment manufacturer’s stops cycling (approximately one minute), system
recommendation. is primed; start engine.

EFI SYSTEM-BOSCH
2. For plastic-cased ECU’s below 24 584 28-S, system 3. Make sure engine has resistor type spark plugs.
can be primed by manually cycling fuel pump. 4. Disconnect main harness connector from ECU.
a. Turn key switch to “ON/RUN” position. Fuel pump 5. Connect an ohmmeter between designated pin
will run for about three seconds and stop. Turn terminals in plug:
switch off and back on to restart fuel pump.
Repeat this procedure until fuel pump has cycled “35 Pin” (MA 1.7) Metal-Cased ECU: #3 and
five times, then start engine. #21 pin terminals.
3. System can also be primed similar to relieving “24 Pin” (MSE 1.0) Plastic-Cased ECU: #9 and
pressure. #10 pin terminals.
a. Connect pressure gauge as described above for “32 Pin” (MSE 1.1) Plastic-Cased ECU: #9 and
relieving fuel pressure. Depress and hold release #10 pin terminals.
button and crank engine until air is purged and See pages 130-135 according to ECU style. A
fuel is visible in discharge tube. If fuel is not resistance value of 750-1000  at room temperature
visible after 10 seconds, stop cranking and allow (20°C, 68°F) should be obtained. If resistance is
starter to cool for 60 seconds. correct, check mounting, air gap, toothed ring gear
Priming Without a Test Valve in Fuel Rail (damage, runout, etc.), and flywheel key.
NOTE: Number of cranking intervals necessary will 6. Disconnect speed sensor connector from wiring
depend on individual system design, and/or harness. It is connector with one heavy black lead.
when system has been disassembled. Viewing connector as shown (dual aligning rails on
top), test resistance between terminals indicated. A
1. Crank engine in 10-15 second intervals, allowing a reading of 750-1000  should again be obtained.
60 second cool-down period between cranking
intervals, until engine starts. 7. If resistance is incorrect, remove screw securing
sensor to mounting bracket and replace sensor.
ELECTRICAL COMPONENTS a. If resistance in step 5 was incorrect, but
Three different styles of ECU’s have been utilized in EFI resistance of sensor alone was correct, test main
production. First style is easily identified by its metal harness circuits between sensor connector
case with large 35 pin connector block, and also as MA terminals and corresponding pin terminals in main
1.7. Second and third styles have plastic cases, but connector. Correct any observed problem,
are smaller in overall size. These have either a 24 pin reconnect sensor, and perform step 5 again.
or 32 pin connector block and identified as MSE 1.0
or MSE 1.1 respectively. Basic function and operating Speed Sensor Circuit
control remains same between three, however, due to
differences in internal circuitry as well as wiring harness, B
none of ECU’s are interchangeable. Certain individual
service/troubleshooting procedures also apply, where
applicable, they are covered individually as: “35 Pin”
(MA 1.7) Metal-Cased ECU, “24 Pin” (MSE 1.0) Plastic-
Cased ECU, or “32 Pin” (MSE 1.1) Plastic-Cased ECU. C
Never attempt to disassemble ECU. It is sealed to A
prevent damage to internal components. Warranty is
void if case is opened or tampered with in any way.
D
All operating and control functions within ECU are
preset. No internal servicing or readjustment may
be performed. If a problem is encountered, and you Corresponds
determine ECU to be faulty, contact your source To #3 (Metal-Cased
of supply. Do not replace ECU without factory ECU) or #10
A B Dual Aligning Rails
authorization. (Plastic-Cased
ECU) In Main
Relationship between ECU and throttle position sensor Connector.
(TPS) is very critical to proper system operation. If TPS
or ECU is changed, or mounting position of TPS is Corresponds To #21
altered, applicable “TPS Initialization Procedure” must (Metal-Cased ECU)
be performed to restore synchronization. C or #9 (Plastic-Cased D Test Terminals
ECU) In Main
Engine speed sensor is a sealed, non-serviceable Connector.
assembly. If “Fault Code” diagnosis indicates a problem
within this area, check and test as follows.
1. Check mounting and air gap of sensor. It must be
1.5 mm ± 0.25 mm (0.059 ± 0.010 in.).
2. Inspect wiring and connections for damage or
problems.

EFI SYSTEM-BOSCH
Throttle Position Sensor (TPS) Throttle Between Resistance Continuity

Position Terminals Value (Ω)
A B C Closed 2&3 800-1200 Yes
Closed 1&3 1800-3000 Yes
Full 2&3 1800-3000 Yes
Full 1&3 800-1200 Yes
Any 1&2 1600-2500 Yes
If resistance values in steps 3, 4, and 5 are within
specifications, go to step 6.
If resistance values are not within specifications,
or a momentary short or open circuit was
detected during rotation (step 4), TPS needs to
be replaced, go to step 7.
D 6. Check TPS circuits (input, ground) between TPS
plug and main harness connector for continuity,
A Throttle Valve Shaft B Resistor Track damage, etc. See chart on pages
Wiper Arm with Electrical “35 Pin” (MA 1.7) Metal-Cased ECU: Pin
C D
Wiper Connection Circuits #12 and #27.
The TPS is a sealed, non-serviceable assembly. If “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin
diagnosis indicates a bad sensor, complete replacement Circuits #8 and #4.
is necessary. If a blink code indicates a problem with
TPS, it can be tested as follows: “32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin
Circuits #8 and #4.
1. Counting number of turns, back out idle speed
adjusting screw (counterclockwise) until throttle a. Repair or replace as required.
plates can be closed completely. b. Turn idle speed screw back in to its original
2. Disconnect main harness connector from ECU, but setting.
leave TPS mounted to throttle body/manifold. c. Reconnect connector plugs, start engine and
3. Connect ohmmeter leads as follows: retest system operation.
(See chart on pages). 7. Remove two mounting screws from TPS. Save
screws for reuse. Remove and discard faulty TPS.
“35 Pin” (MA 1.7) Metal-Cased ECU: Red Install replacement TPS and secure with original
(positive) ohmmeter lead to #12 pin terminal, and mounting screws.
Black (negative) ohmmeter lead to #27 pin
terminal. a. Reconnect both connector plugs.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Red b. Perform appropriate “TPS Initialization
(positive) ohmmeter lead to #8 pin terminal, and Procedure” integrating new sensor to ECU.
Black (negative) ohmmeter lead to #4 pin
terminal. TPS Initialization Procedure
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Red For“35 Pin” (MA 1.7) Metal-Cased ECU and“24 Pin”
(positive) ohmmeter lead to #8 pin terminal, and (MSE 1.0) Plastic-Cased ECU only
Black (negative) ohmmeter lead to #4 pin 1. Check that basic engine, all sensors, fuel, fuel
terminal. pressure, and battery are good and functionally
Hold throttle closed and check resistance. It should be within specifications.
800-1200 Ω. Important!
4. Leave leads connected to pin terminals as described 2. Remove/disconnect ALL external loads from engine
in step 3. Rotate throttle shaft slowly (belts, pumps, electric PTO clutch, alternator,
counterclockwise to full throttle position. Monitor dial rectifier-regulator, etc.).
during rotation for indication of any momentary short
or open circuits. Note resistance at full throttle 3. Start engine and allow it to warm up for 5-10
position. It should be 1800-3000 Ω. minutes, so oil temperature is above 55°C (130°F).
5. Disconnect main wiring harness connector from 4. Move throttle control to idle position and allow
TPS, leaving TPS assembled to manifold. Refer to engine to stabilize for a minimum of one minute.
chart below and perform resistance checks indicated 5. Install a heavy rubber band around throttle lever and
between terminals in TPS switch, with throttle in manifold boss, to firmly hold throttle against idle
positions specified. stop. On some EFI engines there is a dampening
spring on end of idle speed screw. Dampening
spring (if used) should be fully compressed and tab
on throttle lever in direct contact with speed screw.
Adjust idle speed to 1500 RPM, using a tachometer.
6. Shut off engine.

EFI SYSTEM-BOSCH
7. Locate service connector plug in wiring harness. 6. Run engine at full throttle (above 3000 RPM), to
“35 Pin” (MA 1.7) Metal-Cased ECU: Connect a warm up engine and initiate O2 sensor function in
jumper wire from TPS initialization pin #8 (gray “closed-loop” operation.
wire) to ground pin (black wire), or use jumper 7. Watch MIL. When light starts blinking rapidly, (5
plug with red jumper wire. blinks per second), move throttle lever to low idle
“24 Pin” (MSE 1.0) Plastic-Cased ECU: speed position. Check and adjust idle speed to 1500
Connect a jumper wire from TPS initialization pin RPM, using a tachometer. Lamp should continue to
#24 (violet wire) to battery voltage pin (red wire), blink rapidly for another 30 seconds before switching
or use jumper plug with blue jumper wire. to a slow blink.
8. Hold throttle against idle speed stop screw, turn 8. When MIL blinks slowly, do not do anything but wait
ignition switch to “ON” position (do not start engine), until MIL shuts off. This indicates that this procedure
and observe Malfunction Indicator Light (MIL). has been completed successfully.
a. Light should blink on/off quickly for approximately 9. Shut off engine.
3 seconds and then go off and stay off, indicating If learn procedure was successfully completed,
initialization procedure has been successful. external loads removed/disconnected in Step 2
b. If light stays on or blinking ceases prematurely, may be reconnected.
procedure was unsuccessful and must be If procedure was unsuccessful see Steps a. and
repeated. Possible causes for unsuccessful b. following.
learning may be: 1) Movement occurred in either a. If during this procedure, MIL goes back into
TPS or throttle shaft during procedure, 2) blinking 4 consecutive blinks every 2 seconds,
Crankshaft movement/rotation was detected by engine and O2 sensor have cooled down and
speed sensor during procedure, 3) Throttle plate out of “closed-loop” operation, prohibiting
position was out of learnable range (recheck 1500 learning from occurring. Repeat Steps 6-9.
RPM idle speed adjustment), or 4) Problem with
ECU or TPS. b. If during procedure with engine running, MIL
stays ON continuously, for more than 15
9. When initialization procedure has been successfully seconds, turn off ignition. Then initiate fault
completed, turn off key switch, remove jumper wire code sequence, by doing three consecutive
or connector, and remove rubber band from throttle key-on/key-off cycles leaving key “ON” in last
lever. sequence, (each key-on/key-off sequence must
10. Disconnect negative (-) battery cable temporarily to be less than 2.5 seconds long). Fault detected
clear all learned adjustments. must be corrected before auto-learn function
11. Reconnect battery cable and all external loads. can be re-initiated. PC-based diagnostic tool
Readjust idle speed to equipment manufacturer’s and software may be used to read out fault
specified setting and recheck high-speed, no-load code and assist with troubleshooting and repair.
RPM setting. Observe overall performance. Temperature sensor is a sealed, non-serviceable
assembly. A faulty sensor must be replaced. If a blink
TPS Initialization Procedure code indicates a problem with temperature sensor, it can
For“32 Pin” (MSE 1.1) Plastic-Cased ECU Only (“Auto- be tested as follows:
Learn” Initialization) 1. Remove oil temperature sensor from adapter
1. Check that basic engine, all sensors, fuel, fuel housing and cap or block adapter hole.
pressure, and battery are good and functionally 2. Wipe sensor clean and allow it to reach room
within specifications. temperature (20°C, 68°F).
Important! 3. Unplug main harness connector from ECU.
2. Remove/disconnect ALL external loads from engine 4. With sensor connected, check oil temperature
(belts, pumps, electric PTO clutch, alternator, sensor circuit resistance. Value should be 2375-
rectifier-regulator, etc.). 2625 . See chart on pages
3. Locate service connector plug in wiring harness. To “35 Pin” (MA 1.7) Metal-Cased ECU: Check
initiate TPS auto-learn function, connect a jumper between #14 and #27 pin terminals.
wire from TPS initialization pin #24 (violet wire) to “24 Pin” (MSE 1.0) Plastic-Cased ECU: Check
battery voltage pin (red wire), or use jumper plug between #6 and #4 pin terminals.
with blue jumper wire. If using PC-based diagnostic
tool and software, refer to TPS Initialize/Special “32 Pin” (MSE 1.1) Plastic-Cased ECU: Check
Tests-TPS Auto-learn procedure and follow prompts between #6 and #4 pin terminals.
to complete.
4. Start engine and immediately observe Malfunction
Indicator Light (MIL). Light should start blinking 4
consecutive times every 2 seconds.
5. Remove jumper wire or plug from service connector
plug in wiring harness.

EFI SYSTEM-BOSCH
5. Unplug sensor connector and check sensor b. If voltage is not in specified range, reconnect
resistance separately. Resistance value should oxygen sensor lead. With lead connected, probe
again be 2375-2625 . or connect sensor connection with red VOA meter
a. If resistance is out of specifications, replace lead. Attach black VOA meter lead to a good
temperature sensor. ground location. Start and run engine at 3/4
throttle and note voltage reading being signaled
b. If it is within specifications, proceed to Step 6. by oxygen sensor. Reading should cycle between
6. Check temperature sensor circuits (input, ground) 0.2 v and 1.0 v, which indicates oxygen sensor is
from main harness connector to corresponding functioning normally and fuel delivery is within
terminal in sensor plug for continuity, damage, etc. prescribed parameters. If voltage readings show
a steady decline, rev engine and check indicated
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits reading again. If voltage momentarily increases
#14 and #27. and then again declines, without cycling, engine
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin may be running lean due to incorrect TPS
circuits #6 and #4. initialization. Shut off engine, perform TPS
initialization, and then repeat test. If TPS
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin initialization cannot be achieved, perform step c.
circuits #6 and #4.
c. Replace oxygen sensor (see next page). Run
Cutaway of Oxygen Sensor engine long enough to bring new sensor up to
temperature and repeat output test from step 1.
Cycling voltage from 0.2 to 1.0 v should be
indicated.
2. Move black voltmeter lead to engine ground location
A C D E and repeat output test. Same voltage (0.2 v-1.0 v)
B F G H should be indicated.
a. If same voltage reading exists, go on to Step 3.
b. If voltage output is no longer correct, a bad
ground path exists between sensor and engine
ground. Touch black lead at various points,
backtracking from engine ground back toward
sensor, watching for a voltage change at each
location. If correct voltage reading reappears at
some point, check for a problem (rust, corrosion,
A Connection Cable B Disc Spring loose joint or connection) between that point and
Ceramic Support previous checkpoint. For example, if reading is
C D Protective Sleeve too low at points on crankcase, but correct
Tube
E Contact Element F Sensor Housing voltage is indicated when black lead is touched to
skin of muffler, flange joints at exhaust ports
Active Ceramic become suspect.
G H Protective Tube
Sensor
3. With sensor still hot (minimum of 400°C,752°F),
NOTE: All tests should be conducted with a good switch meter to Rx1K or Rx2K scale and check
quality, high-impedance, digital VOA meter for resistance between sensor lead and sensor case. It
accurate results. should be less than 2.0 KΩ.
Like other sensors already discussed, oxygen sensor is a. Resistance is less than 2.0 KΩ go to Step 4.
a non-serviceable component. Complete replacement is
required if it is faulty. Sensor and wiring harness can be b. If resistance is greater than 2.0 KΩ, oxygen
checked as follows. sensor is bad, replace it.
1. Oxygen sensor must be hot (minimum of 400°C, 4. Allow sensor to cool (less than 60°C, 140°F) and
752°F). Run engine for about 5 minutes. With engine retest resistance with meter set on Rx1M scale. With
running, disconnect oxygen sensor lead from wiring sensor cool, resistance should be greater than 1.0
harness. Set VOA meter for DC volts and connect MΩ.
red lead to disconnected sensor lead, and black lead a. If resistance is greater than 1.0 MΩ go to Step 5.
to sensor shell. Look for a voltage reading from 0.2
v-1.0 v. b. If resistance is less than 1.0 MΩ, sensor is bad,
replace it.
a. If voltage is in specified range, go to Step 2.

EFI SYSTEM-BOSCH
5. With oxygen sensor disconnected and engine not a. Clean connection and check wiring if circuit was
running, disconnect main harness connector from not completed.
ECU and set meter to Rx1 scale. Check circuit 3. Set meter for DC voltage. Touch red tester lead to
continuity as follows. #30 terminal in relay connector. A reading of 12 volts
“24 Pin” (MSE 1.0) Plastic-Cased ECU: should be indicated at all times.
Check for continuity from pin #15 of ECU 4. Connect red lead of meter to #85 terminal in relay
connector (see page ) to shell of oxygen connector. Turn key switch to ON position. Battery
sensor, and from pin #11 to sensor connector voltage should be present.
terminal of main harness. Both tests should
indicate continuity. a. No voltage present indicates a problem with key
switch, in wiring, or at connector.
“32 Pin” (MSE 1.1) Plastic-Cased ECU:
Check for continuity from pin #19 of ECU b. If voltage is present, wiring to connector is good.
connector (see page) to shell of oxygen Turn ignition switch ‘OFF and proceed to Step 5
sensor, and from pin #20 to sensor terminal of to test relay.
main harness. Both tests should indicate 5. Connect an ohmmeter (Rx1 scale) between #85 and
continuity. #86 terminals in relay. There should be continuity.
a. If there is no continuity displayed in either of 6. Attach ohmmeter leads to #30 and #87 terminals in
tests, check harness circuit for breaks or damage, relay. First, there should be no continuity. Using a 12
and connections for poor contact, moisture, or volt power supply, connect positive (+) lead to #85
corrosion. If no continuity was found in first test, terminal and touch negative (-) lead to #86 terminal.
also check for a poor/broken ground path back When 12 volts is applied, relay should activate and
through exhaust system, engine, and mounting continuity should exist between #30 and #87
(sensor is grounded through its shell). terminals. Repeat test several times. If, at any time
b. If continuity is indicated, go to step 6. relay fails to activate circuit, replace relay.
6. With key switch in ON/RUN position, using a high
impedance voltmeter, check voltage from wiring
harness oxygen sensor connector to engine ground
location. Look for a steady voltage from 350-550 mv
(0.35-0.55 v).
a. If voltage reading is not as specified, move black
voltmeter lead to negative post of battery, to be
certain of a good ground. If voltage is still not
correct, ECU is probably bad.
b. If voltage readings are correct, clear fault codes
and run engine to check if any fault codes
reappear.
To Replace Oxygen Sensor
1. Disconnect oxygen sensor connector from wiring
harness.
2. Loosen and remove oxygen sensor from exhaust
manifold/muffler assembly.
3. Apply anti-seize compound sparingly to threads of
new oxygen sensor, if none already exists. DO NOT
get any on tip as it will contaminate sensor. Install
sensor and torque to 50-60 N·m (37-44 ft. lb.).
4. Reconnect lead to wiring harness connector. Make
sure it can not contact hot surfaces, moving parts,
etc.
5. Test run engine.
A malfunctioning relay can result in starting or operating
difficulties. Relay and related wiring can be tested as
follows:
1. Disconnect relay connector plug from relay.
2. Connect black lead of VOA meter to a chassis
ground location. Connect red lead to #86 terminal in
relay connector. Set meter to test resistance (Rx1).
Turn ignition switch from OFF to ON. Meter should
indicate continuity (ground circuit is completed) for 1
to 3 seconds. Turn key switch back off.

EFI SYSTEM-BOSCH
Fuel Injector Details 2. Make sure all safety switch requirements are met.
Crank engine and check for flashing of test light.
A Repeat test at other connector.
a. If flashing occurs, use an ohmmeter (Rx1 scale)
and check resistance of each injector across two
B terminals. Proper resistance is 12-20 Ω. If injector
connection. If resistance is not correct, replace
injector following steps 1-8 and 13-16 below.
C b. If no flashing occurs, reattach connectors to both
injectors. Disconnect main harness connector
from ECU and connector from relay. Set
D E ohmmeter to Rx1 scale and check injector circuit
resistance as follows.
E “24 Pin” (MSE 1.0) Plastic-Cased ECU:
G Check resistance between relay terminal #87
and pin #16 in main connector. Then check
resistance between relay terminal
#87 and pin #17. Resistance should be 4-15
Ω for each circuit. “32 Pin” (MSE 1.1)
Plastic-Cased ECU: Check resistance
H between relay terminal #87 and pin #14 in
main connector. Then check resistance
between relay terminal #87 and pin #15.
Resistance should be 4-15 Ω for each circuit.
Filter Strainer In Electrical harness leads if resistance is incorrect.
A B
Fuel Supply Connection Injector leakage is very unlikely, but in those rare
C Solenoid Winding D Valve Housing instances it can be internal (past tip of valve needle), or
external (weeping around injector body). Loss of system
E Armature F Valve Body pressure from leakage can cause hot restart problems
Multi-Orifice Director and longer cranking times. To check for leakage it will
G Valve Needle H Plate With be necessary to loosen or remove blower housing which
Calibrated Opening may involve removing engine from unit.
categories: electrical, dirty/clogged, or leakage. An
electrical problem usually causes one or both of injectors
to stop functioning. Several methods may be used to
check if injectors are operating.
1. With engine running at idle, feel for operational
vibration, indicating that they are opening and
closing.
2. When temperatures prohibit touching, listen for a
buzzing or clicking sound with a screwdriver or
mechanic’s stethoscope.
NOTE: Do not apply voltage to fuel injector(s).
Excessive voltage will burn out injector(s). Do
not ground injector(s) with ignition ON.
Injector(s) will open/turn on if relay is energized.
on one cylinder) or a change in injector noise or
vibration.
If an injector is not operating, it can indicate either a bad
injector, or a wiring/electrical connection problem. Check
as follows:
1. Disconnect electrical connector from both injectors.
Plug a 12 volt noid light (part of EFI Service Kit, see
Tools and Aids) into one connector.

EFI SYSTEM-BOSCH
Injector Inspection Points 16. Reverse appropriate procedures to install new

injector(s) and reassemble engine. Use new
O-Rings any time an injector is removed (new
replacement injectors include new O-Rings).
Lubricate O-Rings lightly with oil. Torque fuel rail and
blower housing mounting screws to 3.9 N·m (35 in.
lb.), and intake manifold and air cleaner mounting
screws to 9.9 N·m (88 in. lb.).
Injector problems due to dirt or clogging are generally
unlikely due to design of injectors, high fuel pressure,
A and detergent additives in gasoline. Symptoms that
could be caused by dirty/clogged injectors include rough
idle, hesitation/stumble during acceleration, or triggering
of fault codes related to fuel delivery. Injector clogging
is usually caused by a buildup of deposits on director
plate, restricting flow of fuel, resulting in a poor spray
pattern. Some contributing factors to injector clogging
include higher than normal operating temperatures, short
A Check for Leaks operating intervals, and dirty, incorrect, or poor quality
1. Engine must be cool. Depressurize fuel system fuel. Cleaning of clogged injectors is not recommended;
through test valve in fuel rail. they should be replaced. Additives and higher grades of
fuel can be used as a preventative measure if clogging
2. Disconnect spark plug leads from spark plugs. has been a problem.
3. Remove air cleaner outer cover, inner wing nut, NOTE: Do not ground coils with ignition ON, as they
element cover and air cleaner element/precleaner. may overheat or spark.
Service air cleaner components as required.
4. Remove screws securing air cleaner base to throttle Ignition Testing
body manifold. Remove air cleaner base to permit 1. Disconnect main harness connector from ECU.
access to injectors. Check condition of air cleaner "24 Pin" (MSE 1.0) Plastic-Cased ECU: Locate
base gasket, replace if necessary. pins #22 and #23 in 24 pin connector. See page .
5. Remove flywheel screen if it overlaps blower "32 Pin" (MSE 1.1) Plastic Cased ECU: Locate
housing. pins #30 and #31 in 32 pin connector. See page.
6. If engine has a radiator-type oil cooler mounted to 2. Disconnect connector from relay and locate terminal
blower housing, remove oil cooler mounting screws. #87 in connector.
7. Remove blower housing mounting screws. Note 3. Using an ohmmeter set on the Rx1 scale, check
location of plated (silver) screw attaching rectifier/ resistance in circuits as follows:
regulator ground lead. Remove blower housing. "24 Pin" (MSE 1.0) Plastic-Cased ECU: Check
8. Thoroughly clean area around and including throttle between terminal #87 and pin #22 for coil #1.
body/manifold and injectors. Repeat test between terminal #87 and pin #23 for
9. Disconnect throttle linkage and damper spring from coil #2.
throttle lever. Disconnect TPS lead from harness. "32 Pin" (MSE 1.1) Plastic-Cased ECU: Check
10. Remove manifold mounting bolts and separate between terminal #87 and pin #30 for coil #1.
throttle body/manifold from engine leaving TPS, fuel Repeat test between terminal #87 and pin #31 for
rail, air baffle, injectors and line connections intact. coil #2.
Discard old gaskets. A reading of 1.8-4.0 Ω in each test indicates that
11. Position manifold assembly over an appropriate wiring and coil primary circuits are OK.
container and turn key switch ON to activate fuel a. If reading(s) are not within specified range, check
pump and pressurize system. Do not turn switch to and clean connections and retest.
START position. b. If reading(s) are still not within specified range,
12. If either injector exhibits leakage of more than two to test coils separately from main harness as
four drops per minute from tip, or shows any sign of follows:
leakage around outer shell, turn ignition switch off 1. Disconnect red and black primary leads from
and replace injector as follows. coil terminals.
13. Depressurize fuel system following procedure in fuel 2. Connect an ohmmeter set on the Rx1 scale to
warning on page. Remove fuel rail mounting screws. primary terminals. Primary resistance should
14. Clean any dirt accumulation from sealing/mounting be 1.8-2.5 Ω.
area of faulty injector(s) and disconnect electrical
connector(s).
15. Pull retaining clip off top of injector(s). Disconnect
fuel rail and remove injector(s) from manifold.

EFI SYSTEM-BOSCH
3. Disconnect secondary lead from spark plug. a. If there was no continuity between pump
Connect an ohmmeter set on Rx10K scale terminals, replace fuel pump.
between spark plug boot terminal and red b. If voltage was below 7, test wiring harness and
primary terminal. Secondary resistance should relay as covered in Electrical Relay.
be 13,000-17,500 Ω.
4. If voltage at plug was good, and there was continuity
4. If secondary resistance is not within specified across pump terminals, reconnect plug to pump,
range, unscrew spark plug lead nut from coil making sure you have a good connection. Turn on
secondary tower and remove plug lead. key switch and listen for pump to activate.
Repeat step b. 3, testing from secondary
tower terminal to red primary terminal. If a. If pump starts, repeat steps 1 and 2 to verify
resistance is now correct, coil is good, but correct pressure.
spark plug lead is faulty, replace lead. If step b. If pump still does not operate, replace it.
b. 2 resistance was incorrect and/or
secondary resistance is still incorrect, coil is Fuel Pressure Regulator Details
faulty and needs to be replaced.
Wiring harness used in EFI system connects electrical
components, providing current and ground paths for A
system to operate. All input and output signaling occurs
through a special all weather connector that attaches
and locks to ECU. B
Condition of wiring, connectors, and terminal
connections is essential to system function and C
performance. Corrosion, moisture, and poor connections
are more likely cause of operating problems and system
errors than an actual component. I D
Fuel Pump E
Fuel pumps are non-serviceable and must be replaced
if determined to be faulty. If a fuel delivery problem H F
is suspected, make certain pump is being activated
through relay, all electrical connections are properly G
secured, fuses are good, and a minimum of 7.0 volts
is being supplied. If during cranking, voltage drops Pressure Regulating Pressure Regulating
A B
below 7.0 volts, a reduction of fuel pressure may occur Spring Chamber
resulting in a lean starting condition. If required, testing C Diaphragm D Valve Seat
fuel pump and relay may be conducted.
Outlet Port
1. Connect black hose of Pressure Tester (part of EFI E Fuel Chamber F (to fuel rail)
Service Kit, see Tools and Aids) to test valve in fuel
rail. Route clear hose into a portable gasoline G Return Port (to tank) H Inlet Port
container or equipment fuel tank. I Valve
2. Turn on key switch to activate pump and check Depending on application, regulator may be located in
system pressure on gauge. If system pressure of 39 fuel tank along with fuel pump, or outside tank just down
psi ± 3 is observed, relay, fuel pump, and regulator line from pump. Regulator is a sealed, non-serviceable
are working properly. Turn key switch off and assembly. If it is faulty, it must be separated from base/
depress valve button on tester to relieve system holder assembly and replaced as follows:
pressure.
1. Shut engine off, make sure engine is cool, and
a. If pressure is too high, and regulator is outside disconnect negative (-) battery cable.
tank (just down line from pump), check that return
line from regulator to tank is not kinked or 2. Depressurize fuel system through test valve in fuel
blocked. If return line is good, replace regulator rail.
(see Regulator on page). 3. Access regulator assembly as required and clean
b. If pressure is too low, install in-line ‘‘T’’ between any dirt or foreign material away from area.
pump and regulator and retest pressure at that 4. External Regulator-
point. If it is too low there also, replace fuel pump.
a. Remove screws securing mounting bracket to
3. If pump did not activate (step 2), disconnect plug regulator housing. Remove O-Ring and pull
from fuel pump. Connect a DC voltmeter across regulator out of housing.
terminals in plug, turn on key switch and observe if a
minimum of 7 volts is present. If voltage is between b. Remove snap ring and remove regulator
7 and 14, turn key switch off and connect an from base/holder.
ohmmeter between terminals on pump to check for
continuity.

EFI SYSTEM-BOSCH
Internal (In-Tank) Regulator- Idle Speed Screw Dampening Spring

Remove screws securing retaining ring and Idle Speed Screw Details
regulator in base/holder assembly. Grasp and pull
regulator out of base/holder. B
5. Always use new O-Rings and hose clamps when
installing a regulator. A new replacement regulator A
will have new O-Rings already installed. Lubricate
O-Rings (external regulator) with light grease or oil. C
6. Install new regulator by carefully pushing and
rotating it slightly into base or housing.
a. External Regulators with Square Base Housing
Only; Install a new O-Ring between regulator and
mounting bracket. Set mounting bracket into
position.
b. Secure the regulator in base with original
retaining ring or screws. Be careful not to dent or
damage body of regulator as operating
performance can be affected.
7. Reassemble and connect any parts removed in step
3.
8. Reconnect negative (-) battery cable.
9. Recheck regulated system pressure at fuel rail test
valve.
Fuel Rail 1-3 mm (0.039-
Dampening Spring 0.117 in.) Exposed
Fuel rail is mounted to throttle body/intake manifold. No A B
(Some Models) Length Off End Of
specific servicing is required unless operating conditions Adjustment Screw
indicate that it needs internal cleaning or replacement.
It can be detached by removing mounting screws and C Idle Speed Screw
injector retaining clips. Thoroughly clean area around A small dampening spring is attached to end of idle
all joints and relieve any pressure before starting any speed screw of some EFI engines to help stabilize no
disassembly. load operating speeds.
Throttle Body/Intake Manifold Assembly Idle speed adjustment procedure remains same for
engines with or without a dampening spring. Typically, no
Throttle body/intake manifold is serviced as an periodic servicing is necessary in this area. If however,
assembly, with throttle shaft, TPS, throttle plates, removal/replacement of dampening spring is required,
and idle speed adjusting screw installed. Throttle reinstall it as follows:
shaft rotates on needle bearings (non-serviceable),
capped with rubber seals to prevent air leaks. A throttle 1. Thread spring onto end of idle screw leaving 1-3 mm
shaft repair kit is available to replace shaft if worn or (0.039-0.117 in.) of spring extending beyond end of
damaged. Appropriate TPS Initialization Procedure must idle speed screw.
be performed after any throttle shaft service. 2. Secure spring onto screw with a small amount of
Permabond™ LM-737 or equivalent Loctite®
Idle Speed Adjustment (RPM) adhesive. Do not get any adhesive on free coils of
Adjustment Procedure spring.
1. Make sure there are no fault codes present in ECU 3. Start engine and recheck idle speed settings, after
memory. sufficient warm up. Readjust as required.
2. Start engine and allow it to fully warm up and Initial Governor Adjustment
establish closed looped operation (approximately
5-10 min.). Initial governor adjustment is especially critical on
EFI engines because of accuracy and sensitivity of
3. Place throttle control in IDLE/SLOW position and electronic control system. Incorrect adjustment can
check idle speed with a tachometer. Turn idle speed result in overspeed, loss of power, lack of response, or
screw in or out as required to obtain 1500 RPM, or inadequate load compensation. If you encounter any
idle speed specified by equipment manufacturer. of these symptoms and suspect them to be related to
4. Idle speed adjustment can affect high idle speed governor setting, following should be used to check and/
setting. Move throttle control to full throttle position or adjust governor and throttle linkage.
and check high idle speed. Adjust as necessary to
3750 RPM, or speed specified by equipment
manufacturer.

EFI SYSTEM-BOSCH
If governor/throttle components are all intact, but you think there may be a problem with adjustment, follow Procedure
A to check setting. If governor lever was loosened or removed, go immediately to Procedure B to perform initial
adjustment.
A. Checking Initial Adjustment
1. Unsnap plastic linkage bushing attaching throttle linkage to governor lever. Unhook damper spring from lever,
separate linkage from bushing, and remove bushing from lever. Mark hole position and unhook governor
spring from governor lever.
2. Check if engine has a high-speed throttle stop screw installed in manifold casting boss.
a. On engines without a stop screw, pivot throttle shaft and plate assembly into FULL THROTTLE position.
Insert a 1.52 mm (0.060 in.) feeler gauge between rear tang of throttle shaft plate and underside of manifold
boss. Use a locking pliers (needle nose works best) to temporarily clamp parts in this position.
b. On engines with a stop screw, pivot throttle shaft and plate into FULL THROTTLE position, so tang of
throttle shaft plate is against end of high-speed stop screw. Temporarily clamp in this position.
3. Rotate governor lever and shaft counterclockwise until it stops. Use only enough pressure to hold it in that
position.
4. Check how end of throttle linkage aligns with bushing hole in governor lever. It should fall in center of hole. If it
doesn’t, perform adjustment procedure as follows.
B. Setting Initial Adjustment
1. Check split where clamping screw goes through governor lever. There should be a gap of at least 1/32". If tips
are touching and there is no gap present, lever should be replaced. If not already installed, position governor
lever on cross shaft, but leave clamping screw loose.
2. Follow instructions in Step 2 of Checking Initial Adjustment, then reattach throttle linkage to governor lever with
bushing clip. It is not necessary to reattach damper or governor springs at this time.
3. Insert a nail into hole in top of cross shaft. Using light pressure, rotate governor shaft counterclockwise as far
as it will turn, then torque nut on clamping screw to 6.8 N·m (60 in. lb.). Make sure that governor arm has not
twisted up or down after nut has been tightened.
4. Verify that governor has been set correctly. With linkage still retained in FULL THROTTLE position (Step 2),
unsnap bushing clip, separate linkage from bushing, and remove bushing from lever. Follow Steps 3 and 4 in
Checking Initial Adjustment.
5. Reconnect dampening spring into its governor lever hole from bottom. Reinstall bushing and reattach throttle
linkage. Reattach governor spring in marked hole.
6. Start engine and allow it to fully warm up and establish closed loop operation (approximately 5-10 min.). Check
speed settings and adjust as necessary, first low idle speed, and then high speed setting.
TROUBLESHOOTING
Faulty spark plugs.
Old/stale fuel.
Speed sensor loose or faulty.
Engine Starts Hard
or Fails to Start TPS offset incorrect (initialization).
When Cold.
Engine temperature sensor faulty.
Faulty coils.
Low system voltage.
Faulty injectors.

EFI SYSTEM-BOSCH
Faulty spark plugs.

Fuel pressure low.
Engine starts hard
or fails to start TPS offset incorrect (Initialization).
when hot
Speed sensor loose or faulty.
TPS faulty.
Engine temperature sensor faulty.
Faulty injectors.
Faulty spark plugs.
Engine stalls or TPS offset incorrect.
idles roughly (cold
or warm) TPS faulty.
Faulty injectors.
Dirty air cleaner.
Insufficient fuel pressure or fuel delivery.
Engine misses, Vacuum (intake air) leak.
hesitates, or stalls
under load Improper governor setting, adjustment or operation.
Speed sensor malfunction.
Dirty air filter.
Throttle plates in throttle body/intake manifold not fully opening to WOT stop (if so equipped).
EFI system is a 12 VDC negative ground system, In an emergency situation, simply disconnecting and
designed to operate down to a minimum of 7.0 volts. reconnecting connectors may clean up contacts enough
If system voltage drops below this level, operation of to restore operation, at least temporarily.
voltage sensitive components such as ECU, fuel pump, If a fault code indicates a problem with an electrical
and injectors will be intermittent or disrupted, causing component, disconnect ECU connector and test for
erratic operation or hard starting. A fully charged, 12 continuity between component connector terminals and
volt battery with a minimum of 350 cold cranking amps corresponding terminals in ECU connector using an
is important in maintaining steady and reliable system ohmmeter. Little or no resistance should be measured,
operation. Battery condition and state of charge should indicating that wiring of that particular circuit is OK. An
always be checked first when troubleshooting an illustrated listing of numerical terminal locations, for each
operational problem. style of ECU/connector is provided on pages 130, 132,
Keep in mind that EFI-related problems are more and 134.
often caused by wiring harness or connections than
by EFI components. Even small amounts of corrosion
or oxidation on terminals can interfere with milliamp
currents used in system operation. Cleaning connectors
and grounds will solve problems in many cases.

EFI SYSTEM-BOSCH
“35 Pin” (MA 1.7) Metal-Cased ECU Systems

Pin # Component
1 Ignition Coil #1
2 Not used
3 Engine Speed Sensor
4 ECU Production Test Terminal
5 Not Used
6 Not Used
7 Not Used
8 TPS Initialization Terminal
9 Engine Ground
10 O2 Sensor
11 Not Used
12 Throttle Position Sensor 1
13 Not Used 19
14 Oil Temperature Sensor 2
20
15 Not Used 3
16 ECU Permanent Battery Voltage 21
17 ECU Switched Battery Voltage 4
22
18 Engine Ground 5
19 Ignition Coil #2 23
6
20 Vehicle Ground 24
21 Engine Speed Sensor 7
22 Not Used 25
8
23 Not Used 26
24 Not Used 9
25 Throttle Position Sensor 27
10
26 Not Used 28
27 Throttle Position Sensor/Oil Temperature Sensor 11
29
28 Power Relay 12
29 Not Used 30
30 Not Used 13
31
31 Malfunction Indicator Light 14
32 Not Used 32
15
33 Vehicle Ground 33
34 Not Used 16
35 Fuel Injectors 34
17
35
18

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
“24 Pin” (MSE 1.0) Plastic-Cased ECU Systems

Pin # Component
1 Permanent Battery Voltage

2 Switched Ignition Voltage
3 Safety Switch
4 Throttle Position Sensor (TPS) and Temperature Sensor Ground
5 Not Used
1 13
6 Oil Temperature Sensor Input
2 14
7 Not Used
8 Throttle Position Sensor (TPS) Input 3 15
9 Speed Sensor Input 4 16
10 Speed Sensor Ground 5 17
11 Oxygen Sensor Input
6 18
12 Not Used (Oxygen Sensor Ground if needed)
13 Diagnostic Line 7 19
14 Throttle Position Supply Voltage 8 20
15 Battery Ground 9 21
16 Injector 1 Output
10 22
17 Injector 2 Output
11 23
18 Main Relay Output
19 Malfunction Indicator Light (MIL) 12 24
20 Not Used (Tach Output if needed)
21 Not Used
22 Ignition Coil #1 Output
24 TPS Initialization Terminal

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
“32 Pin” (MSE 1.1) Plastic-Cased ECU Systems

Pin # Component
1 Permanent Battery Voltage
2 Switched Battery Voltage
3 TPS Set; “Auto-Learn” Initialization Terminal
4 Throttle Position Sensor (TPS) and Temperature Sensor Ground
5 Not Used
6 Oil Temperature Sensor Input 1 17
7 Not Used
2 18
8 Throttle Position Sensor (TPS) Input
9 Speed Sensor Input (+) 3 19
10 Speed Sensor Ground (-) 4 20
11 Not Used
5 21
12 Not Used
13 Not Used 6 22
14 Injector 1 Output 7 23
15 Injector 2 Output 8 24
16 Not Used
9 25
17 Diagnostic Line
18 Throttle Position Sensor Supply Voltage 10 26
19 Battery Ground 11 27
20 Oxygen Sensor Input
21 Battery Ground (Secondary) 12 28
22 Not Used 13 29
23 Not Used 14 30
24 Not Used
15 31
25 Safety Switch Input
26 Not Used 16 32
27 Not Used
28 Main Relay Output
29 Malfunction Indicator Light (MIL)
32 Not Used

EFI SYSTEM-BOSCH

EFI SYSTEM-BOSCH
Fuel System Fault Codes

ECU continuously monitors engine operation against
preset performance limits. If operation is outside limits,
WARNING: Fuel System Under Pressure! ECU activates MIL and stores a diagnostic code in its
Fuel system operates under high pressure. System fault memory. If component or system returns to proper
pressure must be relieved through test valve in fuel function, ECU will eventually self-clear fault code and
rail prior to servicing or removing any fuel system turn off MIL. If MIL stays illuminated, it warns customer
components. Do not smoke or work near heaters or that dealer service is required. Upon receipt, dealer
other fire hazards. Have a fire extinguisher handy and technician can access fault code(s) to help determine
work only in a well-ventilated area. what portion of system is malfunctioning. 2-digit blink
Function of fuel system is to provide sufficient delivery codes available based upon style of ECU are listed on
of fuel at system operating pressure of 39 psi ± 3. If an pages 137, 138, and 139.
engine starts hard, or turns over but will not start, it may Codes are accessed through key switch and displayed
indicate a problem with EFI fuel system. A quick test will as blinks or flashes of MIL. Access codes as follows.
1. Start with key switch off.
2. Turn key switch on-off-on-off-on, leaving it on in third
2. Complete all safety interlock requirements and crank sequence. Time between sequences must be less
engine for approximately 3 seconds. than 2.5 seconds.
3. Remove spark plugs and check for fuel at tips. 3. Any stored fault codes will then be displayed as a
a. If there is fuel at tips of spark plugs, fuel pump series of MIL blinks (from 2 to 6) representing first
and injectors are operating. digit, followed by a pause, and another series of
b. If there is no fuel at tips of spark plugs, check blinks (from 1 to 6) for second digit.
following. a. It’s a good idea to write down codes as they
1. Make sure fuel tank contains clean, fresh, proper appear, as they may not be in numerical
fuel. sequence.
2. Make sure that vent in fuel tank is open. b. Code 61 will always be last code displayed,
indicating end of code transmission. If code 61
3. Make sure fuel tank valve (if so equipped) is fully appears immediately, no other fault codes are
opened. present.
5. Check that fuses are good, and that all electrical and
fuel line connections are good.
6. Test fuel pump and relay operation as described

EFI SYSTEM-BOSCH

1. Diagnostic display initiated through ignition key sequencing.
2. Long Pause
Short Pauses
3.
Code 32
3 2
4. Long Pause
5. Code 61
6 1
6. Long Pause
7. Light remains on at end of transmission
After the problem has been corrected, fault codes may be cleared as follows.
1. Disconnect negative (-) battery cable from battery terminal, or remove main fuse for ECU for approximately 1
minute.
2. Reconnect cable and tighten securely, or reinstall main fuse. Start engine and allow it to run for several minutes.
MIL should remain off if problem was corrected, and fault codes should not reappear (codes 31, 32, 33, and 34
may require 10-15 minutes of running to reappear).
Following chart lists fault codes, what they correspond to, and what visual indications will be. Following chart is a
list of individual codes with an explanation of what triggers them, what symptoms might be expected, and probable
causes.
"32 Pin"
OBD2 "35 Pin" "24 Pin" (MSE
P-Code Ap- (MA 1.7) (MSE 1.0)
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic- Note
Code Plastic-
"32 Pin" (MSE Cased Cased Cased
1.1) ECU/Sys- ECU/ ECU/Sys- ECU/
tem Only System tem System
- - No RPM Signal Y Y Y
21 P0335 Loss of Synchronization Y Y Y
22 P0120 TPS-Signal Implausible N N N 2
22 P0122 TPS-Open or Short Circuit to Ground Y Y Y
22 P0123 TPS - Short Circuit to Battery Y Y Y
23 P0601 Defective ECU Y Y Y
24 Engine Speed Sensor Y Y Y 9
31 P0174 System too Lean Y Y Y 6

EFI SYSTEM-BOSCH
"32 Pin"
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic- Note
Code Plastic-
31 P0132 O2 Sensor Circuit: Shorted to Battery Y N Y 3
O2 Sensor Circuit: No Activity De- N

32 P0134 N N 8
tected
7,8
33 P0175 System too Rich Y Y Y
8
33 P0020 O2 Sensor Control at Upper Limit Y Y Y
8
34 P0171 Maximum Adaption Limit Reached Y Y Y
Y 8
34 P0172 Minimum Adaption Limit Reached Y Y
Temperature Sensor Circuit: Shorted Y

42 P0117 Y Y
to Ground
Temperature Sensor Circuit: Open Y

42 P0118 Y Y
Circuit or Short to Battery
Failure Completing Autolearn - TPS

43 N/A N/A N/A Y
Offset below minimum allowable limit
Failure Completing Autolearn - TPS

44 N/A offset above maximum allowable N/A N/A Y
limit
51 P1260 Injector 1-Open Circuit N/A N/A Y
51 P0261 Injector 1-Short Circuit to Ground N/A N/A Y
51 P0262 Injector 1-Short Circuit to Battery N/A N/A Y
52 P1263 Injector 2 - Open Circuit N/A N/A Y
52 P0264 Injector 2-Short Circuit to Ground N/A N/A Y
52 P0265 Injector 2-Short Circuit to Batt N/A N/A Y
55 P1651 Diagnostic Lamp - Open Circuit N/A N/A Y
Diagnostic Lamp - Short Circuit to

55 P1652 N/A N/A Y
Ground
Diagnostic Lamp-Short Circuit to

55 P1653 N/A N/A Y
Battery

EFI SYSTEM-BOSCH
"32 Pin"
Blink 1.1)
plicable to: Connection or Failure Description Metal- Plastic-
Code Plastic- Note
56 P1231 Pump Relay-Open Circuit N/A N/A Y
56 P1232 Pump Relay-Short Circuit to G N/A N/A Y
56 P1233 Pump Relay-Short Circuit to B N/A N/A Y
61 End of Code Transmission Y Y Y
NOTE:
1. Idle Switch not used.
2. Diagnostic of TPS-Signal Implausible is disabled in code.
3. O2 Sensor Short to Battery diagnostic detection is disabled with SAS fuel-cutoff calibrated out.
4. Air Temperature Sensor not used.
5. Temperature Sensor Signal Implausible: diagnostic detection is calibrated out, with TPLAUS set to -50°C.
6. System too Lean used to be O2 Sensor-Short to Ground (P0131).
7. System too Rich used to be O2 Sensor Control at Lower Limit (P0019).
8. Obtainable only with ECU 24 584 28-S or later.
9. Will not blink out.
Code 21
Component: Engine Speed Sensor Engine Wiring Harness Related
Fault: ECU receiving inconsistent tooth count “24 Pin” (MSE 1.0) Plastic-Cased ECU:
signals from speed sensor. ● Pin circuits 9 and/or 10 wiring or
Condition: Possible misfire as ECU attempts to connectors.
resynchronize, during which time fuel and ● Shielding for pin circuits 9 and/or 10
spark calculations are not made. damaged or not properly grounded.
● Poor or improper grounds in system
Conclusion: Engine Speed Sensor Related (battery, ECU oxygen sensor, shielding,
● Sensor connector or wiring. fuel pump, ignition output).
● Sensor loose or incorrect air gap. ● Pin circuits 9 and/or 10 routed near
● Flywheel key sheared noisy electrical signals (coils, spark
plug lead, plug connector).
Speed Sensor Ring Gear Related
● Damaged teeth. Engine Wiring Harness Related
● Varying gap (gear loose/out of “32 Pin” (MSE 1.1) Plastic-Cased ECU:
alignment). ● Pin circuits 9 and/or 10 wiring or
connectors.
Engine Wiring Harness Related ● Shielding for pin circuits 9 and/or 10
“35 Pin” (MA 1.7) Metal-Cased ECU: damaged or not properly grounded.
● Pin circuits 3 and/or 21 wiring or ● Poor or improper grounds in system
connectors. (battery, ECU, oxygen sensor,
● Shielding for pin circuits 3 and/or 21 shielding, fuel pump, ignition output).
damaged or not properly grounded. ● Pin circuits 9 and/or 10 routed near
● Poor or improper grounds in system noisy electrical signals (coils, spark
(battery, ECU, oxygen sensor, plug lead, plug connector).
shielding, fuel pump, ignition output). ECU/Harness Related
● Pin circuits 3 and/or 21 routed near ● ECU-to-harness connection problem.
noisy electrical signals (coils, spark Ignition System Related
plug lead, plug connector). ● Non-resistor spark plug(s) used.

EFI SYSTEM-BOSCH
Code 22 Code 23
Component: Throttle Position Sensor (TPS) Component: ECU
Fault: Unrecognizable signal is being sent from Fault: ECU is unable to recognize or process
sensor (too high, too low, inconsistent). signals from its memory.
Condition: A “limp-home” operating mode occurs, Condition: Engine will not run.
with an overall decrease in operating Conclusion: ECU (internal memory problem).
performance and efficiency. Fuel delivery
is based upon oxygen sensor and five ● Diagnosable only through elimination
mapped values only. Rich running of all other system/component faults.
(black smoke) will occur until “closed
loop”operation is initiated. A stumble or Code 24 (Will not blink out)
misfire on hard acceleration and/or erratic Component: Engine Speed Sensor
operation may be exhibited.
Fault: No tooth signal from speed sensor. MIL
Conclusion: TPS Sensor Related light will not go out when cranking.
● Sensor connector or wiring. Condition: None-engine will not start or run as ECU
● Sensor output affected or disrupted by is unable to estimate speed.
dirt, grease, oil, wear, or breather tube Conclusion: Engine Speed Sensor Related
position (must be to side opposite
TPS). ● Sensor connector or wiring.
● Sensor loose on throttle body manifold. ● Sensor loose or air gap incorrect.
Throttle Body Related Speed Sensor Wheel Related

● Throttle shaft or bearings worn/ ● Damaged teeth.
damaged. ● Gap section not registering.
“35 Pin” (MA 1.7) Metal-Cased ECU: Engine Wiring Harness Related
● Pin circuits 12, 25 and/or 27 damaged ● Pin circuit wiring or connectors.
(wiring or connectors). Pin(s) 3 and/or 21 for “35 Pin” (MA 1.7)
● Pin circuits 12, 25 and/or 27 routed Metal-Cased ECU.
near noisy electrical signal (coils, Pin(s) 9 and/or 10 for “24 Pin” (MSE
alternator). 1.0) Plastic-Cased ECU.
● Intermittent 5 volt source from ECU Pin(s) 9 and/or 10 for “32 Pin” (MSE
(pin circuit 25). 1.1) Plastic-Cased ECU.
Engine Wiring Harness Related ECU/Harness Related

● Pin circuits 4, 8, and/or 14 damaged
(wiring, connectors).
● Pin circuits 4, 8, and/or 14 routed near
noisy electrical signal (coils, alternator).
(pin circuit 14).

● Pin circuits 4, 8, and/or 18 damaged
(wiring, connectors).
● Pin circuits 4, 8, and/or 18 routed near
noisy electrical signal (coils, alternator).
(pin circuit 18).
ECU/Harness Related

EFI SYSTEM-BOSCH
Code 31 Code 32
Component: Fuel Mixture or Oxygen Sensor Component: Oxygen Sensor
Fault: System too lean. Oxygen sensor not Fault: No change in sensor output signal.
sending expected voltage to ECU. Condition: Open loop operation only, may cause
Condition: System operates under “open loop” a drop in system performance and fuel
control only. Until fault is detected and efficiency.
registered by ECU, engine will run rich Conclusion: Engine Wiring Harness Related
if oxygen sensor is shorted to ground
or lean if it is shorted to battery voltage. ● Pin circuit wiring or connectors.
After fault is detected, performance can Pin 10 for “35 Pin” (MA 1.7)
vary, depending on cause. If performance Metal-Cased ECU.
is pretty good, problem is probably with Pin 11 for “24 Pin” (MSE 1.0)
the oxygen sensor, wiring, or connectors. Plastic-Cased ECU.
If engine is still running rich (laboring,
short on power) or lean (popping or Pin 20 for “32 Pin” (MSE 1.1)
misfiring), fuel mixture is suspect, Plastic-Cased ECU.
probably incorrect TPS initialization or
low fuel pressure. Oxygen Sensor Related
Conclusion: TPS Initialization Incorrect
● Lean condition (check oxygen sensor ● Sensor contaminated or damaged.
signal with VOA and see Oxygen ● Sensor below minimum operating
Sensor section). temperature (375°C, 709°F).
● Poor ground path from sensor to
Engine Wiring Harness Related engine (sensor grounds through shell,
see Oxygen Sensor section).
Pin 10 for “35 Pin” (MA 1.7) Metal-
Cased ECU.
Pin 11 for “24 Pin” (MSE 1.0)
Plastic-Cased ECU.
Plastic-Cased ECU.
Low Fuel Pressure
Oxygen Sensor Related

● Exhaust leak.
● Poor ground path to engine (sensor is
case grounded).
Poor system ground from ECU to engine,

causing rich running while indicating lean.

EFI SYSTEM-BOSCH
Code 33 Code 34
Component: Oxygen Sensor/Fuel System Component: Oxygen Sensor/Fuel System
Fault: System too rich. Temporary fuel Components
adaptation control is at upper limit. Fault: Long term fuel adaptation control is at
Condition: Fuel Supply Related (nothing lean–only upper or lower limit.
rich) Condition: System operates closed loop. No
● Restricted return line causing appreciable performance loss as long
excessive fuel pressure. as temporary adaptation can provide
● Fuel inlet screen plugged (in-tank fuel sufficient compensation.
pump only). Conclusion: Oxygen Sensor Related
● Incorrect fuel pressure at fuel rail. ● Sensor connector or wiring problem.
● Sensor contaminated or damaged.
Oxygen Sensor Related ● Exhaust leak.
● Poor ground path.
● Sensor connector or wiring problem. ● Pin circuit wiring or connectors.
● Sensor contaminated or damaged. Pin 10 for “35 Pin” (MA 1.7)
● Exhaust leak. Metal-Cased ECU.
● Poor ground path. Pin 11 for “24 Pin” (MSE 1.0)
● Pin circuit wiring or connectors. Plastic-Cased ECU.
Pin 10 for “35 Pin” (MA 1.7) Pin 20 for “32 Pin” (MSE 1.1)
Metal-Cased ECU. Plastic-Cased ECU.
Plastic-Cased ECU.
Pin 20 for “32 Pin” (MSE 1.1) TPS Sensor Related
Plastic-Cased ECU. ● Throttle plate position incorrect during
Initialization procedure.
TPS Sensor Related ● TPS problem or malfunction.
● Throttle plate position incorrectly set or
registered during Initialization. Engine Wiring Harness Related
● TPS problem or malfunction. ● Difference in voltage between sensed
voltage (pin circuit 17 for metal-cased
Engine Wiring Harness Related ECU, pin circuit 2 for plastic-cased
ECU) and actual injector voltage
● Difference in voltage between sensed (circuit 45/45A).
voltage (pin circuit 17 for metal-cased ● Problem in wiring harness.
ECU, pin circuit 2 for plastic-cased ● ECU-to-harness connection problem.
ECU) and actual injector voltage
(circuit 45/45A).
Systems Related Systems Related
● Ignition (spark plug, plug wire, ignition ● Ignition (spark plug, plug wire, ignition
coil. coil.
● Fuel (fuel type/quality, injector, fuel ● Fuel (fuel type/quality, injector, fuel
pump, fuel pressure. pressure, fuel pump).
● Combustion air (air cleaner dirty/ ● Combustion air (air cleaner dirty/
restricted, intake leak, throttle bores). restricted, intake leak, throttle bores).
● Base engine problem (rings, valves). ● Base engine problem (rings, valves).
● Exhaust system leak. ● Exhaust system leak (muffler, flange,
● Fuel in crankcase oil. oxygen sensor mounting boss, etc.).
● Blocked or restricted fuel return circuit ● Fuel in crankcase oil.
to tank. ● Altitude.
● Blocked or restricted fuel return circuit
to tank.
ECU/Harness Related

EFI SYSTEM-BOSCH
Code 42 Code 43 and 44 "32 Pin" (MSE 1.1) Plastic-Cased

Component: Engine (Oil) Temperature Sensor ECU only.
Fault: Not sending proper signal to ECU. Component: TPS “Auto-Learn” initialization function
failed, throttle angle out of learning range.
Condition: Engine may be hard to start because
ECU can’t determine correct fuel mixture. Fault: While performing TPS “Auto-Learn”
function, measured throttle angle was not
Conclusion: Temperature Sensor Related. within acceptable limits.
● Sensor wiring or connection. Condition: MIL illuminated. Engine will continue to
Engine Wiring Harness Related run but not properly. Upon restart TPS
“35 Pin” (MA 1.7) Metal-Cased ECU: Auto-Learn function will run again unless
● Pin circuits 14 and/or 27A damaged voltage to ECU disconnected to clear
(wires, connectors) or routed near memory.
noisy signal (coils, alternator, etc.).
● ECU-to-harness connection problem. Conclusion: TPS Related
● TPS rotated on throttle shaft assembly
Engine Wiring Harness Related beyond allowable range.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: ● TPS bad.
● Pin circuits 4, 6 and/or 4A damaged Engine Wiring Harness Related
(wires, connectors) or routed near
noisy signal (coils, alternator, etc.). ● Broken or shorted wire in harness.
● ECU-to-harness connection problem. ECU pin 18 to TPS pin 1.
ECU pin 4 to TPS pin 2.
ECU pin 8 to TPS pin 3.
Engine Wiring Harness Related Throttle Body Related
● Throttle shaft inside TPS worn, broken,
● Pin circuits 4, 6 and/or (4A) damaged or damaged.
(wires, connectors) or routed near ● Throttle plate loose or misaligned.
noisy signal (coils, alternator, etc.). ● Throttle plate bent or damaged
● ECU-to-harness connection problem. allowing extra airflow past, or restricting
movement.
System Related
● Engine is operating above 176°C ECU Related
(350°F) temperature sensor limit. ● Circuit providing voltage or ground to
TPS damaged.
● TPS signal input circuit damaged.

EFI SYSTEM-BOSCH
Code 51 "32 Pin" (MSE 1.1) Plastic-Cased ECU only. Code 52 "32 Pin" (MSE 1.1) Plastic-Cased ECU only.
Component: Injector #1 circuit open, shorted to Component: Injector #2 circuit open, shorted to
ground, or shorted to battery. ground, or shorted to battery.
Fault: Injector #1 is not functioning because Fault: Injector #2 is not functioning because
the circuit is open, shorted to ground, or circuit is open, shorted to ground, or
shorted to battery. shorted to battery.
Condition: Engine will run very poorly with only one Condition: Engine will run very poorly with only one
cylinder functioning. cylinder functioning.
Conclusion: Injector Related Conclusion: Injector Related
● Injector coil shorted or opened. ● Injector coil shorted or opened.
● Broken or shorted wire in harness. ECU pin 15 to injector pin 2. ECU pin
ECU pin 14 to injector pin 2. ECU 28 to fuel pump relay pin 86. Note:
pin 28 to fuel pump relay pin 86. after key-off then key-on code 56
Note: after key-off then key-on code would be set also. Fuel pump relay pin
56 would be set also. Fuel pump 87 to injector pin 1.
relay pin 87 to injector pin 1. ● Opened main fuse F1.
● Open main fuse F1.
Fuel Pump Relay Related
Fuel Pump Relay Related
● Bad fuel pump relay.
● Bad fuel pump relay. Primary side functional, but pin 30
Primary side functional but pin 30 to to pin 87 remains open.
pin 87 remains open. Primary side Primary side pin 85 to pin 86 is
pin 85 to pin 86 is either open, or open or shorted during engine
shorted during engine operation. operation. Note: after key-off then
Note: after key-off then key-on code key-on code 56 would be set also.
56 would be set also.
ECU Related
ECU Related
● Circuit controlling injector #1 damaged. ● Circuit controlling fuel pump relay
● Circuit controlling fuel pump relay damaged.
damaged.
Code 55 "32 Pin" (MSE 1.1) Plastic-Cased ECU only.
Component: MIL (Diagnostic lamp) circuit open,
shorted to ground, or shorted to battery.
Fault: MIL is not functioning because circuit is
open, shorted to ground, or shorted to
battery.
Condition: Engine will run normally if no other errors
are present.
Conclusion: MIL (diagnostic lamp) Related
● MIL element opened or element
shorted to ground.
● Lamp missing.

ECU pin 29 to lamp open or
shorted.
Vehicle Wiring Harness Related

Power lead to MIL open or shorted.
ECU Related
● Circuit controlling lamp damaged.

EFI SYSTEM-BOSCH
Code 56 "32 Pin" (MSE 1.1) Plastic-Cased ECU only. “32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuits
Component: Fuel pump relay circuit open, shorted to 29 and 84.
ground, or shorted to battery. ● Ignition switch
Fault: Fuel pump, ignition coils, and fuel ● Permanent ECU power circuit problem
injectors will not function because fuel “35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 16.
pump relay circuit is either open, shorted “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit
to ground, or may be “on” continuously if 1.
shorted to battery.
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit
Condition: Engine will not run, or fuel pump will 1.
continue to run when switch is off.
● Switched ECU power circuit problem
Conclusion: Fuel Pump Relay Related “35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 17.
● Bad fuel pump relay. “24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit
Primary side open or shorted. 2.
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit
Fuel Pump Related 2.
● Fuel pump open or shorted internally. ● ECU grounds
● ECU
Engine Wiring Harness Related Diagnostic Aid #2 “FAULT CODES” (Refer to detailed
● Fuel pump fuse F1 open. fault code listing before flow chart and servicing
● Broken or shorted wire in harness. information for respective components)
ECU pin 28 to fuel pump relay pin ● Code 21-Engine Speed Synchronization
86. ● Code 22-Throttle Position Sensor (TPS)
Ignition switch to fuel pump relay ● Code 23-Engine Control Unit (ECU)
pin 85. ● Code 31-Oxygen Sensor
● Code 32-Oxygen Sensor
ECU Related ● Code 33-Fuel System (temporary adaptation factor)
● Circuit controlling fuel pump relay ● Code 34-Fuel System (permanent adaptation factor)
damaged. ● Code 42-Engine (Oil) Temperature Sensor
● Code 43-TPS “Auto-Learn” Initialization Function
(Below Min. Limit), "32 Pin" (MSE 1.1) Plastic-Cased
Code 61 ECU only.
Component: ● Code 44-TPS “Auto-Learn” Initialization Function
Fault: (Above Max. Limit), "32 Pin" (MSE 1.1) Plastic-
Cased ECU only.
Condition: Denotes end of fault codes. If signaled ● Code 51-Injector 1, "32 Pin" (MSE 1.1) Plastic-
first, no other fault codes are present. Cased ECU only.
Conclusion: ● Code 52-Injector 2, "32 Pin" (MSE 1.1) Plastic-
Troubleshooting Flow Chart Cased ECU only.
Flow chart provides an alternative method of ● Code 55-MIL Light, "32 Pin" (MSE 1.1) Plastic-
troubleshooting EFI system. Chart will enable you to Cased ECU only.
review entire system in about 10-15 minutes. Using ● Code 56-Pump Relay, "32 Pin" (MSE 1.1) Plastic-
chart, accompanying diagnostic aids (listed after chart), Cased ECU only.
and any signaled fault codes, you should be able to ● Code 61-End of Fault/Blink Code Transmission.
quickly locate any problems within system.
Flow Chart Diagnostic Aids Diagnostic Aid #3 “RUN/ON” (MIL remains “on” while
Diagnostic Aid #1 "system power" (MIL does not engine is running)*
illuminate when key is turned ON).
Possible causes:
NOTE: MIL in Metal-Cased ECU systems is an LED.
MIL in Plastic-Cased ECU systems must be a ● Fault codes which turn on MIL when engine is running.
1/4 watt incandescent lamp. ● Code 21-Engine Speed Synchronization
● Code 22-Throttle Position Sensor (TPS)
Possible causes: ● Code 23-Engine Control Unit (ECU)
● Battery ● Code 31-Oxygen Sensor (shorted)
● Code 34-Fuel System (permanent adaptation at limit)
● Main system fuse ● Code 42-Engine (Oil) Temperature Sensor
● MIL light bulb burned out ● Code 43-TPS “Auto-Learn” Initialization Function
● MIL electrical circuit problem (Below Min. Limit), "32 Pin" (MSE 1.1) Plastic-
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits Cased ECU only.
31 and 31A. ● Code 44-TPS “Auto-Learn” Initialization
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuits ● Function (Above Max. Limit) "32 Pin" (MSE 1.1)
19 and 84. Plastic-Cased ECU only.

EFI SYSTEM-BOSCH
● Code 51-Injector 1, "32 Pin" (MSE 1.1) Plastic- “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits
Cased ECU only. 28,85, 30, and 87.
● Code 52-Injector 2, "32 Pin" (MSE 1.1) Plastic- ● Relay
Cased ECU only. ● ECU grounds
● Code 55-MIL Light, "32 Pin" (MSE 1.1) Plastic- ● ECU
Cased ECU only.
● Code 56-Pump Relay, "32 Pin" (MSE 1.1) Plastic- Diagnostic Aid #7 “IGNITION SYSTEM” (no spark)
Cased ECU only. Possible causes:
● MIL circuit grounded between light and ECU.
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuit 31. ● Spark plug
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuit ● Plug wire
19. ● Coil
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuit ● Coil circuit(s)
29. “35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 1, 19,
40, 40A, 43, and relay.
● ECU “24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 22,
23, 65, 66, 30, and relay.
Diagnostic Aid #4 SPEED SENSOR (MIL does not turn “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits 30,
off during cranking). Indicates ECU is not receiving a 31, 65, 66, relay and relay circuit 30.
signal from speed sensor. ● ECU grounds
Possible causes: ● ECU
● Speed sensor
● Speed sensor circuit problem Diagnostic Aid #8 “FUEL SYSTEM-ELECTRICAL” (no
“35 Pin” (MA 1.7) Metal-Cased ECU: Pin circuits 3 fuel delivery)
and 21. Possible causes:
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Pin circuits
9 and 10. ● No fuel
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Pin circuits ● Air in fuel rail
9 and 10. ● Fuel valve shut off
● Speed sensor/toothed wheel air gap ● Fuel filter/line plugged
● Toothed wheel ● Injector circuit(s)
● Flywheel key sheared “35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 35,
● ECU 35A, 45, and 45A.
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 16,
17, 45, and 45A.
Diagnostic Aid #5 “FUEL PUMP” (fuel pump not turning “32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits
on) 14,15, and 45.
Possible causes: ● Injector
● Fuel pump fuse ● ECU grounds
● Fuel pump circuit problem ● ECU
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 43, 44,
and relay. Diagnostic Aid #9 “FUEL SYSTEM” (fuel pressure)
Possible causes for low fuel system pressure:
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits
30, 87, and relay. ● Low fuel
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuits 30, ● Fuel filter plugged
87, and relay. ● Fuel supply line plugged
● Fuel pump ● Fuel pump
Diagnostic Aid #6 “RELAY” (relay not operating) Possible causes for high fuel system pressure:
Possible causes: ● Pressure regulator
● Safety switches/circuit(s) problem ● Fuel return line plugged or restricted.
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 41 and
41A. Diagnostic Aid #10 “BASIC ENGINE” (cranks but will
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuit 3. not run)
“32 Pin” (MSE 1.1) Plastic-Cased ECU: Circuit 25.
● Relay circuit(s) problem Possible causes:
“35 Pin” (MA 1.7) Metal-Cased ECU: Circuits 28, 41, ● Refer to basic engine troubleshooting charts within
and 41A. Troubleshooting, Electronic Fuel Injection-ECH EFI,
“24 Pin” (MSE 1.0) Plastic-Cased ECU: Circuits 18, and Electrical Systems.
85, 30, and 87.

EFI SYSTEM-BOSCH

Lubrication System
This engine uses a full pressure lubrication system which delivers oil under pressure to crankshaft, camshaft,
connecting rod bearing surfaces, and hydraulic valve lifters.
A high-efficiency gerotor oil pump maintains high oil flow and oil pressure, even at low speeds and high operating
temperatures. A pressure relief valve limits maximum pressure of system. Closure plate must be removed to service
oil pickup, pressure relief valve, and oil pump.
Lubrication Components
H
G
F E
H
F
G
E
B
D
A
A Oil Filter B Back Side C Oil Cooler D Oil Drain Plug E Oil Fill Cap
F Oil Fill/Dipstick G Engine Temperature H Oil SentryTM

Sensor
OIL RECOMMENDATIONS
Refer to Maintenance.
CHECK OIL LEVEL
NOTE: To prevent extensive engine wear or damage, never run engine with oil level below or above operating range
indicator on dipstick.
Ensure engine is cool. Clean oil fill/dipstick areas of any debris.
1. Remove dipstick; wipe oil off.
a. Push-on cap: reinsert dipstick into tube; press completely down.
or
b. Threaded cap: reinsert dipstick into tube; rest cap on tube, do not thread cap onto tube.
2. Remove dipstick; check oil level. Level should be at top of indicator on dipstick.
3. If oil is low on indicator, add oil up to top of indicator mark.
4. Reinstall and secure dipstick.

Lubrication System
CHANGE OIL AND FILTER Testing

Change oil while engine is warm. Compressed air, a pressure regulator, pressure gauge,
1. Clean area around oil fill cap/dipstick and drain plug. and a continuity tester are required to test switch.
Remove drain plug and oil fill cap/dipstick. Allow oil
to drain completely. ECH Models:
Normally Closed Switch
2. Clean area around oil filter. Place a container under
filter to catch any oil and remove filter. Wipe off 1. Connect continuity tester across blade terminal and
mounting surface. Reinstall drain plug. Torque to 10 metal case of switch. With 0 psi pressure applied to
ft. lb. (13.6 N·m). switch, tester should indicate continuity (switch
closed).
3. Place new filter in shallow pan with open end up. Fill
with new oil until oil reaches bottom of threads. Allow 2. Gradually increase pressure to switch. As pressure
2 minutes for oil to be absorbed by filter material. increases through range of 2.0/5.0 psi, tester should
indicate a change to no continuity (switch open).
4. Apply a thin film of clean oil to rubber gasket on new Switch should remain open as pressure is increased
filter. to 90 psi maximum.
5. Refer to instructions on oil filter for proper 3. Gradually decrease pressure through range of
installation. 2.0/5.0 psi. Tester should indicate a change to
6. Fill crankcase with new oil. Level should be at top of continuity (switch closed) down to 0 psi.
indicator on dipstick. 4. Replace switch if it does not operate as specified.
7. Reinstall oil fill cap/dipstick and tighten securely. Normally Open Switch
8. Start engine; check for oil leaks. Stop engine; correct 1. Connect continuity tester across blade terminal and
leaks. Recheck oil level. metal case of switch. With 0 psi pressure applied to
9. Dispose of used oil and filter in accordance with switch, tester should indicate no continuity (switch
local ordinances. open).
OIL COOLER (if equipped) 2. Gradually increase pressure to switch. As pressure
increases through range of 2.0/5.0 psi, tester should
1. Clean fins with a brush or compressed air. indicate a change to continuity (switch closed).
2. Remove screws securing oil cooler and tilt to clean Switch should remain closed as pressure is
back side. increased to 90 psi maximum.
3. Reinstall oil cooler and torque to 2.2 N·m (20 in. lb.). 3. Gradually decrease pressure through range of
2.0/5.0 psi. Tester should indicate a change to no
OIL SENTRY™ (if equipped) continuity (switch open) down to 0 psi.
This switch is designed to prevent engine from starting CH Models:
in a low oil or no oil condition. Oil Sentry™ may not shut
down a running engine before damage occurs. In some Pressure Switch PSI
applications this switch may activate a warning signal.
Read your equipment manuals for more information. 12 099 04 2-6
Oil Sentry™ pressure switch is installed in breather cover. 24 099 03 2-5
On engines not equipped with Oil Sentry™ installation 25 099 27 2-5
hole is sealed with a 1/8-27 N.P.T.F. pipe plug.
28 099 01 2-6
Installation 48 099 07 12-16
1. Apply pipe sealant with Teflon® (Loctite® PST® 592™ 52 099 08 7-11
Thread Sealant or equivalent) to threads of switch.
52 099 09 7-11
2. Install switch into tapped hole in breather cover.
3. Torque switch to 4.5 N·m (40 in. lb.).

Electrical System
BATTERY CHARGING SYSTEM ● Disconnect rectifier-regulator plug (20/25 amp) or ring

terminals (optional high output) and/or wiring harness
CAUTION plug before doing any electric welding on equipment
powered by engine. Also, disconnect all other
Electrical Shock can cause injury. electrical accessories in common ground with engine.
Do not touch wires while engine is running.
● Prevent stator (AC) leads from touching or shorting
NOTE: Observe following guidelines to avoid damage to while engine is running. This could damage stator.
electrical system and components:
These engines are equipped with a 20/25 amp regulated
● Make sure battery polarity is correct. A negative (-) charging system (refer to pages 150-152) or an optional
ground system is used. high output 40/50 amp charging system (refer to pages
153-154).
● Inspect charging system fuse. If damaged, replace
before continuing.
20/25 Amp Regulated Charging System
D
F
C
A
A Battery B Starter C Fuse D Rectifier-Regulator

Flywheel Stator
E Connector Block F Assembly
Stator
Stator is mounted on crankcase behind flywheel. Follow procedures in Disassembly/Inspection and Service and
Reassembly if stator replacement is necessary.
Rectifier-Regulator
NOTE: When installing rectifier-regulator, take note of terminal markings and install plug(s) accordingly.
NOTE: Disconnect all electrical connections attached to rectifier-regulator. Testing may be performed with rectifier-
regulator mounted or loose. Repeat applicable test procedure 2 or 3 times to determine condition of part.
Rectifier-regulator is mounted on blower housing. To replace, disconnect plug(s), remove mounting screws, and
ground wire or metal grounding strap.
Testing rectifier-regulator may be performed as follows, using appropriate rectifier-regulator tester.
To test 20/25 amp rectifier-regulators:
1. Connect tester ground lead (with spring clamp) to body of rectifier-regulator.
2. Connect red lead from tester to middle terminal labeled B+.
3. Connect black leads from tester to both outer AC terminals on rectifier-regulator.
4. Plug tester into proper AC outlet/power for tester being used. Turn on power switch. POWER light should be
illuminated and one of four status lights may be lit as well. This does not represent condition of part.
5. Press TEST button until a click is heard and then release. Momentarily one of four status lights will illuminate
indicating partial condition of part.

Electrical System
20/25 amp
OK (green) light comes on and stays steady. Disconnect tester black lead attached to 1 AC terminal
and reconnect it to other AC terminal. Repeat test. If OK
(green) light comes on again, part is good and may be
used.
NOTE: A flashing LOW light can also occur as a result of Rectifier-regulator is faulty and should not be used.
an inadequate ground lead connection. Make
certain connection location is clean and clamp is
secure.
Other lights come on.
20/25 Amp Battery Charging System
NOTE: Always zero digital volt-ohm meter (DVOM) on each scale before testing to ensure accurate readings. Voltage
test should be made with engine running at specific test condition noted. Battery should be checked for state
of charge (non-operating voltage 12.5 VDC or lower, battery should be charged or replaced).
When problems occur in keeping a battery fully charged or a battery charges at a high rate, battery or charging
system may be at fault. Before performing any testing, battery must be fully charged.
To test charging system: 6. Set DVOM to AC volts, place test leads to each
1. Inspect charging system fuse. If damaged, replace white stator wire. Run engine at 1200 RPM or
before continuing. greater and monitor voltage.
2. Visually inspect system components and wiring. Condition Conclusion
Look for damaged or loose wire connections,
including battery cables. Voltage is 13 volts AC or Stator is OK.
more.
3. Set DVOM to DC volts, place red (positive) lead of Voltage is less than 13 Stator is faulty. Continue
tester on rectifier-regulator body and black volts AC. with steps 7 and 8).
(negative) lead to battery negative (-) terminal. Run
engine and observe volt reading on meter. If voltage
is 0.5 VDC or less, continue with testing. If voltage is 7. With engine off and stator unplugged from rectifier-
higher than 0.5 VDC, inspect and repair wiring/ regulator, check for resistance/continuity between
connections as needed (insufficient ground). across stator leads (white wires).
4. Perform these output tests for charging system using
DVOM set to DC volts. Condition Conclusion
a. With engine off and key switch in OFF position, Resistance is 0.1/0.2 Stator coil is OK.
measure voltage at battery. If less than 12.4 VDC, ohms.
recharge battery and retest. If 12.5 VDC continue Resistance is 0 ohms. Stator is shorted; replace.
with tests. Resistance is infinity Stator is open; replace.
b. Run engine at high speed no electrical or ohms/no continuity.
mechanical load (greater than 3000 RPM). After
running 1 minute, measure voltage at battery.
8. With engine off and stator unplugged from rectifier-
i. If voltage increases to between 13-15 VDC, regulator, check for resistance/continuity from stator
system is working correctly. leads (white wires) to ground.
ii. If voltage increases to 15.5 VDC or higher,
system is overcharging. Replace rectifier- Condition Conclusion
regulator. Resistance is infinity ohms Stator is OK (not shorted
iii. If voltage stays at 12.5 VDC or decreases, (no continuity). to ground).
charging system is NOT operating, proceed to Resistance (or continuity) Stator leads are shorted to
step 5. measured. ground; replace.
5. With engine off, unplug rectifier-regulator connector
and inspect connector terminals within connector 9. If stator tests good (steps 5-8), but system was
body and rectifier-regulator terminals for corrosion/ identified in step 3 as not working, failure is likely
arcing/damage. Repair/replace as needed. If OK, with rectifier-regulator. Replace rectifier-regulator,
proceed to next test. retest system to confirm repairs (step 4).

Electrical System
FUSES 4. Inspect fuse for a solid fusible link or a broken fusible

This engine has 3 blade type automotive fuses. link. Replace fuse if fusible link is broken. If you are
Replacement fuses must have same rating as blown not sure if fusible link is broken, replace fuse.
fuse. Use fuse chart below to determine correct fuse. 5. Insert fuse into fuse holder until it is seated properly.
Wire Color Fuse Rating Install fuse cover.
2 Purple Wires 30-amp Fuse 6. If replacement fuse fails, there is a problem within
circuit. Diagnostics are required. Identify which circuit
1 Red Wire w/Black Stripe is affected (see EFI System for electrical schematic)
10-amp Fuse
1 Red Wire w/White Stripe by identifying failed fuse/circuit. Perform
2 Red Wires 10-amp Fuse troubleshooting procedures appropriate for circuit
fuse that failed.
Fuse Replacement 7. Install fuse holder into fuse cover.
1. Shut engine off and remove key.
2. Locate fuse holders.
3. Remove fuse cover and pull out fuse. Inspect
condition of fuse.

Electrical System
40/50 Amp High Output Regulated Charging System
D
E
C F
F
A
B F
G F
A Battery B Starter C Kohler 60-Amp Fuse D Rectifier-Regulator

Flywheel Stator 4 Cooling Holes in
E F G Stator Wires
Assembly Flywheel
Stator
Stator is mounted on crankcase behind flywheel. Follow procedures in Disassembly/Inspection and Service and
Reassembly if stator replacement is necessary.
Rectifier-Regulator
NOTE: When installing rectifier-regulator, take note of terminal markings and install ring terminals accordingly.
Rectifier-regulator is mounted on a bracket on top of engine or OEM installed in application. Follow procedures
in Disassembly/Inspection and Service and Reassembly or refer to your equipment manual if rectifier-regulator
replacement is necessary.
High Output Charging Wiring Harness
In addition to main engine wiring harness (with 3 blade type automotive fuses), engines equipped with a high output
charging system will have a separate charging wiring harness with one (1) 60-amp large blade type automotive type
fuse. However, 30-amp fuse in main engine wiring harness is then nonfunctional. Purple charge wire ring terminals
in main engine wiring harness are completely sealed and retained using a special heat shrink cap for non use. No
service is required for this circuit.
40/50 Amp High Output Battery Charging System
NOTE: Always zero digital volt-ohm meter (DVOM) on each scale before testing to ensure accurate readings. Voltage
test should be made with engine running at specific test condition noted. Battery should be checked for state
of charge (non-operating voltage 12.5 VDC or lower, battery should be charged or replaced).
When problems occur in keeping a battery fully charged or a battery charges at a high rate, battery or charging
system may be at fault. Before performing any testing, battery must be fully charged.
To test charging system: a. With engine off and key switch in OFF position,
1. Inspect charging system fuse. If damaged, replace measure voltage at battery. If less than 12.4 VDC,
before continuing. recharge battery and retest. If 12.5 VDC continue
with tests.
2. Visually inspect system components and wiring.
Look for damaged or loose wire connections, b. Run engine at high speed no electrical or
including battery cables. mechanical load (greater than 3000 RPM). After
running 1 minute, measure voltage at battery.
3. Set DVOM to DC volts, place red (positive) lead of
tester on rectifier-regulator negative (-) post and i. If voltage increases to between 13-15 VDC,
black (negative) lead to battery negative (-) terminal. system is working correctly.
Run engine and observe volt reading on meter. If ii. If voltage increases to 15.5 VDC or higher,
voltage is 0.5 VDC or less, continue with testing. If system is overcharging. Replace rectifier-
voltage is higher than 0.5 VDC, inspect and repair regulator.
wiring/connections as needed (insufficient ground). iii. If voltage stays at 12.5 VDC or decreases,
4. Perform output tests a and b for charging system charging system is NOT operating, proceed to
using DVOM set to DC volts OR perform test c using step 5.
carbon pile test tool.

Electrical System
c. If a carbon pile test tool is available, connect tool 8. With engine off and stator ring terminals removed
to battery posts (Red positive +/Black negative -) from rectifier-regulator, check for resistance/
turn load knob counterclockwise (no load). Start continuity from stator leads (yellow wires) to ground.
and run engine at high speed (3600 RPM
optimal), adjust carbon pile voltage to 12 volts Condition Conclusion
and observe amperage on amp meter. Displayed Resistance is infinity ohms Stator is OK (not shorted
amperage should be near or at maximum rated (no continuity). to ground).
system output. (Follow tool directions for carbon
pile test procedures.) Resistance (or continuity) Stator leads are shorted to
measured. ground; replace.
Charge rate increases Charging system is OK 9. If stator tests good (steps 5-8), but system was
when load is applied. and battery was fully identified in step 4 as not working, failure is likely
charged. with rectifier-regulator. Replace rectifier-regulator,
Charge rate does not Test stator and rectifier- retest system to confirm repairs (step 4).
increase when load is regulator (steps 5-8).
applied
FUSES (High Output Charging System)
Engines equipped with a high output charging system
5. With engine off, remove terminal block cover from have one (1) 60-amp large blade type automotive fuse,
rectifier-regulator and inspect ring terminals and in addition to three (3) blade type automotive fuses.
rectifier-regulator studs for corrosion/arcing/damage. However, 30-amp fuse is then nonfunctional as 30-
Repair/replace as needed. If OK, proceed to next amp charging circuit has been disabled. Purple charge
test. wire ring terminals in main engine wiring harness are
6. Label each yellow stator wire (1, 2, 3) on ring completely sealed and retained using a special heat
terminal sheathing. Remove nuts retaining stator shrink cap for non use. No service is required for this
eyelets and cover each ring terminal with electrical circuit.
tape, to ensure no accidental contact can be made. Replacement fuses must have same rating as blown
NOTE: DVOM must be able to read to 0.05 ohms. fuse. Use fuse chart below to determine correct fuse.
Set DVOM to AC volts, place test lead to each Wire Color Fuse Rating
yellow stator wire ring terminal (under tape). Run 2 Purple Wires 30-amp Fuse
engine at high speed and monitor voltage. Measure 1 Red Wire w/Black Stripe
between each stator lead and ground (1-ground, 10-amp Fuse
1 Red Wire w/White Stripe
2-ground, 3-ground).
2 Red Wires 10-amp Fuse
Condition Conclusion High Output Charging System adds
Voltage is 17 volts AC or Stator is OK. In separate wiring harness Kohler 60-amp Fuse
more.
Voltage is less than 17 Stator is faulty. Continue Fuse Replacement
volts AC. with steps 7 and 8). 1. Shut engine off and remove key.
2. Locate fuse holders.
7. With engine off and stator ring terminals removed
from rectifier-regulator, check for resistance/ 3. Remove fuse cover and pull out fuse.
continuity between across stator leads (yellow wires; 4. Inspect fuse for a solid fusible link or a broken
1-2, 1-3, 2-3). fusible link. Replace fuse if fusible link is broken. If
you are not sure if fusible link is broken, replace
Condition Conclusion fuse.
Resistance is 0.1/0.2 Stator coil is OK. 5. Insert fuse into fuse holder until it is seated properly.
ohms. Install fuse cover.
Resistance is 0 ohms. Stator is shorted; replace. 6. If replacement fuse fails, there is a problem within
Resistance is infinity Stator is open; replace. circuit. Diagnostics are required. Identify which
ohms/no continuity. circuit is affected (see EFI System for electrical
schematic) by identifying failed fuse/circuit. Perform
troubleshooting procedures appropriate for circuit
fuse that failed.
7. Install fuse holder into fuse cover.

Electrical System
IGNITION SYSTEM Inspection

Spark Plug Inspect each spark plug as it is removed from cylinder
Spark Plug Component and Details head. Deposits on tip are an indication of general
condition of piston rings, valves, and carburetor.
A Normal and fouled plugs are shown in following photos:
Normal
B
Plug taken from an engine operating under normal

conditions will have light tan or gray colored deposits. If
center electrode is not worn, plug can be set to proper
C D gap and reused.
Worn
A Wire Gauge B Spark Plug
C Ground Electrode D Gap
NOTE: Do not clean spark plug in a machine using
abrasive grit. Some grit could remain in spark
plug and enter engine causing extensive wear
and damage.
Engine misfire or starting problems are often caused
by a spark plug that has improper gap or is in poor
condition.
Engine is equipped with following spark plugs:
Gap 0.76 mm (0.030 in.) On a worn plug, center electrode will be rounded and
gap will be greater than specified gap. Replace a worn
Thread Size 14 mm spark plug immediately.
Reach 19.1 mm (3/4 in.) Wet Fouled
Hex Size 15.9 mm (5/8 in.)
Refer to Maintenance for Repairs/Service Parts.
Service
Clean out spark plug recess. Remove plug and replace.
1. Check gap using wire feeler gauge. Adjust gap to
0.76 mm (0.030 in.).
2. Install plug into cylinder head.
3. Torque plug to 27 N·m (20 ft. lb.).
A wet plug is caused by excess fuel or oil in combustion

chamber. Excess fuel could be caused by a restricted air
cleaner, a carburetor problem, or operating engine with
too much choke. Oil in combustion chamber is usually
caused by a restricted air cleaner, a breather problem,
worn piston rings, or valve guides.

Electrical System
Carbon Fouled BATTERY

A 12-volt battery with 400 cold cranking amps (cca) is
generally recommended for starting in all conditions. A
smaller capacity battery is often sufficient if an
application is started only in warmer temperatures. Refer
to following table for minimum capacities based on
anticipated ambient temperatures. Actual cold cranking
requirement depends on engine size, application, and
starting temperatures. Cranking requirements increase
as temperatures decrease and battery capacity shrinks.
Refer to equipment's operating instructions for specific
battery requirements.
Battery Size Recommendations
Soft, sooty, black deposits indicate incomplete Temperature Battery Required
combustion caused by a restricted air cleaner, over rich
carburetion, weak ignition, or poor compression. Above 32°F (0°C) 200 cca minimum
Overheated 0°F to 32°F (-18°C to 0°C) 250 cca minimum
-5°F to 0°F (-21°C to -18°C) 300 cca minimum
-10°F (-23°C) or below 400 cca minimum
If battery charge is insufficient to turn over engine,
recharge battery.
Battery Maintenance
Regular maintenance is necessary to prolong battery
life.
Battery Test
Chalky, white deposits indicate very high combustion
temperatures. This condition is usually accompanied To test battery, follow manufacturer's instructions.
by excessive gap erosion. Lean carburetor settings,
an intake air leak, or incorrect spark timing are normal
causes for high combustion temperatures.

Starter System
NOTE: Do not crank engine continuously for more than 10 seconds. Allow a 60 second cool down period between
starting attempts. Failure to follow these guidelines can burn out starter motor.
NOTE: If engine develops sufficient speed to disengage starter but does not keep running (a false start), engine
rotation must be allowed to come to a complete stop before attempting to restart engine. If starter is engaged
while flywheel is rotating, starter pinion and flywheel ring gear may clash and damage starter.
NOTE: If starter does not crank engine, shut off starter immediately. Do not make further attempts to start engine until
condition is corrected.
NOTE: Do not drop starter or strike starter frame. Doing so can damage starter.
Engines in this series use solenoid shift starters.
Troubleshooting-Starting Difficulties
Starter does not energize. Battery Check specific gravity of battery. If low, recharge or replace
battery as necessary.
Wiring Clean corroded connections and tighten loose connections.
Replace wires in poor condition and with frayed or broken
insulation.
Starter Switch By-pass switch or solenoid with a jumper wire. If starter cranks
or Solenoid normally, replace faulty components. Remove and perform
individual solenoid test procedure.
Starter energizes but turns Battery Check specific gravity of battery. If low, recharge or replace
slowly. battery as necessary.
Brushes Check for excessively dirty or worn brushes and commutator.
Clean using a coarse cloth (not emery cloth).
Replace brushes if excessively or unevenly worn.
Transmission Make sure clutch or transmission is disengaged or placed
or in neutral. This is especially important on equipment with
Engine hydrostatic drive. Transmission must be exactly in neutral to
prevent resistance which could keep engine from starting.
Check for seized engine components such as bearings,
connecting rod, and piston.

Starter System
SOLENOID SHIFT ELECTRIC STARTERS Starter Disassembly

Solenoid Shift Starter Components NOTE: Do not reuse old retainer.
NOTE: Do not soak armature or use solvent when
H I cleaning. Wipe clean using a soft cloth, or use
compressed air.
J 1. Remove nut and disconnect positive (+) brush lead/
bracket from solenoid terminal.
G
K 2. Remove screws securing solenoid to starter.
F 3. Remove retaining ring from armature shaft using
L either a retaining ring pliers or snap ring removal
E tool, as described in Steps 4, and 5. Do not reuse
D M old retainer.
4. Remove thru (larger) bolts.
N
5. Remove commutator end plate assembly, containing
C brush holder, brushes, springs, and locking caps.
O Remove thrust washer from inside commutator end.
6. Remove frame from armature and drive end cap.
7. Remove rubber grommet and backing plate from
end cap.
P
8. Take out drive lever and pull armature out of drive
end cap.
Q 9. Remove thrust washer from armature shaft.
B
10. Push stop collar down to expose retaining ring.
R 11. Remove retainer from armature shaft. Save stop
collar.
S 12. Remove drive pinion assembly from armature.
13. Clean parts as required.
A T
Inspection
Check drive pinion and inspect following areas:
U
● Pinion teeth for abnormal wear or damage.
● Surface between pinion and clutch mechanism for
A Tube B Washer nicks or irregularities which could cause seal damage.
C Armature D Drive ● Check drive clutch by holding clutch housing and
E Stop F Retaining Ring rotating pinion. Pinion should rotate in only 1 direction.
G Collar H Drive End Cap Brushes and Springs
I Screw J Plunger Detail
K Spring L Lever
M Plate N Plug
O Solenoid P Frame and Field
Q Brush Holder R Nut A
Commutator End
S T Screw
Plate
U Bolt
When power is applied to starter, armature rotates. As
armature rotates, drive pinion moves out on drive shaft
splines and into mesh with flywheel ring gear. When
pinion reaches end of drive shaft, it rotates flywheel and
cranks engine.
When engine starts, flywheel rotates faster than starter A Wear Limit Length
armature and drive pinion. This moves drive pinion out Inspect both springs and brushes for wear, fatigue, or
of mesh with ring gear and into retracted position. When damage. Measure length of each brush. Minimum length
power is removed from starter, armature stops rotating for each brush is 7.6 mm (0.300 in.). Replace brushes if
and drive pinion is held in retracted position by anti-drift they are worn, undersize, or condition is questionable.
spring.

Starter System
Armature Starter Reassembly

Components and Details
NOTE: Always use a new retainer. Do not reuse old
A retainers that have been removed.
NOTE: Correctly installed, center pivot section of drive
lever will be flush or below machined surface of
housing.
1. Apply drive lubricant to armature shaft splines. Install
drive pinion onto armature shaft.
B 2. Install and assemble stop collar/retainer assembly.
A Commutator O.D. B Mica Insulation a. Install stop collar down onto armature shaft with
counter bore (recess) up.
b. Install a new retainer in larger (rear) groove of
armature shaft. Squeeze with a pliers to
compress it in groove.
C c. Slide stop collar up and lock it into place, so
recess surrounds retainer in groove. If necessary,
rotate pinion outward on armature splines against
retainer to help seat collar around retainer.
3. Install offset thrust (stop) washer so smaller offset of
E washer faces retainer/collar.
D
4. Apply a small amount of oil to bearing in drive end
cap, and install armature with drive pinion.
C Insulation Check D Armature Coil 5. Lubricate fork end and center pivot of drive lever
E Continuity Check with drive lubricant. Position fork end into space
1. Clean and inspect commutator (outer surface). Mica between captured washer and rear of pinion.
insulation must be lower than commutator bars 6. Slide armature into drive end cap and at same time
(undercut) to ensure proper operation of seat drive lever into housing.
commutator. 7. Install rubber grommet into matching recess of drive
2. Use an ohmmeter set to Rx1 scale. Touch probes end cap. Molded recesses in grommet should be
between 2 different segments of commutator, and out, matching and aligned with those in end cap.
check for continuity. Test all segments. Continuity 8. Install frame, with small notch forward, onto
must exist between all or armature is bad. armature and drive end cap. Align notch with
3. Check for continuity between armature coil corresponding section in rubber grommet. Install
segments and commutator segments. There should drain tube in rear cutout, if it was removed
be no continuity. If continuity exists between any 2 previously.
armature is bad. 9. Install flat thrust washer onto commutator end of
4. Check armature windings/insulation for shorting. armature shaft.
Shift Fork 10. Starter reassembly when replacing brushes/brush
Check that shift fork is complete, and pivot and contact holder assembly:
areas are not excessively worn, cracked, or broken. a. Hold starter assembly vertically on end housing,
and carefully position assembled brush holder
Brush Replacement assembly, with supplied protective tube, against
4 brushes and springs are serviced as a set. Use a new end of commutator/armature. Mounting screw
Kohler brush and spring kit if replacement is necessary. holes in metal clips must be up/out. Slide brush
1. Perform steps 1-5 in Starter Disassembly. holder assembly down into place around
commutator, and install positive (+) brush lead
2. Remove screws securing brush holder assembly to grommet in cutout of frame. Protective tube may
end cap (plate). Note orientation for reassembly later. be saved and used for future servicing.
Discard old brush holder assembly.
Starter reassembly when not replacing brushes/
3. Clean component parts as required. brush holder assembly:
New brushes and springs come preassembled in a a. Carefully unhook retaining caps from brush
brush holder with a protective sleeve that will also assemblies. Do not lose springs.
serve as an installation tool.
4. Perform steps 10-13 in Starter Reassembly
sequence. If starter has been disassembled,
installation must be done after armature, drive lever,
and frame are installed.

Starter System
b. Position brushes back in their slots so they are flush with I.D. of brush holder assembly. Insert brush
installation tool (with extension), or use tube described above from a prior brush installation, through brush
holder assembly, so holes in metal mounting clips are up/out.
c. Install brush springs and snap on retainer caps.
d. Hold starter assembly vertically on end housing, and carefully place tool (with extension) and assembled
original brush holder assembly onto end of armature shaft. Slide brush holder assembly down into place
around commutator, install positive (+) brush lead grommet in cutout of frame.
11. Install end cap onto armature and frame, aligning thin raised rib in end cap with corresponding slot in grommet of
positive (+) brush lead.
12. Install thru bolts and brush holder mounting screws. Torque bolts to 5.6-9.0 N·m (49-79 in. lb.) and brush holder
mounting screws to 2.5-3.3 N·m (22-29 in. lb.).
13. Hook plunger behind upper end of drive lever and install spring into solenoid. Insert mounting screws through
holes in drive end cap. Use these to hold solenoid gasket in position, then mount solenoid. Torque screws to
4.0-6.0 N·m (35-53 in. lb.).
14. Connect positive (+) brush lead/bracket to solenoid and secure with nut. Torque nut to 8-11 N·m (71-97 in. lb.). Do
not overtighten.
Solenoid Tests
NOTE: DO NOT leave 12 volt test leads connected to solenoid for any time over what is necessary for performing
each of individual tests. Internal damage to solenoid may occur.
Disconnect all leads from solenoid including positive brush lead attached to lower stud terminal. Remove mounting
hardware and separate solenoid from starter for testing.
To test solenoid pull-in coil/plunger:
Actuation
1. Use a 12 volt power supply and 2 test leads.
2. Connect 1 lead to flat spade S/start terminal on solenoid. Momentarily connect other lead to lower large post
terminal.
When connection is made solenoid should energize (audible click) and plunger retract. Repeat test several times.
Continuity
1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.
2. Perform solenoid pull-in coil/plunger actuation test and check for continuity. Ohmmeter should indicate continuity.
Repeat test several times.
To test solenoid hold-in coil:
Function
1. Connect a 12 volt test lead to flat spade S/start terminal on solenoid and other lead to body or mounting surface
of solenoid.
2. Manually push plunger IN and check if coil holds plunger retracted. Do not allow test leads to remain connected to
solenoid for a prolonged period of time.
Continuity
1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.
2. Perform preceding solenoid hold-in coil function test and check for continuity. Meter should indicate continuity.
Repeat test several times.
Solenoid fails to activate. Replace solenoid.
No continuity is indicated.
Plunger fails to stay retracted.

Disassembly/Inspection and Service
WARNING
negative (–) battery cable from battery.
Disconnect and ground spark plug lead(s)
before servicing.
External Engine Components
B C
F C
E
G
D A
B
P E
N
O
L
I
M
H
K
Heavy-Duty Air Low-Profile Air Low-Profile Air

A B C D Element Cover
Cleaner Cleaner Cleaner Cover
Low-Profile Air
E Paper Element F Precleaner G H Dipstick Tube
Cleaner Base
I Dipstick J Spark Plug Lead K Oil Drain Plug L O-ring
LPAC Support
M Oil Cooler N Nipple O Oil Filter P Bracket

Clean all parts thoroughly as engine is disassembled. Remove Air Cleaner Assembly (if equipped)
Only clean parts can be accurately inspected
and gauged for wear or damage. There are many Heavy Duty Air Cleaner
commercially available cleaners that will quickly remove 1. Remove nuts securing air cleaner assembly to
grease, oil, and grime from engine parts. When such a throttle body.
cleaner is used, follow manufacturer’s instructions and 2. Remove screws securing air cleaner assembly to air
safety precautions carefully. cleaner bracket and remove air cleaner assembly.
Make sure all traces of cleaner are removed before Low-Profile Air Cleaner ETB ECH EFI
engine is reassembled and placed into operation. Even 1. Loosen retaining knobs and remove cover.
small amounts of these cleaners can quickly break down
lubricating properties of engine oil. 2. Lift off element with precleaner.
Disconnect Spark Plug Leads

B
NOTE: Pull on boot only, to prevent damage to spark
plug lead.
Disconnect leads from spark plugs.
Drain Oil from Crankcase and Remove Oil Filter
NOTE: Some models are equipped with an oil drain
valve.
1. Remove oil fill cap, dipstick, and 1 oil drain plug.
A
2. Allow ample time for oil to drain from crankcase and
oil filter. A ETB Cover B Air Cleaner Base
3. Remove and discard oil filter. 3. Remove screws and ETB cover from front of base.
Remove Oil Cooler (if equipped) 4. Remove screws securing base to LPAC support
bracket (with fuses).
1. Use an 8 mm Allen wrench to remove oil filter
threaded nipple. 5. Remove nuts securing base to electronic throttle
body; lift off base and O-ring.
2. Separate filter adapter from closure plate, leaving oil
lines attached. Remove screws mounting oil cooler Low-Profile Air Cleaner
to blower housing, then remove cooler, lines, and 1. Loosen retaining knob and remove cover.
filter adapter as an assembly. 2. Remove wing nut from element cover.
Remove Muffler (if equipped) 3. Remove element cover, air cleaner element with
precleaner, and stud seal.
NOTE: Unless oxygen sensor is damaged or
malfunctioning, disassembly from muffler is 4. Remove nuts.
unnecessary. 5. Remove screws securing base and then remove
1. Disconnect oxygen sensor connector from wire base.
harness.
Remove Throttle Control Panel (if equipped)
2. Carefully remove sensor plug from bracket (ETB
ECH EFI only). 1. Disconnect throttle control cable.
3. Remove exhaust system and attaching hardware 2. Remove screws securing throttle control panel and
from engine. On engines equipped with port liners, remove panel from blower housing.
remove them now.
4. Remove oxygen sensor.

External Governor Control (ECH EFI) (if equipped)
B
A
C B
F D
F C
E
A G
H
Speed Control Throttle Actuator

A B Cable Clamp C Screw D
Bracket Lever (bottom)
Throttle Control Lever
E Spring Washer F G Flat Washer H Nut
(top)
I Return Spring
Remove External Governor Controls (if equipped)

1. Disconnect governor spring attaching governor lever to throttle actuator lever.
2. Disconnect throttle linkage spring. Remove throttle linkage bushing and throttle linkage from governor lever.
3. Loosen nut and remove governor lever from cross shaft.


Fuel Pump (ETB ECH EFI & ECH EFI)

Remove Lift Fuel Pump and Fuel Pump Module
B
C
E
I
H
F
G
Outlet to Fuel Pump

A Pulse Pump B Inlet Hose C D Pulse Hose
Module
Fuel Pump Module High Pressure Fuel
E Electrical Connector F Fuel Pump Module G H
Baffle Line Connector
Purge Port/Vent
I Oetiker Clamp J Fitting
Remove Lift Fuel Pump (if equipped) Mechanical Style Pumps

Mechanical style fuel pump is part of valve cover
Pulse Style Pumps assembly.
1. Disconnect fuel lines at pump outlet and in-line fuel
filter on tank to pulse pump line. 1. Disconnect fuel lines at pump outlet and in-line fuel
filter.
2. Disconnect pulse (vacuum) line from crankcase;
remove line from clamp on outer baffle. 2. Fuel pump will be removed with valve cover. Refer to
valve cover removal procedure.
3. Remove screws securing fuel pump to bracket on
blower housing.
4. Note or mark orientation of fuel pump, then remove
fuel pump with lines attached. On ETB ECH EFI
engines, route pulse line through large clamp on
valve cover.

Remove Fuel Pump Module (ETB ECH EFI & ECH

EFI)
1. Remove screws securing fuel pump module to
baffle. B
2. If engine has a lift fuel pump, inlet fuel line should
have been removed from fuel pump, keeping it A
attached at fuel pump module.
Do not cut Oetiker clamp unless fuel line or fuel
pump module are being replaced.
3. Disconnect yellow electrical connector by pulling up
on grey tab to release.
4. Wrap a shop towel completely around high pressure
fuel line connector.
5. Press release button(s) and slowly pull connector A Rear Starter Bracket B Closure Plate Screw
away from fuel pump module, allowing shop towel to 3. If equipped, remove screw securing rear starter bracket
absorb any residual fuel in high pressure fuel line. to closure plate.
Any spilled fuel must be completely wiped up
immediately. 4. Remove screws securing ECU bracket and starter;
remove bracket and starter.
6. Disconnect vent hose from top of fuel pump module.
Remove fuel pump module (with inlet fuel line) from ETB ECH EFI engines with high output charging
engine. system have black ground lead ring terminal and lock
washer on lower starter screw.
7. Remove screws securing fuel pump module baffle;
remove baffle. Remove Throttle Body
Remove Electronic Control Unit (ECU) (ETB ECH Throttle Body Components (ECH EFI)
EFI & ECH EFI)
A
C
D
B
C
B
A
A D
Electronic Control
A B ECU Bracket
Unit (ECU)
C Starter
1. Remove screws securing ECU to bracket. Throttle Position
A Throttle Body B Sensor (TPS)
2. Disconnect Black and Grey electrical connectors
from ECU. Intake Air Temperature D
C Breather Tube
(IAT) Sensor
Remove Electronic Control Unit Bracket and 1. Disconnect breather tube from throttle body.
Electric Starter Motor
2. On earlier engines with separate intake air
1. Disconnect leads from starter. temperature (IAT) and MAP sensors, disconnect IAT
2. Remove screw securing ECU bracket to blower sensor from throttle body.
housing. 3. Disconnect throttle position sensor connector.
4. Disconnect vent hose from throttle body.
5. Slide throttle body off intake manifold. 2. Remove screws securing bracket with fuse and
Electronic Throttle Body Components (ETB ECH EFI) diagnostic caps.
On oil filter side of certain engines, screw closest to
exhaust port may also secure engine temperature
A sensor lead between bracket and baffle. Note
placement for reassembly.
D
Remove High Output Charging System Rectifier-
Regulator and Electronic Throttle Body Components
(ETB ECH EFI)
B
B
C A
C
Electronic Throttle J
A B TPS/ETB Connector F
Body (ETB) D
C Vent Hose D Breather Hose
I
1. Slide clamp and disconnect breather hose from G
breather cover. E E
2. Disconnect vent hose from throttle body. H
K L
B
A
M
G N
Wire Tie H
A ETB Rib B Retention Teeth
3. Disconnect TPS/ETB connector. Carefully remove
retention teeth of wire tie securing TPS/ETB lead to
rib on ETB.
4. Lift ETB with O-ring off intake manifold. High Output Charging
A Fuse B TPS/ETB Connector
Disconnect Fuses and Remove ETB LPAC Support
Bracket Diagnostic
C Fuses D Connector
B Rectifier-Regulator
E F Rectifier-Regulator
Bracket
C C
D G Terminal Block Cover H Torx Screw
D
A A A I Clamp J Dipstick Tube
K Support Bracket L Screw
M Nut N Ring Terminal
D D
NOTE: Unless rectifier-regulator and high output
charging fuse cover/bracket are being replaced,
disassembly from regulator bracket is
Diagnostic unnecessary.
A Fuses B Connector 1. Remove fuses and diagnostic connector from caps.
C LPAC Support Bracket D Screw 2. Remove Torx screws and terminal block cover from
rectifier-regulator.
1. Disconnect fuse connectors on ETB LPAC support
bracket and allow them to hang. Disconnect 3. Remove nuts and ring terminals from rectifier-
diagnostic plug from cap. regulator. Using a pen, mark each yellow stator wire
1, 2, 3.

4. Remove nuts securing rectifier-regulator bracket and

ETB; remove screws securing bracket to engine.
Some engines also have a dipstick tube support B
bracket secured with this bracket on #1 side. A
Remove screw and clamp securing tube to support
bracket. Tube can stay in closure plate.
On oil filter side of certain engines, screw closest to
exhaust port may also secure engine temperature
sensor lead between bracket and baffle. Note
placement for reassembly.
5. Slide clamp and disconnect breather hose from Wire Tie
breather cover. A ETB Rib B Retention Teeth
6. Disconnect vent hose from throttle body. 7. Disconnect TPS/ETB connector. Carefully remove
retention teeth of wire tie securing TPS/ETB lead to
rib on ETB.
8. Lift ETB with O-ring off intake manifold.
G
B
C D
H F
A
B
A Debris Screen B Blower Housing C Outer Baffle D Breather Cover

Engine Temperature
E Oil SentryTM F G Inner Baffle H Debris Screen Guard
Sensor
Remove Debris Screen Guard (if equipped)

Remove screws (and spacers) securing debris screen guard and remove debris screen guard.
Remove Debris Screen (if equipped)
NOTE: Fan will be loose, but cannot be removed until after blower housing is removed.
1. Remove socket head cap screws securing metal grass screen and remove screen.
2. Remove spacers, paying attention to curvature of spring washers between spacers and fan.
3. If there is a plastic grass screen attached to fan, remove screws securing grass screen. Removing screen will
expose screws fastening fan to flywheel.

Remove Outer Baffles and Blower Housing Engine Temperature Sensor Lead
NOTE: Some engines may have 2 fuses mounted to a
bracket above ECU, and a third in-line fuse by B
rectifier-regulator.
1. Disconnect plug from rectifier-regulator (standard A
charging system).
2. Remove silver or green plated rectifier-regulator
ground strap/ground lead screw fastened to blower
housing then crankcase/backing plate. Rectifier- Engine Temperature
regulator does not have to be detached from blower A Baffle Screw B Sensor Lead
housing.
1. Remove screw securing inner baffle and engine
3. Disconnect 3 fuse connectors on outer baffle and temperature sensor lead.
allow them to hang (standard charging system).
2. Disconnect engine temperature sensor lead
4. Remove screws securing outer baffles. Note location connector from wiring harness.
of any lifting strap and position of short screws for
reassembly. Coil and any hoses may remain Remove Inner Baffles and Breather Cover
attached to baffle after being unplugged or
disconnected. 1. Remove screws securing inner baffles to breather
cover/crankcase.
5. Remove outer baffles.
2. Remove inner (valley) baffles. On ETB ECH EFI
On ETB ECH EFI engines, open clip on #1 side engines, unplug wiring harness from #1 side baffle.
ignition coil screw and remove wiring harness;
remove evap connector secured to #2 side baffle. 3. Remove remaining screws from breather cover.
6. Remove remaining screws securing blower housing. 4. Pry under protruding edge of breather cover with a
Remove blower housing. screwdriver to break gasket seal. Do not pry on
sealing surfaces as it could cause damage resulting
Remove Oil Sentry™ in leaks.
NOTE: This is optional. Removing Oil Sentry™ is not 5. Remove breather cover and gasket.
required to remove breather cover.
1. Disconnect lead from Oil Sentry™ switch.
2. Remove Oil Sentry™ switch from breather cover.
Remove Engine Temperature Sensor (ETB ECH EFI
& ECH EFI) or Engine Temperature Sensor Lead
(ETB ECH EFI)
Engines will have either a sensor mounted in breather
cover or a sensor lead that secures on #2 cylinder
valley baffle closest to exhaust port. Follow disassembly
procedure for design on engine being serviced.
Engine Temperature Sensor (Breather Cover)
NOTE: Unless engine temperature sensor is damaged
or malfunctioning, disassembly from breather
cover is unnecessary.
1. Disconnect connector from engine temperature
sensor.
2. Remove engine temperature sensor from breather
cover.
3. If still connected, remove breather hose from
breather cover.

Intake Manifold Components (ETB ECH EFI & ECH EFI)
H F
A
E
D B
C
D
B
MAP or TMAP
A Sensor B Fuel Injector C Fuel Rail D Metal Retaining Clip
Crankshaft Position Crankshaft Position

E Intake Manifold F Sensor (Earlier G Sensor (Later H ETB Intake Manifold
Design Bracket Design Bracket)
Remove Crankshaft Position Sensor and Bracket 1. Disconnect electrical connector.

NOTE: Do not remove sensor from bracket unless 2. Remove screw and pull injector out of intake
sensor is being replaced. manifold for each injector.
1. Remove screws securing crankshaft position sensor 3. When removed, pull metal retaining clip connecting
bracket. fuel injector to fuel injector cap. There may be some
fuel left in line. Any spilled fuel must be cleaned up
2. Disconnect electrical connector from crankshaft immediately.
position sensor.
Remove Intake Manifold
Remove Manifold Absolute Pressure (MAP) Sensor
or Temperature/Manifold Absolute Pressure (TMAP) 1. Remove screw securing a ring terminal which is part
Sensor) of wiring harness to #1 side crankcase post.
NOTE: Unless sensor is damaged or malfunctioning, 2. On ETB ECH EFI standard charging system
disassembly from intake manifold is engines, remove purple B+ wire from rectifier-
unnecessary. regulator connector. Unplug wiring harness from
backing plate. Remove screw securing wiring
1. With a screwdriver, slide locking tab on electrical harness to #1 side crankcase post.
connector.
3. Remove screws securing intake manifold to cylinder
2. Detach connector. heads. Note which screws hold wiring clamp.
3. Remove screw and pull sensor out of intake 4. If replacing wiring harness, unclasp harness from
manifold. clip using a screwdriver.
Remove Fuel Injectors 5. Remove intake manifold and intake manifold
gaskets.
NOTE: Unless fuel injectors are damaged or
malfunctioning, disassembly from intake 6. Leave wiring harness attached to manifold.
manifold is unnecessary.
NOTE: Make note of position of fuel injector before
removing.

Cylinder Head Components
F
P
A
C
G B
D
E
H
L I
J
N K
O M
A Valve Cover B Valve Cover Gasket C Hex Flange Screw D Rocker Arm Pivot
E Rocker Arm F Push Rod G Hydraulic Lifter H Valve Cap
Valve Spring
I Valve Keeper J Valve Spring K Valve Seal L Retainer
Cylinder Head
M Cylinder Head N O Valve P Dowel Pin
Gasket
Remove Valve Covers

1. Remove screws securing each valve cover. Note valve cover differences for proper location in reassembly.
Ensure any brackets and clips/clamps removed are reassembled in same location.
2. Covers should lift off without prying.
Remove Spark Plugs
Remove spark plug from each cylinder head.
Remove Cylinder Heads and Hydraulic Lifters
NOTE: Cylinder heads are retained using either screws or nuts and washers on studs. Do not interchange or mix
components.
1. Remove screws or nuts and washers securing each cylinder head. Discard screws or nuts and washers once
removed. Do not reuse. Studs (if present) should only be removed if damaged or if cylinder reconditioning is
necessary. Once removed, they must be replaced.
2. Mark location of push rods as either intake or exhaust and cylinder 1 or 2. Push rods should always be reinstalled
in same positions.
3. Carefully remove push rods, cylinder heads, and head gaskets.
4. Remove lifters from lifter bores. Use a hydraulic lifter tool. Do not use a magnet to remove lifters. Mark lifters by
location, as either intake or exhaust, and cylinder 1 or 2. Hydraulic lifters should always be reinstalled in same
position.

Inspection Disassemble Cylinder Heads

Check base surface of hydraulic lifters for wear or
damage. If lifters need to be replaced, apply a liberal NOTE: These engines use valve stem seals on intake
coating of Kohler lubricant (see Tools and Aids) to base and exhaust valves. Use a new seal whenever
of each new lifter before it is installed. valve is removed or if seal is deteriorated or
damaged in any way. Never reuse an old seal.
1. Remove screws, rocker arm pivots and rocker arms
Bleeding Lifters from cylinder head. Note screw color for reassembly.
To prevent a possible bent push rod or broken rocker
arm, it is important to bleed any excess oil out of lifters 2. Compress valve springs using a valve spring
before they are installed. compressor.
1. Cut a 50-75 mm (2-3 in.) piece from end of an old 3. Once valve spring is compressed, remove valve
push rod and chuck it in a drill press. spring keepers, then remove following items.
2. Lay a rag or shop towel on table of drill press and ● Valve spring retainers
place lifter, open end up, on towel. ● Valve springs
● Valve spring caps
3. Lower chucked push rod until it contacts plunger in ● Intake and exhaust valve (mark position)
lifter. Slowly pump plunger 2 or 3 times to force oil ● Valve stem and seals (intake and exhaust)
out of feed hole in side of lifter.
4. Repeat above procedure for other cylinder head. Do
not interchange parts from 1 cylinder head to other.
Inspection and Service

Valve Details
EXHAUST
INSERT
EXHAUST VALVE INTAKE VALVE
F F
E C B A E
G D G
A
H H
INTAKE
D INSERT
B A
Dimension Intake Exhaust

A Seat Angle 89° 89°
B Insert O.D. 36.987/37.013 mm (1.4562/1.4572 in.) 32.987/33.013 mm (1.2987/1.2997 in.)
C Guide Depth 4 mm (0.1575 in.) 4 mm (0.1575 in.)
D Guide I.D. 7.038/7.058 mm (0.2771/0.2779 in.) 7.038/7.058 mm (0.2771/0.2779 in.)
E Valve Head Diameter 33.37/33.63 mm (1.3138/1.3240 in.) 29.37/29.63 mm (1.1563/1.1665 in.)
F Valve Face Angle 45° 45°
G Valve Margin (Min.) 1.5 mm (0.0591 in.) 6.982/7.000 mm 1.5 mm (0.0591 in.)
H Valve Stem Diameter (0.2749/0.2756 in.) 6.970/6.988 mm (0.2744/0.2751 in.)

After cleaning, check flatness of cylinder head and Lapping Valves

corresponding top surface of crankcase, using a NOTE: Exhaust valves that are black in color cannot be
surface plate or precision straight edge and feeler ground and do not require lapping.
gauge. Maximum allowable out of flatness is 0.076 mm Reground or new valves must be lapped in, to provide
(0.003 in.). proper fit. Use a hand valve grinder with a suction cup
Carefully inspect valve mechanism parts. Inspect valve for final lapping. Lightly coat valve face with a fine grade
springs and related hardware for excessive wear or of grinding compound, then rotate valve on its seat with
distortion. Check valves and valve seat area or inserts grinder. Continue grinding until a smooth surface is
for evidence of deep pitting, cracks, or distortion. Check obtained on seat and on valve face. Thoroughly clean
clearance of valve stems in guides. See valve details cylinder head in soap and hot water to remove all traces
and specifications. of grinding compound. After drying cylinder head, apply
Hard starting or loss of power accompanied by high a light coating of SAE 10 oil to prevent rusting.
fuel consumption may be symptoms of faulty valves. Valve Stem Seal
Although these symptoms could also be attributed to These engines use valve stem seals on intake and
worn rings, remove and check valves first. After removal, exhaust valves. Always use a new seal when valves
clean valve heads, faces, and stems with a power wire are removed from cylinder head. Seals should also be
brush. Then, carefully inspect each valve for defects replaced if deteriorated or damaged in any way. Never
such as a warped head, excessive corrosion, or a worn reuse an old seal.
stem end. Replace valves found to be in bad condition.
Valve Guides
If a valve guide is worn beyond specifications, it will not
guide valve in a straight line. This may result in burnt
valve faces or seats, loss of compression, and excessive
oil consumption.
To check valve guide-to-valve stem clearance,
thoroughly clean valve guide and, using a split-ball
gauge, measure inside diameter of guide. Then, using
an outside micrometer, measure diameter of valve stem
at several points on stem where it moves in valve guide.
Use largest stem diameter to calculate clearance by
subtracting stem diameter from guide diameter. If intake
clearance exceeds 0.038/0.076 mm (0.0015/0.0030
in.) or exhaust clearance exceeds 0.050/0.088 mm
(0.0020/0.0035 in.), determine whether valve stem or
guide is responsible for excessive clearance.
Maximum (I.D.) wear on intake valve guide is 7.134 mm
(0.2809 in.) while 7.159 mm (0.2819 in.) is maximum
allowed on exhaust guide. Guides are not removable but
can be reamed 0.25 mm (0.010 in.) oversize. Valves with
0.25 mm oversize stems must then be used.
If guides are within limits but valve stems are worn
beyond limits, install new valves.
Valve Seat Inserts
Hardened steel alloy intake and exhaust valve seat
inserts are press fitted into cylinder head. Inserts are
not replaceable but can be reconditioned if not too badly
pitted or distorted. If cracked or badly warped, cylinder
head should be replaced.
Recondition valve seat inserts following instructions
provided with valve seat cutter being used. Final cut
should be made with an 89° cutter as specified for
valve seat angle. Cutting proper 45° valve face angle
as specified, and proper valve seat angle (44.5°, half of
full 89° angle), will achieve desired 0.5° (1.0° full cut)
interference angle where maximum pressure occurs on
outside diameters of valve face and seat.

Flywheel Components
H
E I
G
F
F
F
F
C
D
A Flywheel Fan B Flywheel C Stator D Backing Plate

4 Cooling Holes in
High Output High Output High Output Charging
High Output
E Charging System F G Charging H System Shim
Charging System
Flywheel System Stator Baffle
Flywheel
I UP Stamp
Remove Fan and Flywheel

NOTE: Always use a flywheel strap wrench or holding tool to hold flywheel when loosening or tightening flywheel
screw. Do not use any type of bar or wedge to hold flywheel. Use of such tools could cause flywheel to
become cracked or damaged.
NOTE: Always use a flywheel puller to remove flywheel from crankshaft. Do not strike crankshaft or flywheel, as
these parts could become cracked or damaged. Striking puller or crankshaft can cause crank gear to move,
affecting crankshaft endplay.
NOTE: High output charging system flywheel (identified by 4 large cooling holes) has very strong magnets. Magnet
assembly guard on interior of this flywheel has a thin, sharp edge. Wear protective gloves when handling this
flywheel.
1. Remove shoulder bolts securing fan if still attached and remove fan.
2. Use a flywheel strap wrench or holding tool (see Tools and Aids) to hold flywheel and loosen screw securing
flywheel to crankshaft.
3. Remove screw and washer.
4. Use a flywheel puller to remove flywheel from crankshaft. ETB ECH EFI engines with high output charging system
have a flywheel with very strong magnets. Wear protective gloves and use a flywheel puller to remove this
flywheel.
5. Remove woodruff key.

Inspection Governor Gear Assembly (if equipped)

Inspect flywheel for cracks and flywheel keyway for
damage. Replace flywheel if it is cracked. Replace Governor Shaft Press Depth Details
flywheel, crankshaft, and key if flywheel key is sheared
or keyway is damaged. A
Inspect ring gear for cracks or damage. Kohler does not
provide ring gear as a serviceable part. Replace flywheel
if ring gear is damaged. B
Remove Stator and Backing Plate (ETB ECH EFI & C
ECH EFI)
1. Remove screws securing backing plate. Remove
backing plate.
2. Remove screws and stator. Note position/routing of
stator lead.
3. On ETB ECH EFI engines with high output charging
system, note position of UP stamp on shim baffle for
reassembly; remove shim baffle.
Remove Closure Plate Assembly
1. Remove screws securing closure plate to crankcase. A Gear Shaft
2. Locate splitting tabs cast into perimeter of closure B 19.40 mm (0.7638 in.)
plate. Insert drive end of a 1/2 in. breaker bar C 34.0 mm (1.3386 in.) 33.5 mm (1.3189 in.)
between splitting tab and crankcase and turn it to
loosen seal. Do not pry on sealing surfaces as this Governor gear assembly is located inside closure
can cause leaks. plate. If service is required, continue with Inspection,
Disassembly, and Reassembly.
Inspection
Inspect oil seal in closure plate and remove it if it is worn Inspection
or damaged. Refer to Install Closure Plate Oil Seal in Inspect governor gear teeth. Replace gear if it is worn,
Reassembly for new oil seal installation. chipped, or if any teeth are missing. Inspect governor
weights. They should move freely in governor gear.
Inspect main bearing surface for wear or damage (refer
to Specifications). Replace closure plate assembly if Disassembly
required. NOTE: Governor gear is held onto shaft by small
molded tabs in gear. When gear is removed from
shaft, these tabs are destroyed and gear must
be replaced. Therefore, remove gear only if
absolutely necessary.
Governor gear must be replaced once it is removed from
closure plate.
1. Remove regulating pin and governor gear assembly.
2. Remove locking tab thrust washer located under
governor gear assembly.
3. Carefully inspect governor gear shaft and replace it
only if it is damaged. After removing damaged shaft,
press or lightly tap replacement shaft into closure
plate to depth shown.
Reassembly
1. Install locking tab thrust washer on governor gear
shaft with tab down.
2. Position regulating pin within governor gear/flyweight
assembly and slide both onto governor shaft.

Oil Pump Assembly (Style A) Oil Pump Assembly (Style B)

Oil Pump (Style A) Torque Sequence Oil pump is mounted inside closure plate. If service is
required, continue with Disassembly, Inspection, and
Reassembly.
1 Disassembly
1. Remove screws.
2 2. Lift oil pump assembly from closure plate. Remove
outer gerotor gear from closure plate.
3. Ensure ball and spring remain installed in pressure
relief hole of closure plate. If ball and spring fall out
of pressure relief hole, see reassembly for correct
installation.
4. Remove oil pump cover O-ring from groove in
closure plate.
Inspection
Inspect oil pump housing, gear, and rotors for nicks,
Oil pump is mounted inside closure plate. If service is burrs, wear, or any visible damage. Inspect oil pump
required, continue with Disassembly, Inspection, and cover O-ring for cuts, nicks, or any visible damage. If any
Reassembly. parts are worn or damaged, replace oil pump assembly
Disassembly and/or O-ring. Check oil pickup screen for damage or
1. Remove screws. restriction, replace if necessary.
2. Remove oil pump assembly from closure plate. Reassembly
1. Lubricate outer gerotor gear with oil. Install outer
3. Remove oil pump rotor. Unhook locking clip, and gerotor gear through shaft of oil pump, around inner
care fully pull it free from oil pump housing. gerotor gear. Matching molding dots on inner and
Relief valve is a one-piece style, staked to oil pump outer gerotor gears is not necessary and will not
housing. Removal should not be attempted, nor is affect oil pump efficiency.
internal servicing possible. If a problem with relief 2. Reinstall ball, then spring into pressure relief hole in
valve is encountered, oil pump should be replaced. closure plate.
Inspection 3. Reinstall O-ring into groove in closure plate; make
Inspect oil pump housing, gear, and rotors for nicks, sure it is fully seated in groove.
burrs, wear, or any visible damage. If any parts are worn
or damaged, replace oil pump. 4. Install oil pump inserting center shaft into
corresponding recess in closure plate. Apply
Reassembly consistent downward pressure to oil pump cover,
1. Install oil pickup to oil pump body. Lubricate O-ring compressing oil pressure relief spring and start
with oil and make sure it remains in groove as screws. Secure oil pump by torquing screws (in no
pickup is being installed. specific sequence) to 9.0 N·m (80 in. lb.).
2. Install rotor. 5. After torquing, rotate gear and check for freedom of
3. Install oil pump body to closure plate and secure movement. Make sure there is no binding. If binding
with screws. Torque screws as follows: occurs, loosen screws, reposition pump, retorque
a. Install fastener into location 1 and lightly tighten screws and recheck movement.
to position pump.
b. Install fastener into location 2 and fully torque to
recommended value.
c. Torque fastener in location 1 to recommended
value.
First Time Installation: 10.7 N·m (95 in. lb.)
All Reinstallations: 6.7 N·m (60 in. lb.)
4. After torquing, rotate gear and check for freedom of
movement. Make sure there is no binding. If binding
occurs, loosen screws, reposition pump, retorque
screws and recheck movement.

Crankcase Components
R V
T
S U
P O
X L
I J
G N M Q
E
K
L
H J
F
Y
D
C
A
B
Closure Plate Gerotor Gears Oil Pump Assembly

A Closure Plate Seal B C D
(Style A) (Style A) (Style A)
E Governor Shaft F Governor Washer G Governor Gear H Governor Cup
I Camshaft J Connecting Rod K Crankshaft L Piston (Style B)
Piston Pin Retainer Governor Cross
M Piston Pin N O Crankcase P
Clip Shaft
Closure Plate
Q Piston Rings R S Ball (Style B) T Spring (Style B)
(Style B)
Oil Pump Cover Outer Gerotor Gear Oil Pump Assembly Oil Pick-Up Tube
U V W X
O-ring (Style B) (Style B) (Style B) (Style B)
Y Piston (Style A)
Remove Camshaft Remove Governor Cross Shaft (if equipped)

Remove camshaft. 1. Remove retainer and nylon washer, from governor
Inspection and Service cross shaft.
NOTE: To prevent repeat failures, camshaft and 2. Remove cross shaft through inside of crankcase.
crankshaft should always be replaced as a set.
Check lobes of camshaft for wear or damage. See
Specifications for minimum lift tolerances. Measurement
must be performed while valve train is still assembled.
Inspect cam gear for badly worn, chipped or missing
teeth. Replacement of camshaft will be necessary if any
of these conditions exist.

Governor Cross Shaft Oil Seal (if equipped) Piston and Rings
Cross Shaft Oil Seal Details Inspection
A B Piston and Rings Components and Details
A A
B
B
C C
D
D
E
F
Style A E Style B
Top Compression
A Piston B
Ring
Middle Compression
C D Rails
Ring
A 2.0 mm (0.0787 in.)
Oil Control Ring
B Governor Cross Shaft Seal E Expander F (3 Piece)
If governor cross shaft seal is damaged and/or leaks, NOTE: Rings must be installed correctly. Ring
replace it using these following procedures. installation instructions are usually included with
Remove oil seal from crankcase and replace it with a new ring sets. Follow instructions carefully. Use
new one. Lightly coat outer diameter of governor cross a piston ring expander to install rings. Install
shaft seal with P80 Emulsion Lubricant (refer to Tools bottom (oil control) ring first and top
and Aids). Install new seal to depth shown using a seal compression ring last.
installer. Scuffing and scoring of pistons and cylinder walls occurs
when internal engine temperatures approach welding
Remove Connecting Rods with Pistons and Rings point of piston. Temperatures high enough to do this are
NOTE: If a carbon ridge is present at top of either created by friction, which is usually attributed to improper
cylinder bore, use a ridge reamer tool to remove lubrication and/or overheating of engine.
it before attempting to remove piston. Normally, very little wear takes place in piston boss-
NOTE: Cylinders are numbered on crankcase. Use piston pin area. If original piston and connecting rod can
numbers to mark each end cap, connecting rod be reused after new rings are installed, original pin can
and piston for reassembly. Do not mix end caps also be reused but new piston pin retainers are required.
and connecting rods. Piston pin is included as part of piston assembly – if pin
boss in piston or pin are worn or damaged, a new piston
1. Remove screws securing closest connecting rod end assembly is required.
cap. Remove end cap.
Ring failure is usually indicated by excessive oil
2. Carefully remove connecting rod and piston consumption and blue exhaust smoke. When rings fail,
assembly from cylinder bore. oil is allowed to enter combustion chamber where it is
3. Repeat above procedure for other connecting rod burned along with fuel. High oil consumption can also
and piston assembly. occur when piston ring end gap is incorrect because
4. Remove piston pin from piston for inspection. Use a ring cannot properly conform to cylinder wall under this
small screwdriver to pry pin retainer out of groove. condition. Oil control is also lost when ring gaps are not
staggered during installation.
When cylinder temperatures get too high, lacquer and
varnish collect on pistons causing rings to stick, which
results in rapid wear. A worn ring usually takes on a
shiny or bright appearance.
Scratches on rings and pistons are caused by abrasive
material such as carbon, dirt, or pieces of hard metal.
Detonation damage occurs when a portion of fuel charge
ignites spontaneously from heat and pressure shortly
after ignition. This creates 2 flame fronts which meet and
explode to create extreme hammering pressures on a

specific area of piston. Detonation generally occurs from 80 mm bore engines: Top compression ring end gap
using low octane fuels. is 0.100/0.279 mm (0.0039/0.0110 in.). Middle
Preignition or ignition of fuel charge before timed spark compression ring end gap is 1.400/1.679 mm
can cause damage similar to detonation. Preignition (0.0551/0.0661 in.).
damage is often more severe than detonation damage. 83 mm bore engines: Top compression ring end gap
Preignition is caused by a hot spot in combustion is 0.189/0.277 mm (0.0074/0.0109 in.). Middle
chamber from sources such as glowing carbon deposits, compression ring end gap is 1.519/1.797 mm
blocked cooling fins, an improperly seated valve, or (0.0598/0.0708 in.).
wrong spark plug(s). 5. After installing new compression (top and middle)
Replacement pistons are available in STD bore size, and rings on piston, make sure ring-to-groove side
in 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) oversize. clearance is 0.030/0.070 mm (0.001/0.0026 in.). If
Replacement pistons include new piston ring sets and side clearance is greater than specified, a new
new piston pins. piston must be used.
Replacement ring sets are also available separately
for STD, 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) Install New Piston Rings
oversize pistons. Always use new piston rings when Piston Ring Orientation
installing pistons. Never use old rings.
Some important points to remember when servicing
piston rings: E
Piston Style A
1. Cylinder bore must be de-glazed before service ring F
sets are used.
2. If cylinder bore does not need re-boring and if old
piston is within wear limits and free of score or scuff A
marks, old piston may be reused. D
3. Remove old rings and clean up grooves. Never 10°
reuse old rings.

10°
4. Before installing new rings on piston, place top 2
rings, each in turn, in its running area in cylinder
bore and check end gap. Top and center B
compression ring end gap clearance is 0.25/0.56
mm (0.010/0.022 in.) with maximum wear limit of
0.94 mm (0.037 in.).
5. After installing new compression (top and middle) C
rings on piston, check side clearance. If side
clearance is greater than specified, a new piston Top Oil Ring Rail Bottom Oil Ring Rail
must be used. A B
Gap Gap
Model ECH630-749 engines: Top compression Oil Ring Expander
ring-to-groove side clearance is 0.050/0.095 mm C Middle Ring Gap D Gap
(0.0019/0.0037 in.). Middle compression ring-to-
groove side clearance is 0.030/0.075 mm E Top Ring Gap F FLY Stamp
(0.0012/0.00307 in.). NOTE: Rings must be installed correctly. Ring
Model CH26, CH735, CH745 engines: Top installation instructions are usually included with
compression ring-to-groove side clearance is new ring sets. Follow instructions carefully. Use
0.025/0.048 mm (0.0010/0.0019 in.). Middle a piston ring expander to install rings. Install
compression ring-to-groove side clearance is bottom (oil control) ring first and top
0.015/0.037 mm (0.0006/0.0015 in.). compression ring last.
Piston Style B To install new piston rings, proceed as follows:
1. Cylinder bore must be de-glazed before service ring 1. Oil control ring (bottom groove): Install expander and
sets are used. then rails. Make sure ends of expander are not
2. If cylinder bore does not need re-boring and if old overlapped.
piston is within wear limits and free of score or scuff 2. Middle compression ring (center groove): Install
marks, old piston may be reused. center ring using a piston ring installation tool. Make
3. Remove old rings and clean up grooves. Never sure identification mark is up or colored dye stripe
reuse old rings. (if contained), is to left of end gap.
4. Before installing new rings on piston, place top 2 3. Top compression ring (top groove): Install top ring
rings, each in turn, in its running area in cylinder using a piston ring expander. Make sure
bore and check end gap. identification mark is up or colored dye stripe
(if contained), is to left of end gap.

Connecting Rods NOTE: If crankpin is reground, visually check to ensure

fillet blends smoothly with crankpin surface.
Offset, stepped-cap connecting rods are used in all
these engines. NOTE: To prevent repeat failures, camshaft and
crankshaft should always be replaced as a set.
Inspection and Service
Check bearing area (big end) for excessive wear, Inspect gear teeth of crankshaft. If teeth are badly worn,
score marks, running and side clearances (refer to chipped, or some are missing, replacement of crankshaft
Specifications). Replace rod and cap if scored or will be necessary.
excessively worn. Inspect crankshaft bearing surfaces for scoring,
Service replacement connecting rods are available in grooving, etc. Some engines have bearing inserts in
STD crankpin size and 0.25 mm (0.010 in.) undersize. crankshaft bore of closure plate and/or crankcase.
0.25 mm (0.010 in.) undersized rod can be identified by Do not replace bearings unless they show signs of
drilled hole located in lower end of rod shank. Always damage or are out of running clearance specifications. If
refer to appropriate parts information to ensure correct crankshaft turns easily and noiselessly, and there is no
replacements are used. evidence of scoring, grooving, etc., on races or bearing
surfaces, bearings can be reused.
Remove Crankshaft Inspect crankshaft keyways. If they are worn or chipped,
Carefully pull crankshaft from crankcase. replacement of crankshaft will be necessary.
Inspection and Service Inspect crankpin for score marks or metallic pickup.
Slight score marks can be cleaned with crocus cloth
Crankshaft Components and Details soaked in oil. If wear limits, as stated in Specifications
and Tolerances are exceeded, it will be necessary to
either replace crankshaft or regrind crankpin to 0.25 mm
A (0.010 in.) undersize. If reground, a 0.25 mm (0.010 in.)
undersize connecting rod (big end) must then be used to
achieve proper running clearance. Measure crankpin for
B size, taper, and out-of-round.
Connecting rod journal can be ground one size under.
C When grinding a crankshaft, grinding stone deposits
can get caught in oil passages, which could cause
severe engine damage. Removing crankpin plug when
D crankshaft is ground provides easy access for removing
any grinding deposits collected in oil passages.
Use these following procedures to remove and replace
plug.
Procedure to Remove Crankshaft Plug:
1. Drill a 3/16 in. hole through plug in crankshaft.
A Self-Tapping Screw B Flat Washer
2. Thread a 3/4 in. or 1 in. long self-tapping screw with
C Plug D Crankshaft a flat washer into drilled hole. Flat washer must be
large enough to seat against shoulder of plug bore.
F
3. Tighten self-tapping screw until it draws plug out of
crankshaft.
Procedure to Install New Plug:
Use a single cylinder camshaft pin as a driver and tap
plug into plug bore until it seats at bottom of bore. Make
G sure plug is tapped in evenly to prevent leakage.
E
Remove Flywheel End Oil Seal
Remove oil seal from crankcase.
H
Fillet Must Blend Smoothly with Bearing Journal

E Surface
F High Point from Fillet Intersections
G 45° Minimum
H This Fillet Area Must Be Completely Smooth

Crankcase 2. With lower edge of each stone positioned even with

lowest edge of bore, start drill and honing process.
Inspection and Service Move hone up and down while resizing to prevent
Check all gasket surfaces to make sure they are free of formation of cutting ridges. Check size frequently.
gasket fragments. Gasket surfaces must also be free of
deep scratches or nicks. 3. When bore is within 0.064 mm (0.0025 in.) of
desired size, remove coarse stones and replace
Inspect main bearing (if so equipped) for wear or them with burnishing stones. Continue with
damage (refer to Specifications). Replace crankcase burnishing stones until bore is within 0.013 mm
using a miniblock or short block as required. (0.0005 in.) of desired size and then use finish
Check cylinder bore wall for scoring. In severe cases, stones (220-280 grit) and polish bore to its final size.
unburned fuel can cause scuffing and scoring of cylinder A crosshatch should be observed if honing is done
wall. It washes necessary lubricating oils off piston and correctly. Crosshatch should intersect at
cylinder wall. As raw fuel seeps down cylinder wall, approximately 23°-33° off horizontal. Too flat an
piston rings make metal to metal contact with wall. angle could cause rings to skip and wear
Scoring of cylinder wall can also be caused by localized excessively, and too steep an angle will result in high
hot spots resulting from blocked cooling fins or from oil consumption.
inadequate or contaminated lubrication. 4. After resizing, check bore for roundness, taper, and
If cylinder bore is badly scored, excessively worn, size. Use an inside micrometer, telescoping gauge,
tapered, or out-of-round, resizing is necessary. Use an or bore gauge to take measurements. These
inside micrometer to determine amount of wear (refer measurements should be taken at 3 locations in
to Specifications), then select nearest suitable oversize cylinder – at top, middle, and bottom. Two
of either 0.25 mm (0.010 in.) or 0.50 mm (0.020 in.). measurements should be taken (perpendicular to
Resizing to one of these oversizes will allow usage of each other) at each location.
available oversize piston and ring assemblies. First, Clean Cylinder Bore After Honing
resize using a boring bar, then use these following Proper cleaning of cylinder walls following boring and/
procedures for honing cylinder. or honing is very critical to a successful overhaul.
Honing Machining grit left in cylinder bore can destroy an engine
in less than 1 hour of operation after a rebuild.
Detail
Final cleaning operation should always be a thorough
scrubbing with a brush and hot, soapy water. Use a
A strong detergent capable of breaking down machining
oil while maintaining a good level of suds. If suds break
down during cleaning, discard dirty water and start again
with more hot water and detergent. Following scrubbing,
rinse cylinder with very hot, clear water, dry it completely,
and apply a light coating of engine oil to prevent rusting.
A 23°-33° Crosshatch
NOTE: Kohler pistons are custom-machined to exacting
tolerances. When oversizing a cylinder, it should
be machined exactly 0.25 mm (0.010 in.) or 0.50
mm (0.020 in.) over new diameter
(Specifications). Corresponding oversize Kohler
replacement piston will then fit correctly.
While most commercially available cylinder hones can
be used with either portable drills or drill presses, use
of a low speed drill press is preferred as it facilitates
more accurate alignment of bore in relation to crankshaft
crossbore. Honing is best accomplished at a drill speed
of about 250 RPM and 60 strokes per minute. After
installing coarse stones in hone, proceed as follows:
1. Lower hone into bore and after centering, adjust so
stones are in contact with cylinder wall. Use of a
commercial cutting-cooling agent is recommended.

Measuring Piston-to-Bore Clearance

Piston Detail
Style A
Style B
Model Dimension A Dimension B

ECH630-ECH680 6 mm (0.2362 in.) 13 mm (0.5118 in.)
ECH730-ECH749 6 mm (0.2362 in.) 6 mm (0.2362 in.)
CH26/CH735/ 6 mm (0.2362 in.) 6 mm (0.2362 in.)
CH745
NOTE: Do not use a feeler gauge to measure piston-to-
bore clearance – it will yield inaccurate
measurements. Always use a micrometer.
Before installing piston into cylinder bore, it is
necessary clearance be accurately checked. This step
is often overlooked, and if clearances are not within
specifications, engine failure will usually result.
Use following procedure to accurately measure piston-
to-bore clearance:
1. Use a micrometer and measure diameter of piston
above bottom of piston skirt and perpendicular to
piston pin.
2. Use an inside micrometer, telescoping gauge, or
bore gauge and measure cylinder bore. Take
measurement approximately 63.5 mm (2.5 in.) below
top of bore and perpendicular to piston pin.
3. Piston-to-bore clearance is difference between bore
diameter and piston diameter (step 2 minus step 1).

Reassembly
Crankcase Components
R V
T
S U
P O
X L
I J
G N M Q
E
K
L
H J
F
Y
D
C
A
B
Closure Plate Gerotor Gears Oil Pump Assembly

A Closure Plate Seal B C D
(Style A) (Style A) (Style A)
E Governor Shaft F Governor Washer G Governor Gear H Governor Cup
I Camshaft J Connecting Rod K Crankshaft L Piston (Style B)
Piston Pin Retainer Governor Cross
M Piston Pin N O Crankcase P
Clip Shaft
Closure Plate
Q Piston Rings R S Ball (Style B) T Spring (Style B)
(Style B)
Oil Pump Cover Outer Gerotor Gear Oil Pump Assembly Oil Pick-Up Tube
U V W X
O-ring (Style B) (Style B) (Style B) (Style B)
Y Piston (Style A)
NOTE: Make sure engine is assembled using all specified torque values, tightening sequences and clearances.
Failure to observe specifications could cause severe engine wear or damage. Always use new gaskets. Apply
a small amount of oil to threads of critical fasteners before assembly, unless a Sealant or Loctite® is specified
or preapplied.
Make sure all traces of any cleaner are removed before engine is assembled and placed into operation. Even small
amounts of these cleaners can quickly break down lubricating properties of engine oil.
Check closure plate, crankcase, cylinder heads, to be certain all old sealing material has been removed. Use gasket
remover, lacquer thinner, or paint remover to remove any remaining traces. Clean surfaces with isopropyl alcohol,
acetone, lacquer thinner, or electrical contact cleaner.

Reassembly
Install Flywheel End Oil Seal NOTE: Align chamfer of connecting rod with chamfer of
its mating end cap. When installed, flat faces of
Oil Seal Detail connecting rods should face each other. Faces
with raised rib should be toward outside.
1. If piston rings were removed, see Disassembly/
Inspection and Service procedure to install rings.
A
2. Lubricate cylinder bore, piston, and piston rings with
engine oil. Compress rings of cylinder 1 piston using
a piston ring compressor.
B 3. Make sure FLY stamping on piston is facing towards
flywheel side of engine. Use a hammer with a rubber
grip and gently tap piston into cylinder. Be careful oil
ring rails do not spring free between bottom of ring
compressor and top of cylinder.
4. Install inner rod cap to connecting rod using screws.
Different types of connecting rod bolts have been
used and each has a different torque value.
If 8 mm straight shank type bolts are used, torque in
A 4.5 mm (0.177 in.) B Oil Seal increments to 22.7 N·m (200 in. lb.). If 8 mm
stepdown bolts are used, torque in increments to
1. Make sure seal bore of crankcase is clean and free 14.7 N·m (130 in. lb.).
of any nicks or burrs.
If 6 mm with black coating, torque in increments to
2. Apply a light coat of P80 Emulsion Lubricant (refer to 11.3 N·m (100 in. lb.). If 6 mm with gray metallic
Tools and Aids) to outside diameter of oil seal. coating, it is not necessary to lubricate this screw,
3. Drive oil seal into crankcase using a seal driver. torque in increments to 13.6 N·m (120 in. lb.).
Make sure oil seal is installed straight and true in 5. Repeat above procedure for other connecting rod
bore to depth shown. and piston assembly.
Install Crankshaft Install Governor Cross Shaft (if equipped)
1. Lubricate crankshaft journals and connecting rod 1. Lubricate governor cross shaft bearing surfaces in
bearing surfaces with engine oil. crankcase with engine oil.
2. Carefully slide flywheel end of crankshaft through 2. Slide small lower washer onto governor cross shaft
main bearing in crankcase. and install cross shaft from inside of crankcase.
Install Connecting Rods with Pistons and Rings 3. Install nylon washer onto governor cross shaft, then
start push-on retaining ring. Hold cross shaft up in
Piston Detail position, place a 0.50 mm (0.020 in.) feeler gauge on
top of nylon washer, and push retaining ring down
shaft to secure. Remove feeler gauge, which will
have established proper end play.
Install Camshaft
1. Liberally apply camshaft lubricant (see Tools and
Aids) to each cam lobe. Lubricate camshaft bearing
surfaces of crankcase and camshaft with engine oil.
B 2. Position timing mark of crankshaft gear at 12 o’clock
position.
3. Turn governor cross shaft clockwise until lower end
of shaft contacts cylinder. Make sure cross shaft
A remains in this position while installing camshaft.
4. Slide camshaft into bearing surface of crankcase,
A Cylinder 1 B Cylinder 2 positioning timing mark of camshaft gear at 6 o’clock
NOTE: Cylinders are numbered on crankcase. Make position. Make sure camshaft gear and crankshaft
sure to install piston, connecting rod and end gear mesh, with both timing marks aligned.
cap into its appropriate cylinder bore as
previously marked at disassembly. Do not mix Oil Pump Assembly
end caps and connecting rods. Oil pump is mounted inside closure plate. If service was
NOTE: Proper orientation of piston/connecting rod required, and oil pump was removed, refer to assembly
assemblies inside engine is extremely important. procedures under Oil Pump Assembly in Disassembly/
Improper orientation can cause extensive wear Inspection and Service.
or damage. Be certain pistons and connecting
rods are assembled exactly as shown.
Reassembly
Governor Gear Assembly (if equipped) Clearance Specifications-Crankshaft End Play Shims
Governor gear assembly is located inside closure plate. Green 0.8366-0.9127 mm
If service was required, and governor was removed, (0.8750 mm/0.034 in. Nominal)
refer to assembly procedures under Governor Gear Yellow 1.0652-1.1414 mm
Assembly in Disassembly/Inspection and Service. (1.1033 mm/0.043 in. Nominal)
Red 1.2938-1.3700 mm
Thrust Bearing, Washer and Shim (1.3319 mm/0.052 in. Nominal)
A Remove closure plate. If end play requires adjustment,
remove original spacer and install appropriate size shim
spacer in its place. Then follow procedure under Install
Closure Plate Assembly.
B Install Closure Plate Oil Seal
Oil Seal Details
C
A Thrust Shim B Thrust Washer

Needle Thrust
C D Bearing Race
Bearing
E Closure Plate
Some specifications use a needle type thrust bearing, C B
thrust washer and shim spacer to control end play of
crankshaft. If these items are noted during disassembly, A Oil Seal B 8.0 mm (0.314 in.)
make sure they are reinstalled in sequence shown. A
different procedure will have to be followed to check and C Seal Depth
adjust crankshaft end play on these models. 1. Check to make sure there are no nicks or burrs in
Race for thrust bearing presses loosely into closure crankshaft bore of closure plate.
plate. If it is not already installed, push it into crankshaft 2. Apply a light coat of P80 Emulsion Lubricant (refer to
bore inside closure plate. Pack thrust bearing with heavy Tools and Aids) to outside diameter of oil seal.
grease and stick bearing into race. Wipe some grease
on face of thrust washer and stick it onto thrust bearing. 3. Drive oil seal into closure plate using a seal driver.
Wipe some grease on face of original shim spacer and Make sure oil seal is installed straight and true in
stick it onto thrust washer. bore to depth shown.
Install closure plate onto crankcase without applying
RTV sealant and secure it with only 2 or 3 fasteners
at this time. Use a dial indicator to check crankshaft
end play. End play should be 0.070/1.190 mm
(0.0028/0.0468 in.). Shim spacers are available in 3
color coded thicknesses if adjustment is needed.

Reassembly
Install Closure Plate Assembly Install Stator and Backing Plate (ETB ECH EFI &
ECH EFI)
A RTV Must Be All Around O-ring Groove.

RTV sealant is used as a gasket between closure plate
and crankcase. Refer to Tools and Aids for a listing of
approved sealants. Always use fresh sealant. Using Install Shim Baffle with UP stamp in location
outdated sealant can result in leakage. A shown.
1. Be sure sealing surfaces have been cleaned and 1. On ETB ECH EFI engines with high output charging
prepared as described at beginning of Disassembly/ system install shim baffle with UP stamp out and up.
Inspection and Service. Install a new O-ring in
closure plate. 2. Apply pipe sealant with Teflon® (Loctite® 592™ PST®
Thread Sealant or equivalent) to stator mounting
2. Check to make sure there are no nicks or burrs on holes.
sealing surfaces of closure plate or crankcase.
3. Position stator aligning mounting holes so leads are
3. Apply a 1.5 mm (1/16 in.) bead of sealant to sealing at bottom, towards crankcase.
surface of closure plate. Verify O-ring is present. See
sealant pattern. 4. Install and torque screws to 9.3 N·m (82 in. lb.).
5. Route stator leads in crankcase channel, then install
4. Make sure end of governor cross shaft is lying backing plate. Secure using screws. Torque screws
against bottom of cylinder 1 inside crankcase. to 10.7 N·m (95 in. lb.) into new holes or 7.3 N·m
5. Install closure plate to crankcase. Carefully seat (65 in. lb.) into used holes.
camshaft and crankshaft into their mating bearings.
Rotate crankshaft slightly to help engage oil pump
and governor gear meshes.
6. Install screws securing closure plate to crankcase.
Torque fasteners in sequence shown to 25.6 N·m
(227 in. lb.). One mounting screws has a thread
sealant patch. This screw is typically installed in #10
hole shown. Reapply pipe sealant with Teflon®
(Loctite® 592™ PST® Thread Sealant or equivalent).
Closure Plate Fastener Torque Sequence
1
3
10
5
8
6
9
2 4

Reassembly
Install Flywheel
CAUTION
Using improper procedures can lead to broken fragments.
Broken fragments could be thrown from engine. Always
Damaging Crankshaft and Flywheel Can observe and use precautions and procedures when
cause personal injury. installing flywheel.
Flywheel Components
H
E I
G
F
F
F
F
C
D
A Flywheel Fan B Flywheel C Stator D Backing Plate

4 Cooling Holes in
High Output High Output High Output
High Output
E Charging System F G Charging System H Charging System
Charging System
Flywheel Stator Shim Baffle
Flywheel
I UP Stamp
NOTE: Before installing flywheel make sure crankshaft taper and flywheel hub are clean, dry, and completely free of
any lubricants. Presence of lubricants can cause flywheel to be over stressed and damaged when screw is
torqued to specifications.
NOTE: Make sure flywheel key is installed properly in keyway. Flywheel can become cracked or damaged if key is
not properly installed.
NOTE: High output charging system flywheel (identified by 4 large cooling holes) has very strong magnets. Magnet
assembly guard on interior of this flywheel has a thin, sharp edge. Wear protective gloves when handling this
flywheel.
1. Install woodruff key into keyway of crankshaft. Make sure key is properly seated and parallel with shaft taper.
2. Install flywheel onto crankshaft being careful not to shift woodruff key. ETB ECH EFI engines with high output
charging system have a flywheel with very strong magnets. Wear protective gloves and use a flywheel puller to
help line up flywheel and crankshaft before magnets pull flywheel into place.
3. Install screw and washer.

Reassembly
4. Use a flywheel strap wrench or holding tool to hold 1. See Servicing Hydraulic Lifters in Disassembly/
flywheel. Torque screw securing flywheel to Inspection and Service.
crankshaft to 71.6 N·m (52.8 ft. lb.). 2. Apply camshaft lubricant to bottom surface of each
lifter. Lubricate hydraulic lifters and lifter bores in
Install Fan crankcase with engine oil.
NOTE: Position locating tabs on back of fan in locating 3. Note mark or tag identifying hydraulic lifters as either
holes of flywheel. intake or exhaust and cylinder 1 or cylinder 2. Install
1. Install fan onto flywheel using screws (engines with hydraulic lifters into their appropriate location in
plastic grass screen). Engines with a metal grass crankcase. Do not use a magnet.
screen will leave fan loosely assembled. 4. If breather reeds and stops were removed from
2. Torque screws to 9.9 N·m (88 in. lb.). crankcase, reinstall them at this time and secure
with screw. Torque screw to 4.0 N·m (35 in. lb.).
Install Hydraulic Lifters
NOTE: Hydraulic lifters should always be installed in
same position as before disassembly. Exhaust
lifters are located on output shaft side of engine
while intake lifters are located on fan side of
engine. Cylinder numbers are embossed on top
of crankcase and each cylinder head.
Cylinder Head Components
F
P
A
C
G B
D
E
H
L I
J
N K
O M
A Valve Cover B Valve Cover Gasket C Hex Flange Screw D Rocker Arm Pivot
E Rocker Arm F Push Rod G Hydraulic Lifter H Valve Cap
Valve Spring
I Valve Keeper J Valve Spring K Valve Seal L Retainer
Cylinder Head
M Cylinder Head N O Valve P Dowel Pin
Gasket

Reassembly
Valve Stem Seals c. Remove nuts and repeat procedure as required.

These engines use valve stem seals on intake valves 4. Check dowel pins are in place and install a new
and on exhaust valves. Always use a new seal whenever cylinder head gasket (part number facing up).
valve is removed or if seal is deteriorated or damaged in 5. Install cylinder head. Match numbers on cylinder
any way. Never reuse an old seal. heads and crankcase. Make sure head is flat on
gasket and dowel pins.
Assemble Cylinder Heads 6. Lightly lubricate exposed (upper) threads of studs
Prior to installation, lubricate all components with engine with engine oil. Install a flat washer and hex nut onto
oil, paying particular attention to lip of valve stem seal, each mounting stud. Torque hex nuts in 2 stages;
valve stems, and valve guides. Install following items in first to 16.9 N·m (150 in. lb.), finally to 33.9 N·m (300
order listed below using a valve spring compressor. in. lb.). Follow torque sequence.
• Intake and exhaust valves. Heads secured with screws:
• Valve spring retainers. 2. Install a new cylinder head gasket, (part number
• Valve springs. facing up).
• Valve spring caps. 3. Install cylinder head and start screws.
• Valve spring keepers.
4. Torque screws in 2 stages; first to 22.6 N·m (200 in.
Install Cylinder Heads lb.), finally to 41.8 N·m (370 in. lb.). Follow torque
Torque Sequence sequence.
Install Push Rods and Rocker Arms
NOTE: Push rods should always be installed in same
position as before disassembly.
NOTE: Two different screws have been used to secure
rocker arms/pivots. Black screws are used with
heads that have a rocker pivot hole depth of
approximately 21 mm (0.83 in.). Silver screws
are used with heads that have a rocker pivot
hole depth of approximately 35 mm (1.38 in.).
#1 #2 1. Note mark or tag identifying push rod as either
intake or exhaust and cylinder #1 or #2. Dip ends of
NOTE: Cylinder heads must be attached with original push rods in engine oil and install, making sure each
type of mounting hardware, using either screws, push rod ball seats in its hydraulic lifter socket.
or mounting studs with nuts and washers. Do 2. Apply grease to contact surfaces of rocker arms and
not intermix components. rocker arm pivots. Install rocker arms and rocker arm
NOTE: Match numbers embossed on cylinder heads pivots on 1 cylinder head, and start screws.
and crankcase. 3. Torque black screws to 18.1 N·m (160 in. lb.).
1. Check to make sure there are no nicks or burrs on Torque silver screws to 11.9 N·m (105 in. lb.).
sealing surfaces of cylinder head or crankcase. Repeat for other rocker arm.
Heads secured with mounting studs, nuts, and 4. Use a spanner wrench or rocker arm lifting tool (see
washers: Tools and Aids) to lift rocker arms and position push
2. If all studs were left intact, go to Step 6. If any studs rods underneath.
were disturbed or removed, install new studs as 5. Repeat above steps for remaining cylinder. Do not
described in Step 3. Do not use/reinstall any interchange parts from cylinder heads.
loosened or removed studs.
6. Rotate crankshaft to check for free operation of
3. Install new mounting stud(s) into crankcase. valve train. Check clearance between valve spring
a. Thread and lock 2 mounting nuts together on coils at full lift. Minimum allowable clearance is 0.25
smaller diameter threads. mm (0.010 in.).
b. Thread opposite end of stud with preapplied Check Assembly
locking compound into crankcase until specified Important: Rotate crankshaft a minimum of 2 revolutions
height from crankcase surface is achieved. When to check long block assembly and overall proper
threading in studs, use a steady tightening motion operation.
without interruption until proper height is
obtained. Otherwise, frictional heat from engaging Install Spark Plugs
threads may cause locking compound to set up 1. Check gap using wire feeler gauge. Adjust gap to
prematurely. 0.76 mm (0.030 in.).
Studs closest to lifters must have an exposed height of 2. Install plug into cylinder head.
75 mm (2 15/16 in.).
3. Torque plug to 27 N·m (20 ft. lb.).
Studs furthest from lifters must have an exposed height
of 69 mm (2 3/4 in.).

Reassembly
Intake Manifold Components (ETB ECH EFI & ECH EFI)
H F
A
E
D B
C
D
B
MAP or TMAP
A Sensor B Fuel Injector C Fuel Rail D Metal Retaining Clip
Crankshaft Position Crankshaft Position

E Intake Manifold F Sensor (Earlier G Sensor (Later H ETB Intake Manifold
Design Bracket Design Bracket)
Install Intake Manifold Install Fuel Injectors
Torque Sequence NOTE: Ensure all parts are clean, undamaged and free
of debris and make sure electrical connectors
3 4 have seal in place.
1. Lightly lubricate fuel injector O-rings with clean
engine oil.
1 2 2. Push retaining clip onto fuel injector, aligning clip.
3. Press fuel injector into fuel injector cap until retaining
1. Install intake manifold and new gaskets, with wiring clip snaps into place.
harness attached, to cylinder heads. Slide any wiring 4. Press fuel injector into bore in intake manifold and
harness clips onto appropriate bolts before installing. rotate to original position.
Make sure gaskets are in proper orientation. Torque
screws in 2 stages, first to 7.8 N·m (69 in. lb.), then 5. Install fuel injector cap screw into intake manifold
to 10.5 N·m (93 in. lb.), using sequence shown. and torque to 7.3 N·m (65 in. lb.).
2. Install ground terminal to crankcase post with a 6. Push electrical connector on fuel injector making
silver screw. Torque to 4.0 N·m (35 in. lb.) into used sure a good connection is made.
holes or 6.2 N·m (55 in. lb.) into new holes. 7. Repeat steps 1 through 6 for other fuel injector.
3. Install wire harness clip to other crankcase post and
position bracket to direct harness for proper blower
housing installation. Torque screw to 4.0 N·m (35 in.
lb.) into used holes or 6.2 N·m (55 in. lb.) into new
holes.
4. Place wire harness conduit in clip and snap clip
together.

Reassembly
Install Manifold Absolute Pressure (MAP) Sensor or Install Valve Covers

Temperature/Manifold Absolute Pressure (TMAP)
Sensor Torque Sequence
NOTE: Ensure all parts are clean, undamaged and free
of debris and make sure electrical connector has 1 3
seal in place.
1. Lightly oil MAP or TMAP sensor O-ring and push
sensor into bore in intake manifold.
2. Torque screw to 7.3 N·m (65 in. lb.).
3. Push electrical connector on MAP or TMAP sensor
making sure a good connection is made.
Install Crankshaft Position Sensor
4 2
B
1. Make sure sealing surfaces are clean.

2. Make sure there are no nicks or burrs on sealing
A surfaces.
3. Install a new O-ring in groove of each cover.
A Earlier Design Bracket B Later Design Bracket 4. Position covers on cylinder heads including any
clips, lifting straps, or brackets that were present
NOTE: Ensure all parts are clean, undamaged and free prior to disassembly. Install screws in each cover
of debris and make sure electrical connectors and finger tighten.
have seal in place.
5. Torque valve cover fasteners to 9.0 N·m (80 in. lb.)
NOTE: On engines with earlier design bracket, an air using sequence shown.
gap must be set when installing. Later design
brackets require no adjustment.
1. Install crankshaft position sensor and bracket
assembly to crankcase posts.
2. On engines with earlier design bracket, snug screws
and check air gap of sensor with a feeler gauge. It
must be 0.20-0.70 mm (0.008-0.027 in.). Torque
bracket screws to crankcase to 8.3 N·m (73 in. lb.).
On engines with later design bracket, secure bracket
assembly to crankcase posts. Torque bracket screws
to crankcase to 7.3 N·m (65 in. lb.).
3. Push electrical connector on crankshaft position
sensor making sure a good connection is made.

Reassembly
G
B
C D
H F
A
B
A Debris Screen B Blower Housing C Outer Baffle D Breather Cover
E Oil SentryTM Oil Temperature

F G Inner Baffle H Debris Screen Guard
Sensor
Install Breather Cover and Inner Baffles 4. Install inner baffles using remaining screws and
finger tighten. Do not torque screws at this time; they
Torque Sequence will be tightened after blower housing.
5. On ETB ECH EFI engines, secure wire clip into #1
1&5 inner baffle.
3 Install Engine Temperature Sensor (ETB ECH EFI &

ECH EFI) or Engine Temperature Sensor Lead (ETB
ECH EFI)
Engines will have either a sensor mounted in breather
cover or a sensor lead that secures on #2 cylinder
valley baffle closest to exhaust port. Follow reassembly
procedure for design on engine being serviced.
Engine Temperature Sensor Lead
4 2
B
1. Be sure sealing surfaces of crankcase and breather A
cover are clean of old gasket material. Do not scrape
surfaces as this could result in leakage. Use a new
gasket when installing breather cover.
2. Check to make sure there are no nicks or burrs on
sealing surfaces. Engine Temperature
A Baffle Screw B
3. Position breather gasket and cover on crankcase. Sensor Lead
Install screws in locations 3 and 4. Finger tighten at 1. Position engine temperature sensor lead on baffle
this time. and install screw.
2. Reconnect engine temperature sensor lead
connector to wiring harness.

Reassembly
Engine Temperature Sensor (Breather Cover) 7. ETB ECH EFI engines with standard charging
NOTE: Ensure part is clean, undamaged and free of system, install fuses and diagnostic connector into
debris and make sure electrical connector has bracket.
seal in place.
1. Lightly lubricate engine temperature sensor O-ring Install Rectifier-Regulator (Standard Charging
and install engine temperature sensor into breather System)
cover. A C
2. Torque sensor to 7.3 N·m (65 in. lb.). B
3. Push electrical connector on engine temperature
Install Oil Sentry™ (if equipped)
1. Apply pipe sealant with Teflon® (Loctite® 592™
PST® Thread Sealant or equivalent) to threads of Oil
Sentry™ switch and install it into breather cover. A Ground Strap
Torque to 4.5 N·m (40 in. lb.).
B Ground Lead
2. Connect wire lead (green) to Oil Sentry™ terminal.
C Ground Lug
Install Blower Housing and Outer Baffles NOTE: Rectifier-regulator middle terminal (B+) is offset
NOTE: Do not completely tighten screws until all items (not equally spaced) from outer terminals (AC).
are installed to allow shifting for hole alignment. Verify rectifier-regulator plug is assembled to
1. Slide blower housing into position over front edge of match terminal offset of rectifier-regulator.
inner baffles. Start a few screws to hold it in place. 1. Install rectifier-regulator in blower housing if
2. Position outer baffles and secure using M6 screws. removed previously. Reinstall any washers and hose
Install M6 screws (20 mm long) into intake port side clamps.
of cylinder heads, including any lifting strap. Install 2 a. If engine has ground strap, secure it against outer
M6 screws (16 mm long) into exhaust port side of side of rectifier-regulator with a silver or green
cylinder head. Install 2 short M5 screws (10 mm plated screw.
long) in upper mounting holes of outer baffles (into b. If engine has ground lead that secures in same
backing plate). Be sure any leads are routed out hole as rectifier-regulator fastener, secure one
through proper offsets or notches, so they will not be end to rectifier-regulator and other end to backing
pinched between blower housing and baffles. plate.
On ETB ECH EFI engines, push evap line clip into c. If engine has ground lead that secures in
#2 side outer baffle to secure and reinstall clip separate ground lug fastener hole in rectifier-
securing wiring harness to backing plate. regulator, secure one end to ground lug and other
3. If removed, install ignition coils onto baffles. Ensure end to backing plate.
that any clips noted in disassembly are reinstalled. 2. Torque black rectifier-regulator screws to 1.4 N·m
Torque screws to 10.2 N·m (90 in. lb.). (12.6 in. lb.).
On ETB ECH EFI engines with high output charging a. Torque silver or green ground strap screw to
system, secure wiring harness in clip on #1 side coil. 2.8 N·m (25 in. lb.) into new holes or 2.3 N·m
4. Insert and tighten all remaining blower housing and (20 in. lb.) into used holes.
baffle screws with exception of rectifier-regulator b. Ground lead that secures in same hole as
grounding bracket/lead screw (standard charging rectifier-regulator fastener, torque screw securing
system). to backing plate to 2.8 N·m (25 in. lb.) into new
Torque all blower housing and baffle M6 screws holes or 2.3 N·m (20 in. lb.) into used holes.
assembled into aluminum to 10.7 N·m (95 in. lb.) for c. Ground lead that secures in ground lug hole of
a new hole, or 7.3 N·m (65 in. lb.) for a used hole. rectifier-regulator and to backing plate, torque
Torque all blower housing and baffle M5 screws screws to 5.6 N·m (50 in. lb.) into new holes or
assembled into sheet metal (backing plate) to 2.8 4.0 N·m (35 in. lb.) into used holes.
N·m (25 in. lb.) for new holes, or 2.3 N·m (20 in. lb.) 3. Connect plug to rectifier-regulator. If purple wire was
for used holes. removed, verify locking tang is raised on terminal
5. ETB ECH EFI engines with standard charging and push wire terminal into plug prior to connecting
system, install LPAC support bracket with fuse to rectifier-regulator.
holders. Torque screws to 10.7 N·m (95 in. lb.) for a
new hole, or 7.3 N·m (65 in. lb.) for a used hole.
6. Torque breather cover screws to 11.3 N·m (100 in.
lb.) into new holes or 7.3 N·m (65 in. lb.) into used
holes in sequence shown. Note first screw is torqued
a second time.

Reassembly
Install Metal Debris Screen (if equipped) Install Plastic Debris Screen (if equipped)
Spring Washer Details Place plastic grass screen on fan and secure with hex
screws. Torque screws to 4.0 N·m (35 in. lb.).
A
Install Debris Screen Guard (if equipped)
Position guard on blower housing and secure with
screws (and spacers).
Install Electric Starter Motor and ECU Bracket (ETB
ECH EFI & ECH EFI)
C
A Spring Washer
B
A
E A
C
Electronic Control
A B ECU Bracket
Unit (ECU)
B C Starter
1. Plug connector into ignition coil.
2. Install electric starter motor and ECU bracket using
A Metal Debris Screen B Fan screws. Position ECU bracket as shown.
C Flywheel D Spacer
E Hex Bolt
1. Verify locating tabs on back of fan are inserted into
locating holes on flywheel.
2. To assist assembly, find 4 intake manifold studs with
M6 thread at least 100 mm in length to be used as
guide pins. Insert intake manifold studs through
cooling fan mounting holes and thread them 4 or 5
turns into flywheel.
3. Install a spring washer on each stud with concave
side down toward cooling fan. A
4. Install a spacer on each stud with stepped end
down. Smaller diameter should extend through B E
spring washer and fan, so tip is resting on flywheel, D
and shoulder is resting on spring washer. C
5. Install support ring on studs, so it is resting on
spacers. Then install metal screen on top of support A Starter Screw B Ground Lead
ring. Internal/External
6. Install plain washers on each hex cap screw. Apply C Tooth Lock D ECU Bracket
Loctite® 242® to hex cap screw threads. Washer
7. Carefully remove 2 studs and replace with 2 screws. E Starter
Torque screws to 9.9 N·m (88 in. lb.). Repeat
procedure for other 2 studs and screws.

Reassembly
ETB ECH EFI engines with high output charging Install Throttle Body
system have black ground lead ring terminal and lock
washer on lower starter screw. Throttle Body Components (ECH EFI)
A
C
B D
B
A
D
A Rear Starter Bracket B Closure Plate Screw
3. ETB ECH EFI engines equipped with rear starter
bracket, secure bracket to closure plate. Torque screw B
to 25.6 N·m (227 in. lb.).
4. Torque starter mounting screws to 16.0 N·m (142 in.
lb.).
5. Install screw to secure bracket to blower housing.
6. Connect leads to solenoid.
Throttle Position
Install Electronic Control Unit (ECU) (ETB ECH EFI A Throttle Body B Sensor (TPS)
& ECH EFI)
NOTE: ECU pins should be coated with a thin layer of Intake Air
electrical grease to prevent fretting and C Temperature D Breather Tube
corrosion and may need to be reapplied if ECU (IAT) Sensor
is being reused. NOTE: Ensure all parts are clean, undamaged and free
1. Install ECU to ECU bracket using screws. Torque M5 of debris and make sure electrical connector has
screws to 6.2 N·m (55 in. lb.) into new holes or 4.0 seal in place.
N·m (35 in. lb.) into used holes. NOTE: Earlier engines have separate IAT and MAP
2. Connect Black and Grey electrical connectors. sensors.
Connectors and ECU are keyed in such a way so 1. Install a new throttle body O-ring prior to installation.
they cannot be installed incorrectly. Make sure all holes align and are open.
2. Install throttle body, throttle position sensor, intake
air temperature (IAT) sensor (earlier engines only),
throttle linkage, spring and bushing, as an assembly.
3. Install air cleaner bracket (models with heavy-duty
air cleaner only) to valve covers. Torque screws to
9.9 N·m (88 in. lb.).
4. On earlier engines with separate intake air
temperature (IAT) and MAP sensor, push electrical
connector onto IAT sensor making sure a good
connection is made by listening for a click.
5. Connect breather hose to throttle body using a pliers
to compress spring clamp. Route hose around
throttle body and connect to breather cover using a
spring clamp.
6. Connect 5/32" I. D. vent hose from fuel pump
module to throttle body.
7. Push electrical connector onto throttle position

Reassembly
Electronic Throttle Body Components (ETB ECH EFI) Connect Fuses and Install ETB LPAC Support
Bracket
A B
D C C
D D
A A A
B
C D D
Diagnostic
Electronic Throttle A Fuses B
A B TPS/ETB Connector Connector
Body (ETB)
C LPAC Support Bracket D Screw
C Vent Hose D Breather Hose
NOTE: On oil filter side of certain engines, screw closest
NOTE: Ensure all parts are clean, undamaged and free to exhaust port may also secure engine
of debris and make sure electrical connector has temperature sensor lead between bracket and
seal in place. baffle.
1. Install a new throttle body O-ring into bottom of ETB. 1. Install screws securing bracket with fuse and
Position ETB on intake manifold. diagnostic caps to engine.
2. Install fuse holders into connectors on LPAC support
bracket. Install diagnostic plug into cap.
B
A
Wire Tie
A ETB Rib B Retention Teeth
2. Connect TPS/ETB connector. Carefully bend up
retention teeth in edge fixed wire tie and secure to
ETB rib.
3. Connect vent hose to ETB
4. Connect breather hose to breather cover and
position clamp to secure.

Reassembly
Install High Output Charging System Rectifier-

Regulator and Electronic Throttle Body Components
(ETB ECH EFI)
B
B A
A
C
J
F Wire Tie
D A ETB Rib B Retention Teeth
I 2. Connect TPS/ETB connector. Carefully bend up
G retention teeth in edge fixed wire tie and secure to
E E ETB rib.
H 3. Connect vent hose to ETB.
K L
4. Connect breather hose to breather cover and
position clamp to secure.
5. If removed, secure high output charging fuse cover/
bracket to regulator bracket and torque screw to
8.3 N·m (73 in. lb.).
M 6. Position rectifier-regulator on bracket and secure
with screws. Torque screws to 8.3 N·m (73 in. lb.).
7. Position bracket with rectifier-regulator on engine
G and secure with screws to cylinder heads. Do not
N tighten.
H
Some engines also have a dipstick tube support
bracket secured with this bracket on #1 side. Install
screw and clamp securing tube to support bracket.
8. Install nuts to secure rectifier-regulator bracket and
throttle body. Torque nuts to 8.3 N·m (73 in. lb.).
High Output Charging Then torque screws to 12.5 N·m (110 in. lb.).
A Fuse B TPS/ETB Connector
9. Reinstall lead terminals to rectifier-regulator and
Diagnostic secure with nuts. Torque nuts to 4.0 N·m (35 in. lb.).
C Fuses D Connector Install terminal block cover and secure with Torx
Rectifier-Regulator screws. Torque screws to 2.8 N·m (25 in. lb.).
E F Rectifier-Regulator
Bracket 10. Route wires under rectifier-regulator bracket and
G Terminal Block Cover H Torx Screw install fuses and diagnostic connector into caps.
I Clamp J Dipstick Tube
K Support Bracket L Screw
M Nut N Ring Terminal
NOTE: On oil filter side of certain engines, screw closest
to exhaust port may also secure engine
temperature sensor lead between bracket and
baffle.
1. Install a new throttle body O-ring into bottom of ETB.
Position ETB with O-ring on intake manifold.

Reassembly

Fuel Pump (ETB ECH EFI & ECH EFI)

Install Lift Fuel Pump and Fuel Pump Module
B
C
E
I
H
F
G
Outlet to Fuel Pump

A Pulse Pump B Inlet Hose C D Pulse Hose
Module
Fuel Pump Module High Pressure Fuel
E Electrical Connector F Fuel Pump Module G H
Baffle Line Connector
Purge Port/Vent
I Oetiker Clamp J Fitting
NOTE: Some applications may have 2 in-line fuel filters. In those applications, connect in-line 51-75 micron mesh fuel
filter and hose to inlet barb of lift fuel pump and secure with a spring clamp. In-line 10 micron EFI paper fuel
filter and hose must be connected to outlet barb of lift fuel pump and secured with a spring clamp.
NOTE: Ensure all parts are clean, undamaged and free of debris and make sure electrical connector has seal in
place.
NOTE: Fuel pump module pins should be coated with a thin layer of electric grease to prevent fretting and corrosion
and may need to be reapplied if fuel pump module is being reused.

Reassembly
ETB ECH EFI ECH EFI

1. Connect electrical connector to ignition coil. 1. Install lift fuel pump (pulse or mechanical) and lines
2. Install fuel pump module baffle to crankcase using as an assembly. Connect pulse line to crankcase
screws. Torque screws to 11.9 N·m (105 in. lb.). vacuum fitting if engine has a pulse lift fuel pump.
3. Route fuel line inlet hose (if equipped) through clamp 2. Install lift fuel pump to bracket on housing using
and push high pressure fuel line connector onto fuel screws. Torque to M6 screws to 7.3 N·m (68 in. lb.)
pump module fitting. into new holes or 6.2 N·m (55 in. lb.) into used holes.
4. If Oetiker clamp was cut to remove inlet fuel line, 3. Connect in-line 10 micron EFI fuel filter and hose to
slide a new Oetiker clamp onto fuel line and connect inlet barb of lift fuel pump and secure with spring
fuel line. Only use an Oetiker clamp pliers to crimp clamp.
Oetiker clamps. Oetiker clamp crimp must point up, 4. Install fuel pump module baffle to crankcase using
away from top of fuel pump module and abrasion screws. Torque screws to 11.9 N·m (105 in. lb.).
sleeve must be positioned over Oetiker clamp. 5. Push high pressure fuel line connector onto fuel
5. Connect electrical connector to top of fuel pump pump module fitting.
module. Ensure grey locking tab is pulled out before 6. If Oetiker clamp was cut to remove inlet fuel line,
connecting. Push connector onto terminal until a slide a new Oetiker clamp onto fuel line and connect
click is heard, then push in grey locking tab to lock fuel line. Only use an Oetiker clamp pliers to crimp
connector. Oetiker clamps. Oetiker clamp crimp must point up,
6. Install fuel pump module to baffle with screws. away from top of fuel pump module and abrasion
Torque screws to 9.2 N·m (81 in. lb.). sleeve must be positioned over Oetiker clamp.
7. Connect vent hose to top of fuel pump module. 7. Connect electrical connector to top of fuel pump
8. If equipped, install lift fuel pump (pulse or module. Ensure grey locking tab is pulled out before
mechanical) and lines as an assembly. Route pulse connecting. Push connector onto terminal until a
line through large clamp on valve cover. Secure click is heard, then push in grey locking tab to lock
clamp with pulse line with outer baffle screw. connector.
Connect pulse line to crankcase vacuum fitting if 8. Install fuel pump module to baffle with screws.
engine and position clamp to secure (if engine has a Torque screws to 9.2 N·m (81 in. lb.).
pulse lift fuel pump).
9. Install lift fuel pump to bracket on housing using
screws. Torque to M6 screws to 7.3 N·m (68 in. lb.)
into new holes or 6.2 N·m (55 in. lb.) into used holes.
10. Connect in-line 10 micron EFI fuel filter and hose to
inlet barb of lift fuel pump and secure with spring
clamp. Connect fuel line to lift pump outlet and
secure with spring clamp.

Reassembly
Install External Governor Control (ECH EFI) (if equipped)
B
A
C B
F D
F C
E
A G
H
Speed Control Throttle Actuator

A B Cable Clamp C Screw D
Bracket Lever (bottom)
Throttle Control Lever
E Spring Washer F G Flat Washer H Nut
(top)
I Return Spring
1. Install governor lever onto governor cross shaft.
2. Make sure throttle linkage, linkage spring, and black linkage bushing are connected to governor lever and to
throttle lever on throttle body.

Reassembly
WARNING
negative (–) battery cable from battery.
Disconnect and ground spark plug lead(s)
before servicing.
B C
F C
E
G
D A
B
P E
N
O
L
I
M
H
K
Heavy-Duty Air Low-Profile Air Low-Profile Air

A B C D Element Cover
Cleaner Cleaner Cleaner Cover
Low-Profile Air
E Paper Element F Precleaner G H Dipstick Tube
Cleaner Base
I Dipstick J Spark Plug Lead K Oil Drain Plug L O-ring
LPAC Support
M Oil Cooler N Nipple O Oil Filter P Bracket

Reassembly
Install Throttle Control Panel (if equipped) Setting Initial Governor Adjustment (if equipped)
NOTE: To identify various parts and assembly of throttle ECH EFI
control panel, refer to External Governor Control 1. Move governor lever toward throttle body as far as it
Components. will go (wide-open throttle) and hold in position.
1. Secure throttle control panel to crankcase with 2. Insert a nail into hole on cross shaft and rotate shaft
thread forming screws. counterclockwise as far as it will turn, then torque
2. Attach governor spring to previously marked hole on hex nut to 7.1 N·m (63 in. lb.).
governor lever. BOSCH EFI (CH26, CH735, CH745)
Refer to EFI SYSTEM-BOSCH section for Initial
Install Air Cleaner Assembly Governor Adjustment procedure.
Refer to Air Cleaner/Intake Air for air cleaner reassembly
procedure. Install Muffler (if equipped)
Heavy-Duty Air Cleaner Oxygen Sensor Wire Detail
1. Install air cleaner assembly onto throttle body
mounting studs. Secure with nuts and screws.
Torque nuts to 7.4-9.0 N·m (65.5-80 in. lb.) and
torque screws to 4.6-6.9 N·m (41-61 in. lb.).
Low-Profile Air Cleaner ETB ECH EFI A
1. Verify O-ring is present in air cleaner base. Position
base on electronic throttle body.
2. Install screws securing base to LPAC support
bracket (with fuses) to finger tight.
3. Install nuts securing base to throttle body. Torque
nuts to 8.3 N·m (73 in. lb.).
4. Then torque screws securing base to LPAC support
bracket to 8.3 N·m (73 in. lb.).
A Keep a minimum of 25 mm (1.0 in.) radius at
grommet.
B NOTE: Always route harness away from hot exhaust
and away from moving parts.
A ETB Cover B Air Cleaner Base 1. Install port liners (if equipped), slotted end first, into
5. Install ETB cover to air cleaner base. Torque screws exhaust ports until finger tight. (Exhaust components
to 5.6 N·m (50 in. lb.). will press them to final depth.) Install exhaust
gaskets and muffler on exhaust studs.
6. Install air cleaner components as described in Air
Cleaner/Intake. 2. Install muffler and attaching hardware to muffler
bracket. Install nuts on exhaust studs.
Low-Profile Air Cleaner
1. Verify O-ring is present around machined O.D. of 3. Torque nuts to 27.8 N·m (246 in. lb.). Torque screws
throttle body and place air cleaner base onto throttle to 9.9 N·m (88 in. lb.).
body studs. Secure air cleaner base using nuts. 4. Install oxygen sensor and secure using appropriate
Attach air cleaner base bracket to cylinder heads torque.
with screws behind any control panel or bracket.
Attach air cleaner base to lower bracket with 2 M5 Torque smaller 14 mm (9/16 in.) wrench size sensor
screws through lower section of base. Torque nuts to to 18 N·m (159 in. lb.).
8.3 N·m (73 in. lb.), and 2 lower M5 mounting Torque larger 22 mm (7/8 in.) wrench size sensor to
screws (when applicable) to 4.0 N·m (35 in. lb.). 50.1 N·m (37 ft. lb.).
2. Install air cleaner components as described in Air 5. Connect sensor to wire harness and secure to fuse
Cleaner/Intake. holder bracket.

Reassembly
Install Oil Cooler (if equipped) Sensitivity Adjustment (if equipped)

1. Secure adapter to closure plate with oil filter nipple.
Torque oil filter nipple to 28.5 N·m (21 ft. lb.).
2. Verify all fuel and vent hoses are routed properly and
not pinched. Install 2 screws securing oil cooler to
blower housing. Torque screw between hoses to 2.3
N·m (20 in. lb.) and outer screw to 2.8 N·m (25 in. A
lb.).
Install Oil Filter and Fill Crankcase with Oil B
NOTE: If testing oil pressure after completing
reassembly, install oil pressure adapter instead
of oil filter. C
NOTE: Make sure oil drain plug is installed and torqued D
to specification to prevent oil leakage. E
NOTE: Some models are equipped with an oil drain
valve. A Governor Lever B Hole 1
1. Install oil drain plug. Torque plug to 13.6 N·m (10 ft.
lb.). C Hole 2 D Hole 3
2. Place new filter in shallow pan with open end up. Fill E Hole 4
with new oil until oil reaches bottom of threads. Allow Governor sensitivity is adjusted by repositioning
2 minutes for oil to be absorbed by filter material. governor spring in holes of governor lever. If speed
3. Apply a thin film of clean oil to rubber gasket on oil surging occurs with a change in engine load, governor
filter. is set too sensitive. If a big drop in speed occurs when
normal load is applied, governor should be set for
4. Refer to instructions on oil filter for proper greater sensitivity. Adjust as follows:
installation.
1. To increase sensitivity, move spring closer to
5. Fill crankcase with new oil. Level should be at top of governor lever pivot point.
indicator on dipstick.
2. To decrease sensitivity, move spring away from
6. Reinstall oil fill cap/dipstick and tighten securely. governor lever pivot point.
Connect Spark Plug Leads Testing Engine
Connect leads to spark plugs. ECH EFI
It is recommended engine be operated on a test stand or
Prepare Engine for Operation (ECH EFI) bench prior to installation in piece of equipment.
NOTE: If ECU, throttle body, TPS or fuel pump module 1. Set engine up on a test stand. Start engine, inspect
were replaced, an ECU Reset and TPS Learn is for leaks and check to make certain oil pressure (20
required. Refer to Electronic Fuel Injection (EFI) psi or more) is present. Run engine at idle for 2-3
System for ECU Reset and TPS Learn minutes, then 5-6 minutes more between idle and
procedure. midrange.
Engine is now completely reassembled. Before starting 2. Adjust idle speed screw located on throttle body as
or operating engine, be sure to do following. necessary. Standard idle speed setting for EFI
1. Make sure all hardware is tightened securely. engines is 1500 RPM, but certain applications might
require a different setting.
2. Make sure oil drain plugs, Oil Sentry™ pressure
switch, and a new oil filter are installed. 3. Adjust high-speed stop as necessary located on
control panel (if so equipped). Make sure maximum
3. Verify crankcase has been filled with correct amount, engine speed does not exceed 4200 RPM (no load).
weight, and type of oil. Refer to oil recommendations
and procedures in Maintenance, Specifications, and ETB ECH EFI
Lubrication System. Engines equipped with an electronic throttle body (ETB)
cannot be tested on a test stand or bench. Install engine
4. Adjust idle speed adjusting screw as necessary. in application.
Refer to Fuel System.
5. Turn on fuel supply.

© 2023 by Kohler Co. All rights reserved.

Kohler - ECH630-ECH749, CH735, CH26, CH745 - Service - Manual

Uploaded by

Copyright:

Available Formats

Kohler - ECH630-ECH749, CH735, CH26, CH745 - Service - Manual

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Kohler - ECH630-ECH749, CH735, CH26, CH745 - Service - Manual

Uploaded by

Copyright:

Available Formats

ECH630-ECH749, CH735, CH26, CH745

24 690 01 Rev. S KohlerEngines.com 1

WARNING WARNING CAUTION

2 KohlerEngines.com 24 690 01 Rev. S

Every 25 Hours or Annually¹

Every 100 Hours or Annually¹

Every 150 Hours

Every 200 Hours¹

Every 200 Hours

Every 300 Hours¹

Every 300 Hours²

Every 500 Hours or Annually¹

Every 600 Hours¹

24 690 01 Rev. S KohlerEngines.com 3

Kohler PRO 10W-50

NOTE: E15, E20 and E85 are NOT approved and

4 KohlerEngines.com 24 690 01 Rev. S

24 690 01 Rev. S KohlerEngines.com 5

30.0 mm (1.181 in.)

6 KohlerEngines.com 24 690 01 Rev. S

24 690 01 Rev. S KohlerEngines.com 7

50.0 mm (1.969 in.) 67.50 mm (2.657 in.)

8 KohlerEngines.com 24 690 01 Rev. S

24 690 01 Rev. S KohlerEngines.com 9

10 KohlerEngines.com 24 690 01 Rev. S

24 690 01 Rev. S KohlerEngines.com 11

12 KohlerEngines.com 24 690 01 Rev. S

GENERAL SPECIFICATIONS3,6 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

M6 10.7 N·m (95 in. lb.) into new holes

Into extruded hole in sheet metal

24 690 01 Rev. S KohlerEngines.com 13

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

ETB Cover (LPAC)

Governor (if equipped)

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Crankshaft Position Sensor

Crankshaft Position Sensor

TORQUE SPECIFICATIONS3,5 ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Speed Control Bracket (if equipped)

16 KohlerEngines.com 24 690 01 Rev. S

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

24 690 01 Rev. S KohlerEngines.com 17

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

18 KohlerEngines.com 24 690 01 Rev. S

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Governor (if equipped)

Piston, Piston Rings, and Piston Pin

Pin Bore I.D.

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Piston Style A (continued)

20 KohlerEngines.com 24 690 01 Rev. S

CLEARANCE ECH630-ECH680 ECH730-ECH749 CH26 CH735 CH745

Valves and Valve Lifters

24 690 01 Rev. S KohlerEngines.com 21

English Fastener Torque Recommendations for Standard Applications

Size Grade 2 Grade 5 Grade 8

Tightening Torque: N·m (ft. lb.) ± 20%

Metric Fastener Torque Recommendations for Standard Applications