维修详情

珀金斯2506 2306柴油机维修保养配件手册
Table of Contents
CID 0003 FMI 11 ................................................... 55
CID 0004 FMI 11 ................................................... 55
CID 0005 FMI 11 ................................................... 56
CID 0006 FMI 11 ................................................... 56
CID 0041 FMI 03 ..................................................  56
CID 0041 FMI 04 ..................................................  57
CID 0091 FMI 08 ..................................................  57
CID 0100 FMI 03 ..................................................  57
CID 0100 FMI 04 ..................................................  57
CID 0110 FMI 03 ................................................... 58
CID 0110 FMI 04 ................................................... 58
CID 0168 FMI 02 ..................................................  58
CID 0172 FMI 03 ..................................................  59
CID 0172 FMI 04 ..................................................  59
CID 0174 FMI 03 ..................................................  59
CID 0174 FMI 04 ..................................................  59
CID 0190 FMI 02 ..................................................  60
CID 0190 FMI 09 ..................................................  60
CID 0190 FMI 11 ................................................... 60
CID 0190 FMI 12 ..................................................  61
CID 0247 FMI 09 ..................................................  61
CID 0248 FMI 09 ..................................................  61
CID 0253 FMI 02 ..................................................  61
CID 0254 FMI 12 ..................................................  62
CID 0261 FMI 13 ..................................................  62
CID 0262 FMI 03 ..................................................  62
CID 0262 FMI 04 ..................................................  63
CID 0268 FMI 02 ..................................................  63
CID 0273 FMI 03 ..................................................  63
CID 0273 FMI 04 ..................................................  63
CID 0274 FMI 03 ..................................................  64
CID 0274 FMI 04 ..................................................  64
CID 0342 FMI 02 ..................................................  64
CID 0342 FMI 11 ................................................... 65
CID 0342 FMI 12 ..................................................  65
CID 0799 FMI 12 ..................................................  65
CID 1690 FMI 08 ..................................................  66
Troubleshooting Section
Electronic Troubleshooting
System Overview .................................................... 5
Glossary .................................................................. 7
Electronic Service Tools ........................................ 10
Replacing the ECM ............................................... 12
Self-Diagnostics .................................................... 13
Sensors and Electrical Connectors ....................... 14
Engine Wiring Information ....................................  18
Programming Parameters
Programming Parameters ..................................... 21
Factory Passwords ...............................................  21
Factory Passwords Worksheet ............................. 21
Flash Programming ..............................................  22
Injector Trim File ...................................................  23
System Configuration Parameters
System Configuration Parameters ........................ 24
Troubleshooting without a Diagnostic Code
Alternator Noise .................................................... 31
Alternator Will Not Charge .................................... 31
Battery ..................................................................  31
Can Not Reach Top Engine RPM ......................... 32
Coolant in Engine Oil ............................................ 33
Coolant Temperature Is Too High .........................  34
ECM Will Not Accept Factory Passwords ............. 34
ECM Will Not Communicate with Other Systems or
Display Modules .................................................. 34
Electronic Service Tool Will Not Communicate with
ECM ....................................................................  35
Engine Cranks but Will Not Start .......................... 36
Engine Has Early Wear ........................................  37
Engine Misfires, Runs Rough or Is Unstable ........ 38
Engine Oil in Cooling System ...............................  39
Engine Vibration ...................................................  39
Engine Will Not Crank ........................................... 40
Excessive Black Smoke ........................................ 40
Excessive Engine Oil Consumption ...................... 41
Excessive Fuel Consumption ...............................  42
Excessive Valve Lash ........................................... 43
Excessive White Smoke .......................................  43
Fuel Dilution of Engine Oil ....................................  44
Intermittent Engine Shutdown ............................... 45
Low Engine Oil Pressure ......................................  46
Low Power ............................................................ 46
Mechanical Noise (Knock) in Engine .................... 47
Noise Coming from Cylinder ................................. 48
Poor Acceleration or Response ............................ 49
Valve Rotator or Spring Lock Is Free .................... 50
Troubleshooting with an Event  Code
Event Codes  ........................................................  67
E162 High Boost Pressure ...................................  69
E360 Low Engine Oil Pressure ............................. 70
E361 High Engine Coolant Temperature .............. 71
E362 Engine Overspeed ....................................... 72
E363 High Fuel Supply Temperature .................... 72
E368 High Intake Manifold Air Temperature ......... 73
Diagnostic Functional Tests
5 Volt Engine Pressure Sensor  Supply Circuit -
Test .....................................................................  75
CAN Data Link Circuit - Test ................................. 81
Data Link Circuit - Test .......................................... 85
ECM Memory - Test .............................................. 88
Electrical Connectors - Inspect ............................. 90
Electrical Power Supply Circuit - Test ................... 94
Engine Pressure Sensor Open or Short  Circuit -
Test .....................................................................  97
Engine Speed/Timing Sensor Circuit - Test ........ 103
Engine Temperature Sensor Open or Short Circuit -
Test .................................................................... 110
Indicator Lamp Circuit - Test ................................ 115
Injector Solenoid Circuit - Test ............................. 119
Speed Control (Analog) - Test ............................  126
Troubleshooting with a Diagnostic Code
Flash Codes .......................................................... 51
Diagnostic Codes .................................................. 51
Diagnostic Code Cross Reference .......................  52
CID 0001 FMI 11 ................................................... 54
CID 0002 FMI 11 ................................................... 55
This document has been printed from SPI2. Not for Resale

Electronic Controls
Cold mode is  activated whenever the engine
temperature falls below a predetermined value. Cold
mode remains active until the engine temperature
rises above a predetermined value or until a  time
limit is exceeded.
The electronic system consists  of the following
components: the ECM, the Mechanically Actuated
Electronically Controlled Unit Injectors (MEUI), the
wiring harness, the switches, and the sensors. The
ECM is the computer. The flash file is the software
for the computer. The flash file contains the operating
maps. The operating maps  define the following
characteristics of the engine:
The flash file inside the ECM sets certain limits on
the amount of fuel that can be injected. The “FRC
Fuel Limit” is used to control  the air/fuel ratio for
control of emissions. The “FRC Fuel Limit” is a limit
that is based on the turbocharger outlet pressure.
A higher turbocharger outlet pressure indicates that
there is more air in  the cylinder. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the “FRC Fuel Limit”. When the ECM
increases the “FRC Fuel Limit”,  the ECM allows
more fuel into the cylinder. The “FRC Fuel Limit” is
programmed into the ECM at the factory. The “FRC
Fuel Limit” cannot be changed.
•  Horsepower
•  Torque curves
The ECM determines the timing and the amount of
fuel that is delivered to the cylinders. These decisions
are based on the actual conditions  and/or on the
desired conditions at any given time.
The ECM compares the desired engine  speed to
the actual engine speed. The actual engine speed is
determined through the engine speed/timing sensor.
The desired engine speed is determined with  the
following factors:
The “Rated Fuel Limit” is a limit that is based on the
power rating of the engine and on engine rpm. The
“Rated Fuel Limit” is similar to the rack stops and to
the torque spring on a mechanically governed engine.
The “Rated Fuel Limit” provides the power curves
and the torque curves for a specific engine family and
for a specific engine rating. The “Rated Fuel Limit” is
programmed into the ECM at the factory. The “Rated
Fuel Limit” cannot be changed.
•  Throttle signal
•  Other input signals from sensors
•  Certain diagnostic codes
Once the ECM determines the amount of fuel that
is required, the ECM must determine the timing of
the fuel injection. The ECM uses the signal from the
camshaft position sensor to calculate the top center
position of each cylinder . The ECM decides when
fuel injection should occur relative to the top center
position and the ECM provides  the signal to the
injector at the desired time. The ECM adjusts timing
for optimum engine performance, for optimum fuel
economy, and for optimum control of white smoke.
If the desired engine speed is greater than the actual
engine speed, the ECM injects more fuel in order to
increase the actual engine speed.
Fuel Injection
The ECM controls the amount of fuel that is injected
by varying the signals to the injectors. The injector will
pump fuel only if the injector solenoid is energized.
The ECM sends a high voltage signal to the solenoid.
This high voltage signal energizes the solenoid. By
controlling the timing and the duration of the  high
voltage signal, the ECM can control injection timing
and the ECM can control the amount of fuel that is
injected.
Programmable Parameters
Certain parameters that affect the engine operation
may be changed  with the Perkins Electronic
Service Tool (EST). The  parameters are stored
in the ECM, and some parameters  are protected
from unauthorized changes by passwords. These
passwords are called factory passwords.
The ECM limits engine power  during cold mode
operation and the ECM modifies injection  timing
during cold mode operation. Cold mode operation
provides the following benefits:
Passwords
Several system configuration parameters and most
logged events are protected by factory passwords.
Factory passwords are available only  to Perkins
dealers and distributors. Refer to Troubleshooting,
“Factory Passwords” for additional information.
•  Increased cold weather starting capability
•  Reduced warm-up time
•  Reduced white smoke
This document has been printed from SPI2. Not for Resale
Glossary
Active Diagnostic Code  – An active diagnostic
code alerts the operator or the service technician that
an electronic system malfunction is currently present.
Refer to the term “Diagnostic Code” in this glossary.
Data Link  – The Data Link is a serial communication
port that is used for communication with other devices
such as the electronic service tool.
Derate  – Certain engine conditions will generate
event codes. Also, engine derates may be applied.
The map for the engine derate is programmed into
the ECM software. The derate can be one or more of
3 types: reduction of rated power, reduction of rated
engine speed, and reduction of rated machine speed
for OEM products.
Adaptive Trim  – This is a software process that is
performed in the Electronic Control Module (ECM)
that optimizes engine performance.
Alternating Current (AC)  – Alternating current is an
electric current that reverses direction at a regular
interval that is reoccurring.
Desired Engine Speed  – The desired engine speed
is input to the electronic governor within the ECM.
The electronic governor uses the signal  from the
throttle position sensor, the engine speed/timing
sensor, and other sensors in order to determine the
desired engine speed.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the
top dead center position in the normal direction of
rotation.
Breakout Harness  – A breakout harness is  a
test harness that is designed to  connect into the
engine harness. This connection allows a normal
circuit operation and the connection simultaneously
provides a Breakout T  in order to measure the
signals.
Diagnostic Code  – A diagnostic code is sometimes
referred to as a fault code. These codes indicate an
electronic system malfunction.
Diagnostic Lamp  – A diagnostic lamp is sometimes
called the check engine light. The diagnostic lamp
is used to warn  the operator of the presence of
an active diagnostic code. The lamp  may not be
included in all applications.
Bypass Circuit  – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A
bypass circuit is typically used as a test circuit.
Camshaft Position  Sensor – This  sensor
determines the position of  the camshaft during
engine operation. If the crankshaft position sensor
fails during engine operation, the camshaft position
sensor is used to provide the signal.
Digital Sensor Return  – The common line (ground)
from the ECM is  used as ground for the digital
sensors.
Digital Sensors  – Digital sensors produce a pulse
width modulated signal. Digital sensors are supplied
with power from the ECM.
CAN Data Link (see also J1939 CAN Data Link) –
The CAN Data Link  is a serial communications
port that is used  for communication with other
microprocessor based devices.
Digital Sensor Supply  – The power supply for the
digital sensors is provided by the ECM.
Code  – Refer to “Diagnostic Code” or “Event Code”.
Direct Current (DC)  – Direct current is the type of
current that flows consistently in only one direction.
Communication Adapter  Tool  –  The
communication adapter provides a communication
link between the ECM and the electronic service tool.
DT, DT Connector, or Deutsch DT  – This is a type
of connector that is used on Perkins engines. The
connectors are manufactured by Deutsch.
Component Identifier (CID)  – The CID is a number
that identifies the specific component of the electronic
control system that has experienced a diagnostic
code.
Duty Cycle  – Refer to “Pulse Width Modulation”.
Electronic Engine Control  – The  electronic
engine control is a complete  electronic system.
The electronic engine control monitors the engine
operation under all conditions. The electronic engine
control also controls the engine operation under all
conditions.
Electronic Control Module (ECM)  – The ECM
is the control computer of  the engine. The ECM
provides power to the electronics. The ECM monitors
data that is input from the sensors of the engine. The
ECM acts as a governor in order to control the speed
and the power of the engine.
7  – The mechanical system is  not responding
properly.
8  – There is an abnormal frequency, an abnormal
pulse width, or an abnormal time period.
9  – There has been an abnormal update.
10  – There is an abnormal rate of change.
11  – The failure mode is not identifiable.
12  – The device or the component is damaged.
Electronic Service Tool  – The electronic service
tool allows a computer (PC) to communicate with the
ECM.
Engine Monitoring  – Engine Monitoring is the part
of the electronic engine control that  monitors the
sensors. This also warns the operator of detected
faults.
Flash File  – This file is  software that is inside
the ECM. The  file contains all the instructions
(software) for the ECM and  the file contains the
performance maps for a specific engine. The file may
be reprogrammed through flash programming.
Engine Oil Pressure Sensor  – The engine  oil
pressure sensor measures engine oil pressure. The
sensor sends a signal to the ECM that is dependent
on the engine oil pressure.
Flash Programming  – Flash programming is the
method of programming or updating an ECM with
an electronic service tool over the data link instead
of replacing components.
Engine Position Sensor  – An engine position
sensor is a hall effect switch that provides a digital
signal to the ECM. The ECM interprets this signal as
the crankshaft position and the engine speed. Two
sensors are used to provide the speed and timing
signals to the ECM. The crankshaft position sensor
is associated with the crankshaft and the camshaft
position sensor is associated with the camshaft.
Fuel Injector E-Trim  – Fuel injector E-trim is  a
software process that allows precise control of fuel
injectors by parameters that are programmed into
the ECM for each fuel injector. With the use of the
electronic service tool, the service technician can
read status information for  the E-Trim. Data for
E-Trim can also be programmed.
Event Code  – An event code may be activated
in order to indicate an abnormal engine operating
condition. These codes usually indicate a mechanical
fault instead of an electrical system fault.
FRC  – See “Fuel Ratio Control”.
Failure Mode Identifier (FMI)  – This identifier
indicates the type of failure that is associated with
the component. The FMI has been adopted from the
SAE practice of J1587 diagnostics. The FMI follows
the parameter identifier (PID) in the descriptions of
the fault code. The descriptions of the FMIs are in
the following list.
Fuel Ratio Control (FRC)  – The FRC is a limit that
is based on the control of the ratio of the fuel to air.
The FRC is used for purposes of emission control.
When the ECM senses a  higher intake manifold
air pressure (more air into the cylinder),  the FRC
increases the FRC Limit (more fuel into the cylinder).
Full Load Setting (FLS) – The FLS is the parameter
that represents the fuel system adjustment.  This
adjustment is made at the factory in order to fine tune
the fuel system. The correct value for this parameter
is stamped on the engine information ratings plate.
This parameter must be programmed.
0  – The data is valid but the data is above the normal
operational range.
1  – The data is valid but the data is below the normal
operational range.
2  – The data is erratic, intermittent, or incorrect.
Full Torque Setting  (FTS) – The  FTS is the
parameter that represents the adjustment for the
engine torque. This adjustment is made at the factory
in order to fine tune the fuel system. This adjustment
is made in conjunction with the FLS. This parameter
must be programmed.
3  – The voltage is above normal or the voltage is
shorted high.
4  – The voltage is below normal or the voltage is
shorted low.
Harness  – The harness is the bundle  of wiring
(loom) that connects all components of the electronic
system.
5  – The current is below normal or the circuit is open.
6  – The current is above normal or the  circuit is
grounded.
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KENR6224
9
Troubleshooting Section
Hertz (Hz)  – Hertz is the measure  of electrical
Password  – A password is a group of  numeric
characters or a group of alphanumeric characters
that is designed to restrict access to parameters. The
electronic system requires correct passwords in order
to change some parameters (Factory Passwords).
Refer to Troubleshooting, “Factory Passwords” for
more information.
frequency in cycles per second.
Injector Codes  – The injector codes or injector trim
codes are numeric codes or alphanumeric codes
that are etched or stamped on individual electronic
unit injectors. These codes are used to fine tune the
fuel delivery.
Personality Module  – See “Flash File”.
Injector Trim Files  –  Injector trim files are
downloaded from a disk to the ECM.  The injector
trim files compensate for variances in manufacturing
of the electronic unit injector and for the life  of the
electronic unit injector. The serial number  for the
electronic unit injector must be obtained in order to
retrieve the correct injector trim file.
Power Cycled – Power cycled happens when power
to the ECM is cycled:  ON, OFF, and ON. Power
cycled refers to the action of cycling the keyswitch
from any position to the OFF position,  and to the
START/RUN position.
Pulse Width Modulation (PWM)  – The PWM is a
signal that consists of pulses that  are of variable
width. These pulses occur at fixed intervals. The ratio
of “TIME ON” versus total “TIME OFF” can be varied.
This ratio is also referred to as a duty cycle.
Intake Manifold Air Temperature Sensor  –  The
intake manifold air temperature sensor detects the
air temperature in the intake manifold.  The ECM
monitors the air temperature and other data in the
intake manifold in order to adjust injection timing and
other performance functions.
Intake Manifold Pressure Sensor  – The Intake
Manifold Pressure Sensor measures the pressure
in the intake manifold. The pressure in  the intake
manifold may be different to the pressure outside
the engine (atmospheric pressure). The difference
in pressure may be caused by  an increase in air
pressure by a turbocharger (if equipped).
Integrated Electronic Controls  – The engine is
designed with the electronic controls as a necessary
part of the system.  The engine will not operate
without the electronic controls.
g00284479
Illustration 2
J1939 CAN Data Link  – This data link is a  SAE
standard diagnostic communications data link that
is used to communicate between the ECM and the
electronic devices.
Rated Fuel Limit  – This is a limit that is based on
the power rating of the engine and on the engine rpm.
The Rated Fuel Limit enables the engine power and
torque outputs to conform to the power and torque
curves of a specific engine model. These limits are in
the flash file and these limits cannot be changed.
Logged Diagnostic Codes  – Logged diagnostic
codes are codes which are stored in the  memory.
These codes are  meant to be an  indicator of
possible causes for intermittent faults. Refer to the
term “Diagnostic Code” in this  glossary for more
information.
Reference Voltage  – Reference voltage is  a
regulated voltage and a  steady voltage that is
supplied by the ECM to a  sensor. The reference
voltage is used by the sensor to generate a signal
voltage.
OEM  – OEM is an abbreviation for the  Original
Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.
Relay  – A relay is an electromechanical switch. A
flow of electricity in one circuit is used to control the
flow of electricity in another circuit. A small current or
voltage is applied to a relay in order to switch a much
larger current or voltage.
Open Circuit  – An open circuit is a condition that is
caused by an open switch, or by an electrical wire
or a connection that is broken. When this condition
exists, the signal or the supply voltage can no longer
reach the intended destination.
Sensor  – A sensor is a  device that is used to
detect the current value of pressure or temperature,
or mechanical movement. The information that is
detected is converted into an electrical signal.
Parameter  – A parameter is a value or a limit that
is programmable. This helps determine  specific
characteristics or behaviors of the engine.
This document has been printed from SPI2. Not for Resale



10
KENR6224
Troubleshooting Section
Short Circuit  – A short circuit is a condition that has
an electrical circuit that is inadvertently connected to
an undesirable point. An example of a short circuit
is a wire which rubs against  a vehicle frame and
this rubbing eventually wears off the wire insulation.
Electrical contact with the frame is made and a short
circuit results.
•  Obtain data.
•  Diagnose faults.
•  Read parameters.
•  Program parameters.
•  Calibrate sensors.
Signal  – The signal is a voltage or a waveform that
is used in order to transmit information typically from
a sensor to the ECM.
Required Service Tools
Supply Voltage – The supply voltage is a continuous
voltage that is supplied to a component in order to
provide the electrical power that is required for the
component to operate. The power may be generated
by the ECM or the power may be battery voltage that
is supplied by the engine wiring.
The tools that are listed in Table 1  are required in
order to enable a service technician to perform the
procedures.
Table 1
Required Service  Tools
System Configuration Parameters  –  System
configuration parameters are parameters that affect
emissions and/or operating characteristics of the
engine.
Part
Description
Number
N/A
GE50038
GE50039
GE50040
-
4 mm Allen Wrench
Transducer
Tattletale  – Certain parameters that affect the
operation of the engine  are stored in the ECM.
These parameters can be changed by use  of the
electronic service tool. The tattletale logs the number
of changes that have been made to the parameter.
The tattletale is stored in the ECM.
Transducer Adapter
Cable As
Digital Multimeter Gp (RS232)
Multimeter Probes
GE50042
GE50037
-
Adapter Cable As (70-PIN BREAKOUT)
Adapter Cable As (3-PIN BREAKOUT)
Harness (SERVICE TOOL ADAPTER)
Crimp Tool (12 AWG TO 18 AWG)
Connector Repair Kit (DEUTSCH DT)
Throttle Position  – The throttle position is  the
interpretation by the ECM of  the signal from the
throttle position sensor or the throttle switch.
GE50036
CH11155
-
Timing Calibration  – The timing calibration is the
adjustment of an electrical signal. This adjustment is
made in order to correct the timing error between the
camshaft and the engine speed/timing sensors or
between the crankshaft and the engine speed/timing
sensors.
Two short jumper wires are needed  to check the
continuity of some wiring harness circuits by shorting
two adjacent terminals together in a connector. A
long extension wire may also be needed to check the
continuity of some wiring harness circuits.
Top Center Position – The top center position refers
to the crankshaft position when the engine piston
position is at the highest point of travel. The engine
must be turned in the normal direction of rotation in
order to reach this point.
Perkins Electronic Service Tool
(EST)
Total Tattletale  – The total tattletale is the  total
number of changes to all the parameters  that are
stored in the ECM.
The Perkins EST  can display the  following
information:
•  Parameters
i02547729
Electronic Service Tools
•  Event codes
•  Diagnostic codes
•  Engine configuration
Perkins Electronic Service Tools are designed to help
the service technician:
This document has been printed from SPI2. Not for Resale



KENR6224
11
Troubleshooting Section
The Perkins EST can be used by the technician to
perform the following functions:
Connecting Perkins  EST and the
Communication Adapter II
•  Diagnostic tests
•  Sensor calibration
•  Flash programming
•  Set parameters
Table 2 lists the service tools  that are required in
order to use Perkins EST.
Table 2
Service Tools for the Use  of Perkins EST
Part
Description
Number
-
(1)
Personal Computer (PC)
-
-
(1)
(1)
Single user license for Perkins EST
Data Subscription for All Engines
Communication Adapter Gp
Adapter Cable As
27610251
27610164
(2)
(1)  Refer to the Perkins Engine Company Limited.
(2)  The 27610164 Adapter Cable As is required to connect to the
USB port on computers that are not equipped with  a RS232
serial port.
g01115382
Illustration 3
(1) Personal computer (PC)
(2) Adapter Cable (RS232 Port)
(3) Communication Adapter As
(4) Adapter Cable As
Note: For more information regarding the  use of
Perkins EST and the PC requirements for Perkins
EST, refer to the documentation that accompanies
your Perkins EST software.
Note: Items (2), (3), and (4) are part of the  27610251
Communication Adapter Gp.
Use the following procedure in  order to connect
Perkins EST and the Communication Adapter II.
1.  Turn the keyswitch to the OFF position. If the
keyswitch is not in the OFF position, the engine
may start.
2.  Connect cable (2) between the “COMPUTER”
end of communication adapter (3) and the RS232
serial port of PC (1).
Note: An adapter cable assembly  is required to
connect to the USB port on computers that are not
equipped with a RS232 serial port.
3.  Connect cable (4) between the “DATA LINK” end
of communication adapter (3) and the diagnostic
connector.
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12
KENR6224
Troubleshooting Section
4.  Place the keyswitch in the ON position. If  the
Perkins EST and the communication  adapter
do not communicate with the Electronic Control
Module (ECM), refer to the diagnostic procedure
Troubleshooting, “Electronic Service Tool Will Not
Communicate With ECM”.
1.  Record the configuration data:
a.  Connect the electronic service tool to  the
diagnostic connector. Refer to Troubleshooting,
“Electronic Service Tools”.
b. Print the parameters from  the “Configuration”
screen on the electronic service tool. If a printer
is unavailable, record all of the parameters.
Record any logged diagnostic  codes and
logged event codes for your records. Record
the injector codes from  the “Calibrations”
screen in the “Service” menu on the electronic
service tool.
i02548810
Replacing the ECM
NOTICE
Keep all parts clean from contaminants.
c.  Use the “Copy  Configuration/ECM
Replacement” feature that is found under the
“Service” menu on the electronic service tool.
Select “Load from ECM” in order to copy the
configuration data from the suspect ECM.
Contaminants may cause  rapid wear and  shortened
component life.
The Electronic Control Module (ECM) contains no
moving parts. Replacement of  the ECM can be
costly. Replacement can also be a time consuming
task. Follow the troubleshooting procedures in this
manual in order to ensure that replacing the ECM will
correct the fault. Verify that the suspect ECM is the
cause of the fault.
Note: If the “Copy Configuration” process fails and
the parameters were not obtained in Step 1.b, the
parameters must be obtained elsewhere. Some of the
parameters are stamped on the engine information
plate. Most of the parameters must be obtained from
the factory.
2.  Remove the ECM:
Note: Ensure that the ECM is receiving power and
that the ECM is properly wired to the negative battery
circuit before a replacement of the ECM is attempted.
Refer to Troubleshooting, “Electrical Power Supply
Circuit - Test”.
a.  Turn the keyswitch to the OFF position.
b. Disconnect the  P1 and P2 connectors from
the ECM.
A test ECM can be used to determine if the ECM is
faulty. Install a test ECM in place of the suspect ECM.
Flash program the correct flash file into the test ECM.
Program the parameters for normal operation of the
engine. The parameters must match the parameters
in the suspect ECM. Refer to the following test steps
for details. If the test ECM resolves the fault, connect
the suspect ECM. Verify that the fault returns. If the
fault returns, replace the suspect ECM.
c.  Disconnect the ECM ground strap.
d. Remove the mounting bolts from the ECM.
3.  Install the replacement ECM:
a.  Use the old mounting hardware to install the
replacement ECM.
b. Connect the ECM ground strap.
Note: When a new ECM is not available, you may
need to remove an ECM from an engine that is not
in service. The interlock code for the replacement
ECM must match the interlock code for the suspect
ECM. Be sure to record the parameters  from the
replacement ECM on the “Parameters Worksheet”.
Use the “Copy Configuration/ECM Replacement”
feature that is found under the “Service” menu  on
the electronic service tool.
c.  Connect the P1 and P2 connectors. Tighten
the ECM connector (allen  head screw) to
the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque value.
4.  Configure the replacement ECM:
a.  Flash program the flash file into the ECM.
Refer to Troubleshooting, “Flash Programming”
for the correct procedure.
NOTICE
If the flash file and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace
the ECM:
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KENR6224
13
Troubleshooting Section
b. Use the  electronic service tool to match the
Every generated code is stored in the  permanent
memory of the ECM. The codes are logged.
engine application and the interlock code if
the replacement ECM was used for a different
application.
Logged codes may not  indicate that a repair is
needed. The fault may have been temporary. The
fault may have been resolved since the logging of
the code. If the system is  powered, it is possible
to generate an active diagnostic code whenever a
component is disconnected. When the component is
reconnected, the code is no longer active. Logged
codes may be useful to help troubleshoot intermittent
faults. Logged codes can also be  used to review
the performance of the engine and of the electronic
system.
c.  If the “Copy Configuration” process from
Step 1.b was successful, return to the “Copy
Configuration/ECM Replacement” screen on
the electronic service tool and select “Program
ECM”. Proceed to Step 4.e when programming
is complete.
d. If the “Copy Configuration” process from  Step
1.b was unsuccessful, manually program the
ECM parameters. The parameters must match
the parameters from Step 1.b.
Event Code
e.  Program the engine monitoring system, if
An event code is generated by the detection of an
abnormal engine operating condition. For example,
an event code will be generated if the oil pressure is
too low. In this case, the event code  indicates the
symptom of a fault.
necessary.
f.  Load the  injector trim files for the injectors.
Refer to Troubleshooting, “Injector Trim File”.
g. Calibrate  the engine speed/timing. Refer
to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.
i02548823
Self-Diagnostics
The Electronic Control Module (ECM) has the ability
to detect faults with the electronic system and with
engine operation. When a fault is detected, a code is
generated. An alarm may also be generated. There
are two types of codes:
•  Diagnostic
•  Event
Diagnostic Code  – When a fault with the electronic
system is detected, the ECM generates a diagnostic
code. This indicates  the specific fault with the
circuitry.
Diagnostic codes can have two different states:
•  Active
•  Logged
Active Code
An active diagnostic code indicates that an active
fault has been detected.  Active codes require
immediate attention. Always service active codes
prior to servicing logged codes.
Logged Code
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14
KENR6224
Troubleshooting Section
i02548835
Sensors and  Electrical
Connectors
Table 3
Connector
Function
J1/P1
ECM Connector (70-Pin Engine
Harness)
J2/P2
ECM Connector (“120-Pin Engine
Harness”)
J61/P61
Customer Connector (Optional)
(40-Pin Connector)
J63/P63
Diagnostic Connector  (9-Pin
Connector)
J100/P100
J103/P103
J105/P105
J200/P200
J201/P201
J203/P203
J300/P300
J400/P400
J401/P401
J402/P402
Coolant Temperature Sensor (2-Pin
Connector)
Inlet Manifold Temperature Sensor
(2-Pin Connector)
Fuel Temperature Sensor (2-Pin
Connector)
Inlet Manifold Pressure  Sensor
(3-Pin Connector)
Engine Oil Pressure Sensor (3-Pin
Connector)
Atmospheric Pressure Sensor (3-Pin
Connector)
Injector Solenoid Harness (12-Pin
Connector)
Engine Timing Calibration Probe
(2-Pin Connector)
Crankshaft Position Sensor (2-Pin
Connector)
Camshaft Position Sensor (2-Pin
Connector)
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KENR6224
15
Troubleshooting Section
g01278058
Illustration 4
Block diagram for the 2506-15  engine components
(1) 12 Pin Connector
(9) Timing Calibration Probe
(10) Timing Calibration Probe Connector
(11) Atmospheric Pressure Sensor
(12) Inlet Manifold Temperature Sensor
(13) Inlet Manifold Pressure Sensor
(14) Coolant Temperature Sensor
(15) Engine Oil Pressure Sensor
(16) Fuel Temperature Sensor
(2) Electronic Control Module (ECM)
(3) Electronic Unit Injectors
(4) Crankshaft Position Sensor
(5) 36 - 1 Tooth Gear
(6) 120 Pin Connector
(7) 36 + 1 Tooth Gear
(8) Camshaft Position Sensor
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16
KENR6224
Troubleshooting Section
g01279372
Illustration 5
Locations of the sensors on  the 2506-15 engine
(1) Coolant temperature sensor
(2) Camshaft position sensor
(3) Inlet manifold pressure sensor
(4) Fuel temperature sensor
(5) Inlet manifold temperature sensor
(6) Engine oil pressure sensor
(7) Atmospheric pressure sensor
(8) Crankshaft position sensor
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KENR6224
17
Troubleshooting Section
g01278305
Illustration 6
Block diagram for the machine  components
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18
KENR6224
Troubleshooting Section
i02548945
1.  Stop the engine. Turn the keyswitch to the OFF
position.
Engine Wiring Information
2.  Disconnect the negative battery cable from the
battery. If a battery disconnect switch is installed,
open the switch.
The wiring schematics are  revised periodically.
The wiring schematics will change as updates are
made to the machine harness. For the most current
information, always check the revision number of the
schematic. Use the schematic with the latest revision
number.
Harness Wire Identification
Perkins identifies all wires with eleven solid colors.
The circuit number is stamped on the wire at a 25 mm
(1 inch) spacing. Table 4 lists the wire colors and the
color codes.
Table 4
Color Codes for  the Harness Wire
Color Code
Color
Color Code
Color
BK
BR
RD
OR
YL
Black
GN
BU
PU
GY
WH
PK
Green
Brown
Red
Blue
g01143634
Purple
Gray
White
Pink
Illustration 7
Service welding guide (typical diagram)
Orange
Yellow
3.  Connect the welding ground cable as  close
as possible to the  area that will be welded.
Components which may be damaged by welding
include bearings, hydraulic components, and
electrical/electronic components.
Welding on a Machine that is Equipped
with an Electronic Control System (ECM)
4.  Protect the wiring harness from welding debris
and from spatter.
Proper welding procedures are necessary in order
to avoid damage to the engine’s electronic control
module, sensors, and associated components. The
component that requires welding should be removed.
When welding on a machine that is equipped with an
ECM and removal of the component is not possible,
the following procedure must  be followed. This
procedure provides the minimum amount of risk to
the electronic components.
5.  Weld the materials by using standard welding
methods.
NOTICE
Do not  ground  the welder  to electrical  components
such as the ECM or sensors. Improper grounding can
cause damage  to the drive  train bearings, hydraulic
components, electrical  components, and other  com-
ponents.
Clamp the ground cable from  the welder to the com-
ponent that will be welded. Place the  clamp as close
as possible to the weld. This will help reduce the pos-
sibility of damage.
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KENR6224
19
Troubleshooting Section
g01275859
Illustration 8
Schematic diagram for a machine with  an OEM connector
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20
KENR6224
Troubleshooting Section
g01275860
Illustration 9
Schematic diagram for a machine without  an OEM connector
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KENR6224
21
Troubleshooting Section
Programming Parameters
Since factory passwords  contain alphabetic
characters, the Perkins Electronic  Service Tool
(EST) must be used to perform these functions. In
order to obtain factory passwords, proceed as if you
already have the password. If factory passwords are
needed, the Perkins EST will request  the factory
passwords and the Perkins  EST will display the
information that is required to obtain the passwords.
For the worksheet that is used for acquiring factory
passwords, refer to  programming parameters
Troubleshooting, “Factory Passwords Worksheet”.
i02549443
Programming Parameters
The Perkins Electronic Service Tool (EST) can be
used to view certain  parameters that can affect
the operation of the engine. The Perkins EST can
also be used to change certain  parameters. The
parameters are stored in  the Electronic Control
Module (ECM). Some  of the parameters are
protected from unauthorized changes by passwords.
Parameters that can be changed have a tattletale
number. The tattletale number shows if a parameter
has been changed.
i02549455
Factory Passwords Worksheet
Note: A mistake in recording these parameters will
result in incorrect passwords.
i02549444
Factory Passwords
NOTICE
Operating the engine with a flash file not designed for
that engine will damage the engine. Be sure the flash
file is correct for your engine.
Note: Factory passwords  are provided only to
Perkins dealers and distributors.
Factory passwords are required to perform each of
the following functions:
•  Program a new Electronic Control Module (ECM).
When an  ECM is replaced,  the system
configuration parameters must be programmed
into the new ECM. A new ECM will allow  these
parameters to be programmed once without factory
passwords. After the initial programming, some
parameters are protected by factory passwords.
•  Clear  event  codes.
Most event codes require  the use of factory
passwords to clear the code once the code has
been logged. Clear these codes only when you are
certain that the fault has been corrected.
•  Unlock  parameters.
Factory passwords are required in order to unlock
certain system configuration parameters. Refer
to Troubleshooting, “System  Configuration
Parameters”.
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22
KENR6224
Troubleshooting Section
Table 5
Note: If you do not have the part number for the flash
file, use “PTMI” on the Perkins Internet.
Factory Passwords Worksheet
Dealer Code
Customer’s Name
Address
Note: You must have the engine serial number  in
order to search for the part number for the flash file.
2.  Connect the electronic service tool to the service
tool connector.
3.  Turn the keyswitch to the ON position. Do not start
the engine.
Telephone Number
Information From the Engine Information Plate
Engine Serial Number
4.  Select “WinFlash” from the “Utilities” menu on the
electronic service tool.
Full Load Setting
Note: If “WinFlash” will not communicate with the
ECM, refer to Troubleshooting, “Electronic Service
Tool Will Not Communicate with ECM”.
Full Torque Setting
Information From the Diagnostic Clock
Engine Hours
5.  Flash program the flash file into the ECM.
Information From the “Factory Password  Entry
Screen” on the Electronic  Service Tool
a.  Select the engine ECM under the “Detected
ECMs”.
Electronic Service Tool
Serial Number
b. Press the  “Browse” button in order to select
the part number of the flash  file that will be
programmed into the ECM.
Engine Serial Number
ECM Serial Number
Total Tattletale
c.  When the correct flash file is selected, press
the “Open” button.
Reason Code
d. Verify  that the “File Values”  match the
application. If the “File Values” do not match
the application, search for the correct flash file.
From Interlock
(1)
To Interlock
(1)
Factory Passwords
e.  When the correct flash file is selected, press
the “Begin Flash” button.
Factory Password (No. 1)
Factory Password (No. 2)
f.  The electronic service tool  will indicate when
flash programming has been successfully
completed.
(1)  This parameter is required when the engine is being rerated.
This parameter is displayed only when  the engine is being
rerated.
6.  Start the engine and check for proper operation.
i02549457
a.  If a diagnostic code 0268-02 is generated,
program any parameters that were not in the
old flash file.
Flash Programming
b. Access  the “Configuration” screen under
the “Service” menu in  order to determine
the parameters that require programming.
Look under the “Tattletale” column. All of the
parameters should have a tattletale of  1 or
more. If a parameter has  a tattletale of 0,
program that parameter.
Flash Programming  – A method of loading a flash
file into the Electronic Control Module (ECM)
The electronic service  tool can be utilized  to
flash program a flash file into the  ECM. The flash
programming transfers the flash file from the PC to
the ECM.
Flash Programming a Flash File
1.  Obtain the part number for the new flash file.
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KENR6224
23
Troubleshooting Section
“WinFlash” Error Messages
5.  Connect the electronic service  tool to the
service tool connector. Refer to Troubleshooting,
“Electronic Service Tools”.
If you receive any  error messages during flash
programming, click on the “Cancel” button in order
to stop the process. Access the information about
the “ECM Summary” under the “Information” menu.
Ensure that you are programming the correct flash
file for your engine.
6.  Turn the keyswitch to the ON position.
7.  Select the following menu options on the electronic
service tool:
•  Service
i02549465
Injector Trim File
•  Calibrations
•  Injector Trim Calibration
8.  Select the appropriate cylinder.
9.  Click on the “Change” button.
The electronic service tool is used to load the injector
trim files into the Electronic Control Module (ECM).
The injector trim files must be loaded into the ECM if
any of the following conditions occur:
10. Select the appropriate injector trim file from the
PC.
•  An injector is replaced.
11. Click on the “Open” button.
•  The ECM is replaced.
12. If you are prompted by the electronic service
tool, enter the confirmation code number for the
injector into the field.
•  Diagnostic code 0253-02 is active.
•  Injectors are exchanged between cylinders.
Exchanging Electronic Unit Injectors
13. Click on the “OK” button.
The injector trim file is loaded into the ECM.
Exchanging injectors can help determine if a fault is
in the injector or in the cylinder. If two injectors that
are currently installed in the engine are exchanged
between cylinders, the injector trim files can  also
be exchanged. Press the “Exchange” button at the
bottom of the “Injector Trim Calibration” screen on
the electronic service tool. Select the two injectors
that will be exchanged and press the “OK” button.
The tattletale for the injectors that were exchanged
will increase by one.
14. Repeat the procedure for each cylinder,  as
required.
Note: The serial number for the  injector and the
confirmation code number for the injector are located
on the injector.
1.  Record the serial number and the confirmation
code numberfor each injector.
2.  Obtain the injector trim file by one of the following
methods:
•  Select “Service Software Files” on the Perkins
Internet.
•  Use the compact disc that is included with  a
replacement injector.
3.  Enter the serial number for the injector in  the
search field.
4.  Download the injector trim file to the PC. Repeat
this procedure for each injector, as required.
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24
KENR6224
Troubleshooting Section
System Configuration
Parameters
ECM Serial Number
This is a read only parameter that displays the serial
number of the ECM.
i02549472
ECM Software Release Date
System Configuration
Parameters
This parameter is defined by  the ECM software
and this parameter is not programmable. The ECM
software release date is used to provide the version
of the software. The customer parameters and the
software change levels can be monitored  by this
date. The date is provided in the month and the year
(AUG06). AUG is the month (August). 06 is the year
(2006).
System configuration parameters affect the emissions
of the engine or the power of the  engine. System
configuration parameters are programmed at the
factory. Normally, system configuration parameters
would never need to be changed through the life of
the engine. System configuration parameters must
be reprogrammed if an Electronic Control Module
(ECM) is replaced. System configuration parameters
do not need to be reprogrammed if the ECM software
is changed. The correct values for these parameters
are stamped on the engine information ratings plate.
Factory passwords are required to change  these
parameters. The following information is a description
of the system configuration parameters.
Critical Override Switch
If equipped, the critical override switch allows the
engine to continue running even if engine oil pressure
or coolant temperature have reached the shutdown
limit for the engine.  If the engine is  run in this
condition, the engine warranty is cancelled and any
events that occur are stored in the ECM with the time
and the date. Implementation of this facility requires
a factory password.
Full Load Setting (FLS)
Total Tattletale
The full load setting is  a number that represents
the adjustment to the fuel system  that was made
at the factory in order to fine tune the fuel system.
The correct value for this parameter is stamped on
the engine information ratings plate. If the ECM is
replaced, the full load setting must be reprogrammed
in order to prevent a 0268-02 diagnostic code from
becoming active.
This parameter displays the total number of changes
that have been made to the configuration parameters.
Full Torque Setting (FTS)
Full torque setting is similar to  full load setting. If
the ECM is replaced, the full  torque setting must
be reprogrammed in order to  prevent a 0268-02
diagnostic code from becoming active.
Software Part number
This is the part number of the software that is flashed
into the ECM.
Engine Serial Number
When a new ECM is delivered,  the engine serial
number in the ECM is not programmed. The engine
serial number should be programmed to match the
engine serial number that is stamped on the engine
information plate.
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KENR6224
25
Troubleshooting Section
Configuration Parameters
Table 6
Screen Order
Configuration Parameter  Description
Read/Write
Security
1
Selected Engine Rating
Rating Number
2
RW2
(1)
3
Rated Frequency
R
R
R
R
R
(2)
(2)
(2)
(2)
(2)
4
Rated Genset Speed
5
Rated Real Genset Power
Rated Apparent Genset Power
Engine Rating Application Type
External Speed Selection Switch Installed
ECM Identification Parameters
Equipment ID
6
7
8
RW2
(1)
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
RW2
RW3
(1)
(3)
Engine Serial Number
ECM Serial Number
R
R
R
R
(2)
(2)
(2)
(2)
ECM Software Part Number
ECM Software Release Date
ECM Software Description
Security Access Parameters
Total Tattletale
R
(2)
Engine/Gear Parameters
Engine Acceleration Rate
Droop/Isochronous Switch Installed.
Droop/Isochronous Selection
Engine Speed Droop
RW2
RW2
RW2
RW2
RW2
RW2
RW2
RW2
RW2
RW2
(1)
(1)
(1)
(1)
(1)
(1)
(1)
(1)
(1)
(1)
Critical Override Switch Installed
Digital Speed Control Installed
Speed Control Minimum Speed
Speed Control Maximum Speed
Digital Speed Control Ramp Rate
Crank Terminate Speed
I/O Configuration Parameters
Desired Speed Input Arrangement
Fuel Enable Input Configuration
System Parameters
RW2
RW2
(1)
(1)
Full Load Setting (FLS)
RW3
RW3
RW1
RW1
RW1
(3)
Full Torque Setting (FTS)
Governor Gain Factor
(3)
(4)
Governor Minimum Stability Factor
Governor Maximum Stability Factor
(4)
(4)
(continued)
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26
KENR6224
Troubleshooting Section
(Table 6, contd)
38
39
40
Passwords
Customer Password 1
Customer Password 2
RW2
(1)
(1)
RW2
(1)  Read/write with a customer password
(2)  Read only
(3)  Read/write with a factory password
(4)  Read/write without a password
Customer Specified Parameters
Rating Configuration
Customer specified parameters allow the engine to
be configured to the exact needs of the application.
This parameter displays the configuration  of the
currently selected rating. The following list gives the
possible configurations:
Customer parameters may be changed repeatedly as
a customer’s operation changes.
•  Standby power
The following information is a brief description of the
customer specified parameters.
•  Limited time prime power
•  Prime power
Rating Duty Selection
•  Continuous or baseload power
This parameter enables selection of the engine rating
from a series of maps within the ECM. Changing the
rating requires a customer password. The available
ratings within the ECM will  vary with the type of
engine and the specification of the engine.
For definitions of these ratings, refer to  ISO8528.
This parameter is read only.
Note: Not all of the above rating configurations will
be available in the software files of every ECM.
Rated Frequency
External Speed Selection Switch Enable
This parameter displays the rated frequency of the
genset. This is determined by the rating selection
and the status of the external speed selection switch.
This parameter is read only.
For dual speed  applications with an external
speed selection switch, this parameter enables the
functionality of the speed selection  switch within
the software. Changing this parameter requires a
customer password.
Rated Speed
Engine Startup Acceleration Rate
This parameter displays the  rated speed of the
engine. This is determined by the rating selection
and the status of the external speed selection switch.
This parameter is read only.
This parameter enables the acceleration  rate of
the engine in RPM per second to be programmed.
The parameter can be programmed from idle speed
to rated speed. Control of this parameter enables
any overshoot in speed on start-up  to be limited.
Changing this parameter  requires a customer
password.
Rated Real Genset Power
This parameter displays the maximum power in kW
of the currently selected rating. This parameter is
read only.
Droop/Isochronous Switch Enable
Rated Apparent Genset Power
This parameter determines whether the external
droop/isochronous switch is enabled or disabled.
Changing this parameter  requires a customer
password.
This parameter displays the maximum power in kVA
of the currently selected rating. This parameter is
read only.
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KENR6224
27
Troubleshooting Section
Droop/Isochronous Selection
Digital Speed Control Ramp Rate
The engine will normally be run in isochronous mode.
This means that the engine speed will not change,
regardless of the load. If the engine needs to operate
in parallel with another genset or the engine needs
to operate in parallel with the grid, it is necessary to
operate the engine in droop mode in order to ensure
the stability of the system. This parameter enables
droop/isochronous running selection. Changing this
parameter requires a customer password.
This setting determines the rate of change of engine
speed in RPM when the raise/lower switch inputs are
closed. Changing this parameter requires a customer
password.
Crank Terminate Speed
This parameter is used to set the engine speed that
is required before the output from the crank terminate
relay is switched. Changing this parameter requires a
customer password.
Note: If an external droop/isochronous switch  is
enabled, the position of this switch will override the
“Droop/Isochronous” selection.
Desired Speed Input Arrangement
Engine Speed Droop
If a digital  speed control is not  installed, this
parameter enables selection of either  an analog
throttle, a PWM throttle or  an external CAN Bus
speed control. The inputs from the analog throttle,
the PWM throttle or the  CAN Bus speed control
are normally used with genset  load sharing and
synchronizing controllers. Changing this parameter
requires a customer password.
If droop operation  is selected, this parameter
allows the setting of percentage droop. This is the
percentage of speed reduction with an increase in
load. This parameter has no effect when the engine
is running in isochronous  mode. Changing this
parameter requires a customer password.
Digital Speed Control Installed
Note: If a PWM throttle, an analog throttle or a CAN
Bus speed control is selected but there are no inputs
to the terminals for the selected speed control, the
engine will default to running at 1100 RPM.
This parameter determines whether input from the
raise/lower switch controls the speed of the engine.
If digital speed control is not installed, the speed of
the engine is controlled by inputs from  the analog
throttle or the PWM throttle. This depends  on the
input that is selected in  the desired speed input
configuration. Changing this parameter requires a
customer password.
If a PWM throttle, an analog throttle or a CAN Bus
speed control is not used, the digital speed control
should be selected.
Fuel Enable Input Configuration
Digital Speed Control Minimum Speed
This parameter enables the selection of switch to
battery positive or CAN input for the control of the
injector On and injector Off.
This setting determines the minimum speed range of
both the raise/lower control and the analog control.
For example, if this  is set to 100 RPM and  the
nominal engine speed is selected to 1500 RPM, the
minimum speed setting is 1400 RPM. This parameter
does not affect the range of the PWM speed control
as this control has a fixed minimum limit and a fixed
maximum limit. Changing this parameter requires a
customer password.
Governor Gain Parameters
The following items are the adjustable parameters for
governor gain:
•  Governor Gain Factor
•  Governor Minimum Stability Factor
•  Governor Maximum Stability
Digital Speed Control Maximum Speed
This setting determines the maximum speed range of
both the raise/lower control and the analog control. If
this is set to 100 RPM and the nominal engine speed
is selected to 1500 RPM, the maximum speed setting
is 1600 RPM. This setting does not affect the range
of the PWM speed control as this control has a fixed
minimum limit and a fixed maximum limit. Changing
this parameter requires a customer password.
Note: No engineering units are associated with these
numbers.
Note: The programmable range is wide for flexibility.
Values of 1 to 40000 are valid. The full range of this
parameter may not be used on any system. Do not
expect to use the whole range.
This document has been printed from SPI2. Not for Resale



28
KENR6224
Troubleshooting Section
Gain Explanations
2.  Start the engine. On the engine mounted genset
control panel, check that the engine has reached
rated speed. This panel will serve as the reference
point for the speed during this procedure.
Governor Gain Factor
The governor gain factor is multiplied to the difference
between desired speed and actual speed.
3.  Enter the “Configuration Parameters” screen on
the electronic service tool.
•  If the value of  the governor gain factor is too
large, the engine speed can overshoot the desired
speed. The overshoot is caused by an excessive
correction or an instability of a steady state.
4.  Determine the desired scenario in order to tune
the engine. For example, check if the engine has
poor response during specific load assignments
or specific load dumps.
•  If the governor gain factor is too small, the response
that is necessary to accelerate the engine to the
desired speed must be obtained by increasing the
stability terms to a higher value. As this process is
slow, the response of the engine speed is slow.
5.  Perform the desired load change that is detailed
in step 4. Check the response of the engine by
viewing the following parameters.
•  The engine speed on the control panel on the
genset
Governor Minimum/Maximum Stability
Factor
•  The frequency response of the system bus to
the load change
The stability factor terms work in order to eliminate a
steady state speed error. There are two gain terms
that are used for stability. If the error is greater than
20 RPM and if the error is increasing, the maximum
stability gain is functioning. If the error is less than
20 RPM, the minimum stability gain is  used. This
function allows the use of a  high gain that would
otherwise cause the engine to be unstable when the
engine is operating near the desired speed.
•  Listening to the response of the engine
6.  Use the listed suggestions in order to determine
the gains that require adjustment.
Note: Usually, the gain factor of the governor should
be lower than the minimum  stability factor of the
governor in order to obtain optimum performance.
The maximum stability factor is typically a smaller
value than the minimum  stability gain and the
governor gain factor.
•  If either the minimum stability gain or the maximum
stability gain is set too  high, the governor will
provide more fuel  than the amount that  is
necessary to bring the error to zero. The additional
fuel will cause the engine speed to overshoot and
the engine to produce excessive combustion noise.
7.  Repeat steps 5, 6 and 7 until a desired engine
response can be met. Use large  adjustments
(10% of original gain) initially to generally tune the
engine in the proper manner. As the  response
gets closer to the desired value,  increase the
gains in smaller increments (1% of total gain).
•  If the minimum stability  gain or the maximum
stability gain is set too low, excessive time is taken
in order to stabilize the engine speed.
Customer Password 1,  Customer
Password 2
Tuning Procedure
1.  Turn the keyswitch to the OFF/RESET position.
Before the tuning procedure is started, connect
the electronic service  tool and then check
that engine overspeed protection is  enabled.
Engine overspeed  is configured on  the
“Service\Monitoring System” screen  on the
electronic service tool.
Customer passwords are  the programmable
parameters that can be  used to protect certain
configuration parameters from any unauthorized
changes.
Engine monitoring
Perkins provides an engine monitoring system that
is installed at the factory. The system monitors the
following parameters:
NOTICE
Performing  engine  governor  tuning without  engine
overspeed protection  could result  in serious  engine
damage.  Ensure  that  this  parameter  is  ON  while
performing this procedure.
•  Engine oil pressure
•  Coolant temperature
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KENR6224
29
Troubleshooting Section
•  Intake manifold air temperature
•  Engine speed
Diagnostic codes that are stored  in memory are
called Logged diagnostic codes. The fault may have
been temporary or the fault may have been repaired
since the fault was logged. For this reason, logged
codes do not necessarily mean that something needs
to be repaired. Logged diagnostic codes are meant
to be an indication of probable causes for intermittent
faults.
•  Boost pressure
•  Fuel temperature
The monitoring system has three levels of operation.
The levels are described below.
Diagnostic codes that identify operating conditions
outside the normal operating range are called Events.
Event codes are not typically an indication of a fault
with the electronic system.
Warning Operation
In the Warning condition,  the ECM causes the
warning lamp to come  ON. The warning lamp
indicates that a fault has been detected by the engine
monitoring system. No further action by the ECM or
the engine occurs.
Note: Some of  the diagnostic codes require
passwords to clear the code.
Effect of Diagnostic  Codes on
Engine Performance
Action Alert Operation
The diagnostic lamp comes on  when a specific
condition exists. When the ECM detects an engine
fault, the ECM generates an active diagnostic code
and the diagnostic code is logged. The diagnostic
code is logged in  order to record the following
information:
In the Action Alert condition, the ECM  causes the
action alert lamp to come on. The Action Alert lamp
indicates that a fault has been detected by the engine
monitoring system. This condition is normally wired
in order to cause a shutdown and the shutdown is
controlled by the control panel on the machine.
•  The date
Shutdown Operation
•  The time
If the fault reaches the Shutdown condition, the ECM
causes the shutdown lamp to come on. Unless the
engine is in a Critical Override condition, the engine
will shut down.
•  The number of occurrences of the fault
The two types of diagnostic codes are Fault codes
and Event codes.
Monitoring the Fuel Temperature
Fault Codes
The fuel temperature sensor  monitors the fuel
temperature. The signal from the  sensor allows
the ECM to compensate for  changes in the fuel
temperature by adjusting the fuel rate for constant
power.
Fault codes are provided in order to  indicate that
an electrical fault or an electronic  fault has been
detected by the ECM. In some cases,  the engine
performance can be affected by the condition that is
causing the code. More frequently, there is no effect
on engine performance.
The sensor is also used  to warn the operator of
excessive fuel temperature with a diagnostic event
code. Excessive fuel temperatures can adversely
affect engine performance.
Event Codes
Event codes are  used to indicate that  some
operational fault has been detected in the engine by
the ECM. This does not usually indicate an electronic
malfunction.
Self-Diagnostics
The electronic system has the ability to  diagnose
faults. When a fault is detected, a diagnostic code
is generated and the  diagnostic code is stored
in permanent memory (logged) in the  ECM. The
diagnostic lamp is also activated.
The ECM also provides a clock in order to add the
date and the time to the following critical event codes:
•  360-3 Low oil pressure shutdown
When diagnostic codes occur, the diagnostic codes
are referred to as Active diagnostic codes.  Active
diagnostic codes indicate that a fault of some kind
currently exists.
•  361-3 High coolant temperature shutdown
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Troubleshooting Section
Refer to the Troubleshooting Guide, “Diagnostic
Code Cross Reference” for a list of all the diagnostic
fault codes.
Settings for the Monitoring System
Table 7
Parameter
State
Trip Point
Delay Time
Low Engine Oil Pressure
Warn Operator (1)
On
300 kPa (43.5 psi)
None
60 seconds
Action Alert (2)
Always On
2 seconds
2 seconds
Engine Shutdown (3)
High Engine Coolant Temperature
Warn Operator (1)
Always On
None
On
104 °C (2190 °F)
105 °C (221 °F)
108 °C (226 °F)
60 seconds
10 seconds
10 seconds
Action Alert (2)
Always On
Always On
Engine Shutdown (3)
Engine Overspeed
Warn Operator (1)
On
2000 RPM
2050 RPM
2140 RPM
1 second
1 second
0 second
Action Alert (2)
Always On
Always On
Engine Shutdown (3)
High Intake Manifold Air Temperature
Warn Operator (1)
On
75 °C (167 °F)
78 °C (172 °F)
60 seconds
10 seconds
Action Alert (2)
Always On
High Fuel Supply Temperature
Warn Operator (1)
On
60 °C (140 °F)
68 °C (154 °F)
60 seconds
60 seconds
Action Alert (2)
Always On
High Boost Pressure
Warn Operator (1)
On
300 kPa (43.5 psi)
None
30 seconds
5 seconds
Action Alert (2)
Always On
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KENR6224
31
Troubleshooting Section
Troubleshooting without a
Diagnostic Code
i02556542
Alternator Will Not Charge
i02556541
Note: This is not an electronic system fault.
Alternator Noise
Probable Causes
•  Alternator drive belt
•  Charging circuit
•  Alternator
Note: This is not an electronic system fault.
Refer to Testing and Adjusting for  information on
possible electrical causes of this condition.
Probable Causes
•  Alternator drive belt
Recommended Actions
Alternator Drive Belt
•  Alternator mounting bracket
•  Alternator drive pulley
•  Alternator bearings
Inspect the condition of the alternator drive belt. If
the alternator drive belt is worn or damaged, check
that the drive belt for the alternator and the pulley are
correctly aligned. If the alignment is correct, replace
the drive belt. Refer to Systems Operation, Testing
and Adjusting, “Belt Tension Chart”.
Recommended Actions
Charging Circuit
Alternator Drive Belt
Inspect the battery cables, wiring, and connections in
the charging circuit. Clean all connections and tighten
all connections. Replace any faulty parts.
Inspect the condition of the alternator drive belt. If
the alternator drive belt is worn or damaged, check
that the drive belt for the alternator and the pulley are
correctly aligned. If the alignment is correct, replace
the drive belt. Refer to Disassembly and Assembly,
“Alternator Belt - Remove and Install”.
Alternator
Verify that the alternator  is operating correctly.
Refer to Systems Operation, Testing and Adjusting,
“Charging System - Test”. The alternator is  not a
serviceable item. The alternator must be replaced
if the alternator is not operating correctly. Refer to
Disassembly and Assembly, “Alternator - Remove
and Install”.
Alternator Mounting Bracket
Inspect the alternator mounting bracket for cracks
and wear. Repair the mounting bracket or replace
the mounting bracket in order to  ensure that the
alternator drive belt and the alternator drive pulley
are in alignment.
i02556551
Alternator Drive Pulley
Battery
Remove the nut for the alternator drive pulley and
then inspect the nut and the drive shaft. If no damage
is found, install the nut and  tighten the nut to the
correct torque. Refer to Specifications, “Alternator
and Regulator” for the correct torque.
Note: This is not an electronic system fault.
Probable Causes
•  Charging circuit
•  Battery
Alternator Bearings
Check for excessive play of the shaft in the alternator.
Check for wear in  the alternator bearings. The
alternator is a nonserviceable item. The alternator
must be replaced if the bearings are worn. Refer to
Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly , “Alternator - Install”.
•  Auxiliary device
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Troubleshooting Section
Recommended Actions
•  Rated fuel position and/or FRC fuel position
•  Inlet manifold pressure sensor
•  Fuel supply
Charging Circuit
If a fault in the battery charging circuit is suspected,
refer to Troubleshooting, “Alternator Will Not Charge”.
•  Air inlet and exhaust system
•  Accessory equipment
Battery
1.  Check that the battery is able to maintain a charge.
Recommended Actions
Refer to Testing and Adjusting, “Battery - Test”.
2.  If the battery does  not maintain a charge,
replace the battery. Refer to the Operation and
Maintenance Manual, “Battery - Replace”.
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
cause poor performance. Connect the electronic
service tool and then check for  active codes and
logged codes. Troubleshoot any codes  that are
present before continuing with this procedure.
Auxiliary Device
1.  Check that an auxiliary device has drained the
battery by being left in the ON position.
Programmable Parameters
2.  Charge the battery.
Check the following parameters on the electronic
service tool:
3.  Verify that the battery is able to maintain a charge
when all auxiliary devices are switched off.
•  “Desired Engine Speed”
i02556559
Can Not Reach Top  Engine
RPM
•  “Desired Speed Input Configuration”
Determine the type of speed control that is used in
the application. Program the parameters to match
the type of speed control that is used. Refer to the
Troubleshooting Guide, “Speed Control Circuit - Test”
for more information.
Note: If this fault occurs only  under load, refer to
the Troubleshooting Guide, “Low Power/Poor or No
Response to Throttle”.
Note: The engine will have poor performance if the
parameters are not programmed correctly.
Cold Mode
The connection  of any  electrical equipment  and
the disconnection of any electrical equipment may
cause an explosion hazard which may result in in-
jury or death. Do not connect any electrical equip-
ment or disconnect any electrical equipment in an
explosive atmosphere.
Use the electronic service tool  to verify that the
engine has exited cold  mode. A status flag will
appear if the engine is operating in cold mode. This
may limit engine speed.
Throttle Signal
Connect the electronic service tool to the diagnostic
connector. View the status for the “Desired Engine
Speed” on the status screen. Operate  the speed
control from the Low Speed  position to the High
Speed position. If the status cannot operate in the full
range, refer to the Troubleshooting Guide, “Speed
control - Calibrate”.
Probable Causes
•  Diagnostic codes
•  Event codes
•  Programmable parameters
•  Cold mode
•  Throttle signal
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KENR6224
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Troubleshooting Section
Diagnostic codes that are related to the J1939 data
link will prevent correct operation of the throttle if the
throttle position is transmitted over the data link. If
there is a fault in the data link, the engine will remain
at low idle until the data link is repaired.
Air Inlet and Exhaust System
1.  Clean plugged air filters or replace plugged air
filters. Refer to the Operation and Maintenance
Manual.
Inlet Manifold Pressure Sensor, Rated
Fuel Position and/or FRC Fuel Position
2.  Check the air inlet and  exhaust system for
restrictions and/or leaks.  Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”.
1.  With the engine at full load, monitor “Fuel Position”
and “Rated Fuel Limit” on the status  screen. If
“Fuel Position” does not equal “Rated Fuel Limit”
then check air inlet manifold pressure.
Accessory Equipment
Check all accessory equipment for faults that may
create excessive load on the engine.  Repair any
damaged components or replace any  damaged
components.
2.  Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
3.  Monitor the inlet manifold pressure  and the
atmospheric pressure on the status screen for
normal operation.
i02556728
Coolant in Engine Oil
Fuel Supply
1.  Check the fuel lines for the  following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
Probable Causes
•  Engine oil cooler core
•  Cylinder head gasket
•  Cylinder head
2.  Check the fuel tank for foreign objects which may
block the fuel supply.
3.  Prime the fuel system if any  of the following
•  Cylinder liner
procedures have been performed:
•  Cylinder block
•  Replacement of the fuel filters
Recommended Actions
•  Service on the low pressure fuel supply circuit
•  Replacement of electronic unit injectors
Engine Oil Cooler Core
Note: A sight glass in the low pressure supply line is
helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting.
1.  Check for leaks in the oil cooler core. If a leak is
found, install a new oil cooler core. Refer to the
Disassembly and Assembly manual.
4.  Cold weather adversely affects the characteristics
of the  fuel. Refer to  the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
2.  Drain the crankcase and refill the crankcase with
clean engine oil. Install new  engine oil filters.
Refer to the Operation and Maintenance Manual.
Cylinder Head Gasket
5.  Check the fuel pressure during engine cranking.
Check the fuel pressure on  the outlet side of
the fuel filter. Refer to Specifications for correct
pressure values. If the  fuel pressure is low,
replace the fuel filters. If the fuel pressure is still
low, check the following items: fuel transfer pump,
fuel transfer pump coupling, and fuel pressure
regulating valve.
1.  Remove the cylinder head.  Refer to the
Disassembly and Assembly manual.
2.  Check the cylinder liner projection. Refer to the
Systems Operation, Testing and Adjusting manual.
3.  Install a new cylinder head gasket and new water
seals in the spacer plate. Refer to the Disassembly
and Assembly manual.
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KENR6224
Troubleshooting Section
Cylinder Head
2.  Verify that the electronic service tool is on the
“Factory Password” screen.
Check for cracks in the cylinder  head. If a crack
is found, repair the cylinder head  and/or replace
the cylinder head. Refer to the  Disassembly and
Assembly manual.
3.  Use the electronic service tool to verify that the
following information has been entered correctly:
•  Engine serial number
Cylinder Liner
•  Serial number for the electronic control module
•  Serial number for the electronic service tool
•  Total tattletale
Check for cracked cylinder  liners. Replace any
cracked cylinder liners. Refer to the Disassembly and
Assembly manual.
Cylinder Block
•  Reason code
Inspect the cylinder block for cracks. If  a crack is
found, repair the cylinder block or replace the cylinder
block.
i02556747
ECM Will Not Communicate
with Other Systems or Display
Modules
i02556737
Coolant Temperature Is Too
High
Probable Causes
•  Wiring and/or electrical connectors
•  Data Link
Refer to Systems Operation, Testing and Adjusting,
“Cooling System -  Check” for information on
determining the cause of this condition.
•  CAN data link (if equipped)
•  Electronic Control Module (ECM)
i02556740
ECM Will Not Accept Factory
Passwords
Recommended Actions
1.  Check for correct installation of the J1/P1 and
J2/P2 connectors for the  Electronic Control
Module (ECM) . Refer to the  Troubleshooting
Guide, “Electrical Connectors - Inspect”.
Probable Causes
One of the following items  may not be recorded
correctly on the electronic service tool:
2.  Connect the electronic service  tool to the
diagnostic connector. If  the ECM does not
communicate with the electronic service tool, refer
to the Troubleshooting Guide, “Electronic Service
Tool Will Not Communicate with ECM”.
•  Passwords
•  Serial numbers
•  Total tattletale
•  Reason code
3.  Troubleshoot the data link for possible faults.
Refer to the Troubleshooting Guide, “Data Link
Circuit - Test”.
Recommended Actions
4.  Troubleshoot the CAN data link (if equipped)
for possible faults. Refer to the Troubleshooting
Guide, “CAN Data Link Circuit - Test”.
1.  Verify that the correct passwords were entered.
Check every character in each password. Remove
the electrical power  from the engine for 30
seconds and then retry.
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KENR6224
35
Troubleshooting Section
i02557746
Communication Adapter and/or Cables
Electronic Service Tool Will
1.  If you are using a “Communication Adapter II”,
ensure that the firmware and driver files for the
communication adapter are the most current files
that are available. If the firmware and driver files
do not match, the communication adapter will not
communicate with the electronic service tool.
Not Communicate with ECM
Probable Causes
2.  Disconnect the communication adapter and the
cables from the diagnostic connector. Reconnect
the communication adapter to the service tool
connector.
•  Configuration for the communications adapter
•  Electrical connectors
•  Communication adapter and/or cables
•  Electrical power supply to the diagnostic connector
•  Electronic service tool and related hardware
3.  Verify that the correct cable is being used between
the communication adapter and the diagnostic
connector. Refer to the Troubleshooting Guide,
“Electronic Service Tools”.
Electrical Power Supply to the Service
Tool Connector
•  Electrical power supply to the Electronic Control
Module (ECM)
•  Flash file
•  Data Link
Verify that battery  voltage is present between
terminals A and B of the diagnostic connector. If the
communication adapter is not receiving power, the
display on the communication adapter will be blank.
Recommended Actions
Electronic Service Tool  and Related
Hardware
Start the engine. If the engine starts, but the ECM
will not communicate with the electronic service tool,
continue with this procedure. If the engine will not
start, refer to the Troubleshooting Manual, “Engine
Cranks but Will Not Start”. If the engine will not crank,
refer to the Troubleshooting Guide, “Engine Will Not
Crank”.
In order to eliminate  the electronic service tool
and the related hardware as the fault, connect the
electronic service tool to a different engine.  If the
same fault occurs on a different engine, check the
electronic service tool and the related hardware in
order to determine the cause of the fault.
Configuration for the Communications
Adapter
Electrical Power Supply to the Electronic
Control Module (ECM)
1.  Access “Preferences” under the “Utilities” menu
on the electronic service tool.
Check power  to the  ECM. Refer to  the
Troubleshooting Guide, “Electrical Power Supply
Circuit - Test”.
2.  Verify that the correct “Communications Interface
Device” is selected.
Note: If the ECM is not receiving battery voltage, the
3.  Verify that the correct port is selected for use by
ECM will not communicate.
the communication adapter.
Flash File
Note: The most commonly used port is “COM 1”.
Ensure that the correct flash file is properly installed
in the ECM.
4.  Check for any hardware that is  utilizing the
same port as the communications adapter. If any
devices are configured to use the same port, exit
or close the software programs for that device.
Note: A new ECM is not programmed to any specific
engine until a flash file has been installed. The engine
will not start and the engine will  not communicate
with the electronic service tool until  the flash file
has been downloaded. Refer to the Troubleshooting
Guide, “Flash Programming”.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2
ECM connectors and of the diagnostic connector.
Refer to the Troubleshooting  Guide, “Electrical
Connectors - Inspect”.
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KENR6224
Troubleshooting Section
Data Link
•  Replacement of electronic unit injectors
Troubleshoot the data link for possible faults. Refer to
theTroubleshooting Guide, “Data Link Circuit - Test”.
Note: A sight glass in the low pressure supply line
is helpful in diagnosing  air in the fuel. Refer to
Systems Operation, Testing and Adjusting for more
information.
i02557749
Engine Cranks but Will  Not
Start
5.  Check the fuel filters.
6.  Cold weather adversely affects the characteristics
of the  fuel. Refer to  the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
Probable Causes
•  Fuel supply
7.  Check the fuel pressure during engine cranking.
Check the fuel pressure after the fuel filter. Refer
to Systems Operation/Testing and Adjusting, “Fuel
System” for the correct pressure values. If the fuel
pressure is low, replace the fuel filters. If the fuel
pressure is still low, check the following items: fuel
transfer pump, fuel transfer pump coupling, and
fuel pressure regulating valve.
•  Diagnostic codes and event codes
•  Electrical power to the Electronic Control Module
(ECM)
•  Flash file
Diagnostic Codes and Event Codes
•  Remote shutdown switch
•  Starting motor, solenoid, or starting circuit
•  Position sensors
Certain diagnostic codes and/or event codes may
prevent the engine from  starting. Connect the
electronic service tool and check for active codes
and/or for logged codes. Troubleshoot any codes that
are present before continuing with this procedure.
•  Electronic unit injector
•  Combustion
Electrical Power Supply to the ECM
Recommended Actions
If the ECM is not receiving battery voltage, the ECM
will not operate. Refer to the Troubleshooting Guide,
“Electrical Power Supply Circuit - Test”.
Fuel Supply
Starting Motor, Solenoid, or  Starting
Circuit
1.  Visually check the fuel level. Do not rely on the fuel
gauge only. If necessary, add fuel. If the engine
has been run out of fuel, it will be necessary to
purge the air from the fuel system. Refer to the
Operation and Maintenance Manual, “Fuel System
- Prime” for the correct procedure.
Remove the starting motor and visually inspect the
pinion of the starting motor and the flywheel ring gear
for damage.
2.  Check the fuel lines for the  following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
Test the operation of the starting motor  solenoid.
Check the condition of the  engine wiring for the
starting motor solenoid. Test the operation  of the
starting motor.
3.  Check the fuel tank for foreign objects which may
If necessary, repair the starting motor or the starting
circuit.
block the fuel supply.
4.  Prime the fuel system if any  of the following
procedures have been performed:
•  Replacement of the fuel filters
•  Service on the low pressure fuel supply circuit
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KENR6224
37
Troubleshooting Section
Position Sensors
Recommended Actions
1.  Crank the engine and observe the engine speed
on the status screen of  the electronic service
tool. If the electronic service tool indicates zero
rpm, refer to the Troubleshooting Guide, “Engine
Position Sensor Circuit - Test”.
Incorrect Engine Oil
Use engine oil that is recommended and change the
engine oil at the interval that is recommended by the
Operation and Maintenance Manual.
Note: Upon initial cranking, the status for  engine
speed may indicate that the engine speed signal is
abnormal. This message will be replaced with  an
engine speed once the ECM is able to calculate a
speed from the signal.
Contaminated Engine Oil
Drain the crankcase and refill the crankcase  with
clean engine oil. Install new engine oil filters. Refer to
the Operation and Maintenance Manual.
2.  If an engine speed is present, check the sensor
installation. If the sensor is not properly installed,
the ECM may read engine speed, but the ECM
cannot determine the tooth pattern. The ability for
the ECM to read the tooth pattern is necessary
to determine the cylinder position. Engine speed
is present when engine speed is greater than 50
rpm. Refer to the Troubleshooting Guide, “Engine
Position Sensor Circuit - Test”.
If the oil filter bypass valve is open, the  oil will not
be filtered. Check the oil filter  bypass valve for a
weak spring or for a broken spring. If the spring is
broken, replace the spring. Refer to the Disassembly
and Assembly manual. Make sure that the oil bypass
valve is operating correctly.
Contaminated Air
Inspect the air inlet system for leaks. Inspect all of
the gaskets and the connections. Repair any leaks.
Electronic Unit Injector
1.  Ensure that the valve cover connectors for the
injector harnesses are fully connected and free of
corrosion.
Inspect the air filter. Replace the air filter, if necessary.
Contaminated Fuel
2.  Perform the “Injector Solenoid Test”  on the
electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM. Refer to the Troubleshooting Guide,
“Injector Solenoid Circuit - Test” for  additional
information.
Inspect the fuel  filter. Replace the fuel filter,  if
necessary.
Contaminants in the fuel such as hydrogen sulfide
and sulfur can lead to the formation of acids in the
crankcase. Obtain a fuel analysis.
Combustion
Low Oil Pressure
Check the engine for faults in the combustion system.
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
a passage for engine oil.
i02557751
Engine Has Early Wear
An indicator for the engine oil pressure may indicate
sufficient pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage
for the engine oil supply to the  component. Refer
to the Systems Operation, Testing and Adjusting
manual.
Probable Causes
•  Incorrect engine oil
•  Contaminated engine oil
•  Contaminated air
•  Contaminated fuel
•  Low oil pressure
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38
KENR6224
Troubleshooting Section
i02557754
Electrical Connectors
Engine Misfires, Runs Rough
Check the connectors for the  Electronic Control
Module (ECM) and the  connectors for the unit
injectors for correct  installation. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
or Is Unstable
Note: If the symptom is intermittent and the symptom
cannot be repeated,  refer to Troubleshooting,
“Intermittent Low Power or Power Cutout”.  If the
symptom is consistent and the  symptom can be
repeated, continue with this procedure.
Cold Mode
Use the electronic service tool  to verify that the
engine has exited cold mode. Cold mode operation
may cause the engine to run rough and the engine
power may be limited.
Probable Causes
•  Diagnostic codes
Speed Control
•  Programmable parameters
•  Electrical connectors
•  Cold mode
Monitor the signal from the  speed control on the
electronic service tool. Verify that the signal from the
speed control is stable from the low speed position to
the high speed position.
Electronic Unit Injectors
•  Speed control
1.  Use the electronic service tool to determine if
there are any active diagnostic  codes for the
electronic unit injectors.
•  Electronic unit injectors
•  Fuel supply
2.  Perform the injector solenoid test on the electronic
service tool in order to  determine if all of the
injector solenoids are being energized by  the
ECM. Refer to  the Troubleshooting Guide,
“Injector Solenoid Circuit - Test” for the proper
procedure.
•  Air inlet and exhaust system
Recommended Actions
Note: If the symptom only  occurs under certain
operating conditions (full load, engine  operating
temperature, etc), test the  engine under those
conditions. Troubleshooting the symptom under other
conditions can give misleading results.
3.  Perform the cylinder cutout test on the electronic
service tool in order to  identify any electronic
unit injectors that might be misfiring. Refer to the
Troubleshooting Guide , “Injector Solenoid Circuit
- Test” for the proper procedure.
Diagnostic Codes
Fuel Supply
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
1.  Check the fuel lines for  the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
Programmable Parameters
Check the “Desired speed input configuration” on the
electronic service tool.
2.  Check the fuel tank for foreign objects which may
block the fuel supply.
Note: The engine will have poor performance if the
3.  Prime the fuel system if any of  the following
parameter is not programmed correctly.
procedures have been performed:
•  Replacement of the fuel filters
•  Service on the low pressure fuel supply circuit
•  Replacement of unit injectors
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KENR6224
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Troubleshooting Section
Note: A sight glass in the low pressure supply line is
Cylinder Head Gasket
helpful in diagnosing air in the fuel.
1.  Remove the cylinder head. Refer to Disassembly
and Assembly, “Cylinder Head - Remove” for the
correct procedure.
4.  Cold weather adversely affects the characteristics
of the  fuel. Refer to  the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
2.  Check the cylinder liner projection. Refer  to
Systems Operation, Testing and Adjusting for the
correct procedure.
5.  Check the fuel pressure during engine cranking.
Check the fuel pressure after the fuel filter. Refer
to Systems Operation, Testing and  Adjusting,
“Fuel System” for the correct pressure values. If
the fuel pressure is low, replace the fuel filters. If
the fuel pressure is still low, check the following
items: fuel transfer pump, fuel  transfer pump
coupling, and fuel pressure regulating valve.
3.  Install a new cylinder head gasket and new water
seals in the spacer plate. Refer to Disassembly
and Assembly, “Cylinder Head - Install” for the
correct procedure.
i02557773
Engine Vibration
Air Inlet and Exhaust System
1.  Check for an air filter restriction. Clean plugged air
filters or replace plugged air filters. Refer to the
Operation and Maintenance Manual for additional
information.
Probable Causes
•  Vibration damper
2.  Check the air inlet and  exhaust system for
restrictions and/or for leaks. Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”.
•  Engine supports
•  Driven equipment
•  Engine misfiring or running rough
i02557763
Engine Oil in Cooling System
Recommended Actions
Vibration Damper
Check the vibration damper for damage. Install  a
new vibration damper, if  necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Probable Causes
•  Engine oil cooler core
•  Cylinder head gasket
Engine Supports
Recommended Actions
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. Install new components, if
necessary.
Engine Oil Cooler Core
1.  Inspect the engine oil cooler core for leaks. If a
leak is found, replace the oil cooler core. Refer to
Disassembly and Assembly, “Engine Oil Cooler
- Remove” and Disassembly and  Assembly,
“Engine Oil Cooler - Install”.
Driven Equipment
Check the alignment and the balance of the driven
equipment.
2.  Drain the crankcase and refill the crankcase with
clean engine oil. Install new  engine oil filters.
Refer to the Operation and Maintenance Manual
for more information.
Engine Misfiring or Running Rough
Refer to the Troubleshooting Guide, “Engine Misfires,
Runs Rough or Is Unstable”.
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40
KENR6224
Troubleshooting Section
i02557776
Hydraulic Cylinder Lock
Engine Will Not Crank
Check for fluid in the cylinders (hydraulic  cylinder
lock) by removing the  individual electronic unit
injectors.
Probable Causes
•  Batteries
Note: Drain the fuel from the cylinder head. Fuel will
flow from the cylinder head into the cylinders when
the electronic unit injector is removed.
•  Battery cables
Internal Engine Fault
•  Starting circuit
Disassemble the engine. Refer to the Disassembly
and Assembly  manual. Inspect the internal
components for the following conditions:
•  Starting motor solenoid
•  Starting motor
•  Seizure
•  Flywheel ring gear
•  Hydraulic cylinder lock
•  Internal engine fault
•  Broken components
•  Bent components
i02557812
Recommended Actions
Excessive Black Smoke
Batteries and/or Battery Cables
Probable Causes
1.  Inspect the main power switch, battery posts,
and battery cables for loose connections  and
for corrosion. If the battery cables are corroded,
remove the battery cables and clean the battery
cables. Tighten any loose connections.
•  Flash file
•  Position sensors
2.  Inspect the batteries.
•  Atmospheric pressure sensor
•  Inlet manifold pressure sensor
•  “Fuel Position” and/or “FRC Fuel Limit”
a.  Charge the batteries. Refer to local operating
procedures.
b. Load test the batteries. Refer to local operating
procedures.
•  Fuel quality
Starting Motor Solenoid  or Starting
Circuit
•  Valve adjustment
•  Air inlet or exhaust system
1.  Test the operation of the starting motor solenoid.
2.  Check the wiring to the starting motor solenoid.
Recommended Actions
Flash File
Starting Motor or Flywheel Ring Gear
Verify that the correct flash file is installed. Refer to
the Troubleshooting Guide, “Flash Programming” for
information.
1.  Test the operation of the starting motor.
2.  Inspect the pinion on the starting motor pinion and
the flywheel ring gear for damage.
Position Sensors
1.  Check the calibration of the position sensors.
Refer to Troubleshooting, “Engine  Position
Sensors - Calibrate”.
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KENR6224
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Troubleshooting Section
2.  Verify that the crankshaft and the camshaft drive
gears are set with the proper orientation. Refer to
the Disassembly and Assembly manual.
a.  Check for an air filter restriction.
b. Perform a visual  inspection of the system for
restrictions and/or for leaks  in the air inlet
piping .
Atmospheric Pressure Sensor
1.  Remove the sensor.
2.  Ensure that the turbocharger is in good repair.
3.  Check the exhaust system for restrictions.
2.  Remove debris, moisture, or ice from the sensor.
3.  Install the sensor.
4.  Repair any leaks that were  found. Remove
any restrictions that were found. Replace  any
damaged components that were found.
4.  Check the electronic service tool  for active
diagnostic codes on the  sensor. If no active
diagnostic code exists, the sensor may be used.
The correct reading for the atmospheric pressure
is between 50  kPa (7.25 psi) and 100  kPa
(14.5 psi).
i02558234
Excessive Engine  Oil
Consumption
Inlet Manifold Pressure Sensor, “Fuel
Position”, and/or “FRC Fuel Limit”
Probable Causes
•  Oil leaks
1.  Monitor the status of “Fuel Position” and “Rated
Fuel Limit” while the engine is operating under full
load. If “Fuel Position” equals “Rated Fuel Limit”
and “Fuel Position” is less than “FRC Fuel Limit”,
the Electronic Control Module (ECM) is providing
the correct control. Otherwise, proceed to the next
Step.
•  Oil level
•  Engine oil cooler
•  Turbocharger
•  Valve guides
•  Piston rings
2.  Verify that there are no active diagnostic codes for
the inlet manifold pressure sensor.
3.  Monitor the status of “Boost  Pressure” and
“Atmospheric Pressure” on the electronic service
tool. When the engine is  not running, “Boost
Pressure” should be 0 kPa (0 psi).
•  Incorrect installation of the compression ring and/or
the intermediate ring
Note: A fault with the “FRC Fuel Limit” will only cause
black smoke during acceleration. A fault  with the
“FRC Fuel Limit” will not cause black smoke during
steady state operation.
Recommended Actions
Oil Leaks
Fuel Quality
Locate all oil leaks. Repair the oil leaks. Check for a
dirty crankcase breather.
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for  information on improving  the
characteristics of the  fuel during cold weather
operation.
Oil Level
Inspect the engine oil level. Remove any extra  oil
from the engine. Recheck all fluid levels.
Valve Adjustment
Engine Oil Cooler
Check the valve adjustment.  Refer to Systems
Operation, Testing and Adjusting for information on
valve adjustments.
Check for leaks in the engine oil cooler. Check for oil
in the engine coolant. If necessary, repair the engine
oil cooler.
Air Inlet or Exhaust System
1.  Check the air inlet system for restrictions and/or
for leaks.
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KENR6224
Troubleshooting Section
Turbocharger
Fuel Leaks
Check the air inlet manifold  for oil. Check for oil
leakage past the seal rings in the  impeller end of
the turbocharger shaft. If  necessary, repair the
turbocharger.
Check the fuel pressure during engine  cranking.
Check the fuel pressure after the fuel filter. Refer to
Systems Operation, Testing and Adjusting for the
correct pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is still low,
check the following items: fuel transfer pump, fuel
transfer pump coupling, and fuel pressure regulating
valve.
Valve Guides
If the valve guides are worn, repair the cylinder head.
Refer to Disassembly and Assembly,  “Inlet and
Exhaust Valve Guides - Remove and Install”.
Fuel Quality
Piston Rings or Incorrect Installation
of the Compression Ring  and/or the
Intermediate Ring
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for  information on improving  the
characteristics of the fuel  during cold weather
operation.
Inspect the internal engine components. Replace any
worn components.
Engine Speed/Timing
Perform a calibration of the position sensor. Refer to
the Troubleshooting Guide, “Engine Position Sensor
- Calibrate”.
i02558236
Excessive Fuel Consumption
Electronic Unit Injectors
Probable Causes
•  Engine operation
1.  Check for correct installation  of the J1/P1
and J2/P2 Electronic Control  Module (ECM)
connectors and the  electronic unit injector
connectors. Refer to the Troubleshooting Guide,
“Electrical Connectors - Inspect”.
•  Fuel leaks
•  Fuel quality
2.  Perform the “Injector Solenoid Test”  on the
electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM.
•  Engine speed/timing
•  Electronic unit injectors
•  Air inlet and exhaust system
•  Accessory equipment
3.  Perform the “Cylinder Cutout  Test” on the
electronic service tool in order to  identify any
injectors that might be misfiring.  Refer to the
Troubleshooting Guide, “Injector Solenoid Circuit
- Test”.
Recommended Actions
Air Inlet and Exhaust System
Engine Operation
1.  Inspect the air filter for a restriction. If the air filter
shows signs of being plugged, clean the air filter
or replace the air filter.
Use the electronic service tool to check the “Current
Totals” for a high load factor which would be indicative
of poor operating habits.
2.  Check the air inlet and  exhaust system for
restrictions and/or for leaks. Refer to Systems
Operation, Testing and Adjusting.
Note: Engine operation may also be  affected by
environmental conditions such as wind and snow.
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KENR6224
43
Troubleshooting Section
Accessory Equipment
Note: If the camshaft is replaced, the valve lifters
must also be replaced.
Check all accessory equipment for faults that may
create excessive load on the engine.  Repair any
damaged components or replace any  damaged
components.
3.  Adjust the engine valve lash. Refer to Systems
Operation, Testing and Adjusting, “Engine Valve
Lash - Inspect/Adjust”.
i02558239
i02558241
Excessive Valve Lash
Excessive White Smoke
Probable Causes
•  Lubrication
Note: Some white smoke may be present  during
cold start-up conditions when the engine is operating
normally. If the white smoke persists, there may be a
fault.
•  Valve lash
Probable Causes
•  Diagnostic codes
•  Flash file
•  Valve train components
Recommended Actions
Lubrication
•  Starting aids
1.  Remove the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism
Cover - Remove and Install”.
•  Water temperature regulators
•  Electronic unit injectors
•  Fuel supply
2.  Check the lubrication in the valve compartment.
Ensure that there is adequate engine oil flow in
the valve compartment. The passages for  the
engine oil must be clean.
•  Cooling system
•  Component wear
Valve Lash
Recommended Actions
Adjust the engine valve  lash. Refer to Systems
Operation, Testing and Adjusting, “Engine Valve Lash
- Inspect/Adjust”.
Diagnostic Codes
Use the electronic service tool to check for active
diagnostic codes. Troubleshoot any active diagnostic
codes before continuing with this procedure.
Valve Train Components
1.  Inspect the following components of the valve
train:
Flash File
•  Rocker arms
•  Pushrods
Verify that the correct flash file  is installed in the
Engine Control Module (ECM). The flash file  that
is installed in the  ECM can be displayed on the
“Configuration” screen on the electronic service tool.
•  Valve lifters
•  Camshaft
Starting Aids
•  Valve stems
•  Rocker shafts
Block Heater (If Equipped)
Ensure that the block heater is functioning correctly.
2.  Check the components for the following conditions:
abnormal wear, excessive wear, straightness, and
cleanliness. Replace parts, if necessary.
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KENR6224
Troubleshooting Section
Water Temperature Regulators
i02558246
Fuel Dilution of Engine Oil
Check the water temperature regulators for correct
operation. Refer to Systems Operation, Testing and
Adjusting, “Water Temperature Regulator - Test” for
the proper procedure.
Probable Causes
Electronic Unit Injectors
•  Seals on the case of the electronic unit injector or
on the barrel of the electronic unit injector
Use the electronic service tool to perform the cylinder
cutout test. Try to simulate the conditions for the test
that were experienced during operation. Cut out each
cylinder individually for approximately one minute in
order to isolate any misfiring cylinders. If the misfire
can be isolated to a specific  cylinder, proceed to
Troubleshooting, “Injector Solenoid Circuit - Test”.
•  Seals on the fuel line adapter for the cylinder head
•  Electronic unit injector
•  Fuel supply manifold
•  Fuel transfer pump seal
Fuel Supply
Recommended Actions
1.  Monitor the exhaust for smoke while the engine
is being cranked.
Seals on the Case of the Electronic Unit
Injector or on the Barrel of the Electronic
Unit Injector
If no smoke is present, there may be a fault with
the fuel quality or there may be a fault in the fuel
supply.
2.  Check the fuel pressure. Refer  to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
Look for signs  of damage to the seals  for the
electronic unit injectors. Replace any seals that are
leaking.
3.  Ensure that the fuel system has been primed.
Refer to the Operation and Maintenance Manual,
“Fuel System - Prime” for the correct procedure.
Seals on the Fuel Line Adapter for the
Cylinder Head
Look for signs of damage to the seals on the fuel line
adapter for the cylinder head. Repair any leaking fuel
lines or components and/or replace any leaking fuel
lines or components.
4.  Check for fuel supply lines that are restricted.
5.  Cold weather adversely affects the characteristics
of the  fuel. Refer to  the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
Electronic Unit Injector
Look for signs of  damage to the electronic unit
injectors. If necessary, repair the  electronic unit
injectors or replace the electronic unit injectors.
Cooling System
Check for an internal coolant leak. Check for coolant
in the engine oil, coolant in the cylinders, and coolant
in the exhaust system. Refer to Systems Operation,
Testing and Adjusting, “Cooling System - Test”.
Fuel Supply Manifold
Look for signs of damage to the fuel supply manifold.
Fuel Transfer Pump Seal
Component Wear
Ensure that the  weep hole is not  plugged. If
necessary, repair the fuel transfer pump or replace
the fuel transfer pump.
Check the following components for excessive wear:
•  Valves
•  Pistons
•  Rings
•  Cylinder liners
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KENR6224
45
Troubleshooting Section
i02558247
•  J61/P61 Customer connectors
Intermittent Engine Shutdown
•  J300/P300 Connectors for the injector solenoid
harness
•  J401/P401 and J402/P402 Engine position
sensor connectors
Note: Use this procedure only if  the engine shut
down completely and it was necessary to restart the
engine.
2.  Check the associated wiring for the following
conditions: damage, abrasion, corrosion, and
incorrect attachment.
Probable Causes
•  Diagnostic codes or event codes
•  Operating conditions
•  Electrical connections
•  Remote shutdown
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.
Note: Aftermarket engine protection devices usually
interrupt power to the  ECM. Check for correct
installation and for operation of aftermarket engine
protection devices. It may be necessary to bypass
the aftermarket devices in order to continue testing.
•  Circuit breakers and fuses
•  Fuel supply
Remote Shutdown
1.  Access the status screen that displays the remote
shutdown switch status. The remote shutdown
switch status on the electronic  service tool is
called “Injection Disable”.
Note: If the fault only occurs under certain conditions
such as high engine  speed, full load or engine
operating temperature, then perform the test under
those operating conditions.
2.  Refer to Table 8 and measure the voltage between
Recommended Actions
each terminal that is listed and the engine ground.
Table 8
Diagnostic Codes or Event Codes
Measured Voltage at
“User Shutdown” Status
J1-62
Certain diagnostic codes and/or event codes may
cause the engine to shutdown. Connect the electronic
service tool and check for active codes  and/or for
logged codes. Troubleshoot any  codes that are
present before continuing with this procedure.
Injection Enabled
Injection Disabled
24 VDC
0.9 VDC
3.  If the voltage is not in the proper range, refer to
Operating Conditions
Troubleshooting, “Switch Circuits - Test”.
The engine may be shut down due to low pressure
levels or other factors. Connect the electronic service
tool and check for active shutdowns or  diagnostic
codes.
Circuit Breakers and Fuses
Check the circuit breakers and  fuses. The circuit
breakers may  exceed the trip point  due to
overheating. Reset the circuit breakers if the circuit
breakers are tripped. Replace any blown fuses.
If a shutdown is  active, “Injection Disabled” will
appear in the third box of any status screen on the
electronic service tool.
Fuel Supply
An engine shutdown event will appear on a J1939
device if the device is capable of displaying diagnostic
codes.
Check for a fault in the fuel supply.  Verify that the
fuel pressure is correct. Refer to Systems Operation,
Testing and Adjusting, “Fuel System Pressure - Test”
for additional information.
Electrical Connections
1.  Check the following connectors  for proper
installation:
•  J1/P1 and J2/P2 connectors for the Electronic
Control Module (ECM)
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46
KENR6224
Troubleshooting Section
i02558254
Oil Cooler
Low Engine Oil Pressure
Check the oil cooler for plugging or blockage. Clean
the oil cooler core. If necessary, replace the engine
oil cooler. Refer to Disassembly and Assembly, “Oil
Cooler - Remove” and Disassembly and Assembly,
“Oil Cooler - Install”.
NOTICE
Do not operate  engine with low oil pressure.  Engine
damage will  result. If  measured engine oil  pressure
is low, discontinue  engine operation until  the fault is
corrected.
Fuel Dilution
Check for presence of fuel in lubricating oil. Refer to
the Troubleshooting Guide, “Fuel Dilution of Engine
Oil”.
Probable Causes
•  Engine oil level
Engine Wear
Inspect the camshaft and/or camshaft  bearings
for excessive wear. Inspect the crankshaft and/or
crankshaft bearings. Excessive wear to  discrete
components may be an indication of a blocked  oil
passage. Use an oil pressure gauge to check  the
oil pressure at the main oil  gallery. This will help
determine if the excessive wear is from low system
pressure or from passages that are blocked.
•  Engine oil filters and oil filter bypass valve
•  Engine oil pump
•  Engine oil cooler
•  Fuel dilution
•  Engine wear
i02558264
Recommended Actions
Low Power
Engine Oil Level
Inspect the engine oil level. If engine oil is low add
engine oil. Refer to the Operation and Maintenance
Manual.
Probable Causes
•  Diagnostic codes
•  Event codes
Engine Oil Filters and Oil Filter Bypass
Valve
•  Engine rating
Check the service  records of the  engine for
information that is related to the last oil change.  If
necessary, perform an oil change on the engine and
replace the engine oil filters.
•  Programmable parameters
•  Cold mode
Check the operation of oil filter bypass valve. Clean
the bypass valve and the  housing. If necessary,
install new parts.
•  Electrical connectors
•  Circuit for electronic unit injectors
•  Fuel supply
Engine Oil Pump
Check for blockage of the inlet screen for the engine
oil pump. Check the components of the engine oil
pump for excessive wear. If necessary, repair the oil
pump or replace the oil pump.
•  Inlet manifold pressure sensor, rated fuel position
and/or FRC fuel position
•  Air inlet and exhaust system
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KENR6224
47
Troubleshooting Section
Recommended Actions
Circuit for the Electronic Unit Injector
Note: If the fault only occurs under certain conditions,
test the engine under those conditions. Examples
of certain conditions are  high rpm, full load and
engine operating temperature. Troubleshooting
the symptoms under other  conditions can give
misleading results.
Inspect the J2/P2 ECM connector and the J300/P300
electronic unit injector  connector for proper
connections. Refer to the Troubleshooting Guide,
“ Electrical Connectors - Inspect”.  Cut out each
cylinder in order to isolate a  misfiring cylinder or
cylinders. If the results are inconclusive, shut off half
of the cylinders and repeat the cylinder cutout test
on the active cylinders that are remaining in order to
locate those cylinders that are missing. Refer to the
Troubleshooting Guide, “Injector Solenoid Circuit -
Test”.
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
cause poor performance. Connect the electronic
service tool and check for active codes and for logged
codes. Troubleshoot any codes that  are present
before continuing with this procedure.
Fuel Supply
Check for a fault in the fuel supply and verify the fuel
pressure. For further information, refer to Systems
Operation, Testing and Adjusting, “Fuel  System
Pressure - Test”.
Engine Rating
Verify that the correct engine rating is being used for
the application.
Inlet Manifold Pressure Sensor, Rated
Fuel Position and/or FRC Fuel Position
Programmable Parameters
Check the following parameter on  the electronic
service tool:
1.  With the engine at full load, monitor “Fuel Position”
and “Rated Fuel Limit” on the status  screen. If
“Fuel Position” does not equal “Rated Fuel Limit”,
then check air inlet manifold pressure.
•  Desired speed input
Verify that the injector trim files are programmed.
2.  Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
Cold Mode
3.  Monitor air inlet  manifold pressure and
atmospheric pressure for normal operation on the
status screen.
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The  engine should
exit cold mode whenever the coolant temperature is
above 18 °C (64 °F).
Air Inlet and Exhaust System
Check the air  inlet and exhaust systems  for
restrictions and for  leaks. Refer to Systems
Electrical Connectors
Operation, Testing and Adjusting, “Air  Inlet and
Exhaust System”. Look for  an indication of the
warning lamp or restriction indicators that are tripped
if the filters are equipped with these devices. These
indicators are associated with plugged filters. Replace
the plugged air filters or clean the plugged air filters.
Refer to the Operation and Maintenance Manual.
Repair any leaks that are found in the system.
Check the associated wiring for damage, abrasion,
corrosion or incorrect attachment on the following
connectors. J1/P1 and J2/P2 ECM  connectors,
J61/P61 customer connector  (optional), and
J403/P403 throttle position sensor connector. Refer
to the Troubleshooting Guide, “Electrical Connectors
- Inspect” for additional information.
i02558272
Mechanical Noise (Knock) in
Engine
Probable Causes
•  Driven equipment
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•  Gear train
i02558282
Noise Coming from Cylinder
•  Cylinder head and related components
•  Crankshaft and related components
•  Pistons
Probable Causes
•  Diagnostic codes
•  Fuel quality
Recommended Repairs
Driven Equipment
•  Electronic unit injectors
•  Valve lash
Inspect the alignment and the balance of the driven
equipment. Inspect the  coupling. If necessary,
disconnect the driven equipment and test the engine.
Recommended Actions
Gear Train
Diagnostic Codes
Inspect the condition of the gear train.
Inspect the engine oil filters for nonferrous material.
Flaking of nonferrous material could indicate worn
gear train bearings.
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active  diagnostic
codes before continuing with this procedure.
Cylinder Head and Related Components
Fuel Quality
Inspect the components of the valve train for good
condition. Check for signs of damage and/or wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
Refer to the Operation and Maintenance Manual for
information on the characteristics of the fuel.
Electronic Unit Injectors
1.  Check the connectors on the Electronic Control
Module (ECM). Check for correct installation of
the J1/P1 and J2/P2 ECM connectors. Inspect the
unit injector wiring harness from the ECM to the
J300/P300 valve cover entry connector. Refer to
the Troubleshooting Guide, “Electrical Connectors
- Inspect”.
Crankshaft
Inspect the crankshaft and the related components.
Inspect the connecting rod bearings and the bearing
surfaces on the crankshaft.  Make sure that the
bearings are in the correct position.
Look for worn  thrust plates and wear  on the
crankshaft.
2.  Perform the “Injector Solenoid Test”  on the
electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM. Refer to the Troubleshooting Guide,
“Injector Solenoid Circuit - Test”.
Check the counterweight bolts.
Pistons
3.  Perform the “Cylinder Cutout  Test” on the
electronic service tool in order to  identify any
injectors that may be misfiring.
Make sure that the piston pins are correctly installed.
Inspect the pistons for wear or damage.
Valve Lash
Check the engine valve lash settings. Inspect the
valve train for sufficient lubrication. Check damage to
valve train components which may cause excessive
valve lash. Repair any faults that are found. Refer to
the Troubleshooting Guide, “Excessive Valve Lash”.
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KENR6224
49
Troubleshooting Section
i02558285
Poor Acceleration or Response
3.  Perform the cylinder cutout test on the electronic
service tool in order to identify any injectors that
might be misfiring. Refer to  Troubleshooting,
“Injector Solenoid Circuit - Test” for the proper
procedure.
Probable Causes
•  Cold mode operation
•  Flash file
Fuel Position, Rated Fuel Limit, and FRC
Fuel Position
1.  Monitor the status of “Fuel Position” and “Rated
Fuel Limit” while the engine is operating under full
load. If “Fuel Position” equals “Rated Fuel Limit”
and “Fuel Position” is less than “FRC Fuel Limit”,
the electronics are operating correctly. Otherwise,
proceed to the next Step.
•  Electrical connectors
•  Electronic unit injectors
•  Fuel Position, Rated Fuel Limit, and  FRC Fuel
Position
2.  Verify that there are no active diagnostic codes for
the inlet manifold pressure sensor.
•  Air inlet and exhaust system
•  Fuel supply
3.  Monitor the “Intake Manifold Pressure”  and
“Atmospheric Pressure” for normal operation.
When the engine is not running, “Boost Pressure”
should be 0 kPa (0 psi).
Recommended Actions
Air Inlet and Exhaust System
Cold Mode Operation
1.  Check for an air filter restriction indicator. Clean
plugged air filters or replace plugged air filters.
Refer to the Operation and Maintenance Manual.
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The  engine should
exit cold mode whenever the coolant temperature is
above 18 °C (64 °F).
2.  Check the air inlet and  exhaust system for
restrictions and/or leaks.  Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”.
Flash File
Fuel Supply
Verify that the correct flash file is installed.
1.  Check the fuel lines for  the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2
connectors for the Electronic Control Module (ECM).
Check for correct installation of  the JH300/P300
electronic unit injector connectors.  Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
2.  Check the fuel tank for foreign objects which may
block the fuel supply.
NOTICE
Do not crank  the engine continuously  for more than
30 seconds. Allow  the starting motor  to cool for  two
minutes before cranking the engine again.
Electronic Unit Injectors
1.  Use the electronic service tool to determine if
there are any active diagnostic  codes for the
electronic unit injectors.
3.  Prime the fuel system if any of  the following
procedures have been performed:
2.  Perform the injector solenoid test on the electronic
service tool in order to  determine if all of the
injector solenoids are being energized  by the
ECM. Refer to Troubleshooting, “Injector Solenoid
Circuit - Test” for the proper procedure.
•  Replacement of the fuel filters
•  Service on the low pressure fuel supply circuit
•  Replacement of electronic unit injectors
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Note: A sight glass in the low pressure supply line is
helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel - Test”
for more information.
4.  Cold weather adversely affects the characteristics
of the  fuel. Refer to  the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
5.  Check the fuel pressure after the fuel filter while
the engine is being cranked. Refer to Systems
Operation, Testing and Adjusting for the correct
pressure values. If the  fuel pressure is low,
replace the fuel filters. If  the fuel pressure is
still low, check the following items: fuel transfer
pump, fuel transfer pump  coupling, and fuel
pressure regulating valve. Refer  to Systems
Operation/Testing and Adjusting  for more
information.
i02558323
Valve Rotator or Spring Lock
Is Free
Probable Causes
•  Valve rotator
•  Spring locks
•  Valve springs
•  Valves
Recommended Actions
1.  Determine the cause of an engine overspeed that
would crack the valve rotator. Repair the condition.
2.  Inspect the following components for damage:
•  Valve rotators
•  Spring locks
•  Valve springs
•  Valves
Note: Ensure that the valve has not contacted the
piston. If the valve has contacted the piston, check
the exhaust system for debris.
3.  Replace any damaged components.
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KENR6224
51
Troubleshooting Section
Troubleshooting with a
Diagnostic Code
Refer to the Troubleshooting Guide,  “Diagnostic
Code Cross Reference” for the complete list of the
diagnostic codes and a description of each  code.
There is a troubleshooting  procedure for every
diagnostic code. Refer to the Troubleshooting Guide,
“Troubleshooting With A Diagnostic Code”.
i02559723
Flash Codes
When a diagnostic code is activated, the Electronic
Control Module (ECM) transmits information about
the code over the J1939  data link. Some J1939
devices may display the code. However, the code will
be displayed with a J1939 Diagnostic Code. Refer to
the Troubleshooting Guide, “Diagnostic Code Cross
Reference” for a cross-reference between J1939
Diagnostic Code and diagnostic codes.
Flash codes are a simple way to alert the operator
that a fault exists with  the control system for the
engine or with the operation of  the engine. Each
flash code is a two digit number. The diagnostic lamp
flashes in order to identify the flash code.
Do not confuse diagnostic codes with event codes.
Event codes alert the operator that  an abnormal
operating condition such as low oil pressure or high
coolant temperature has been detected. Refer to
the Troubleshooting Guide, “Troubleshooting with
an Event Code” for additional information on event
codes.
EXAMPLE
Note: Flash Code 27 would flash on the diagnostic
lamp in the following manner:
•  Two short flashes
•  Hesitation
•  Seven short flashes
For the descriptions of  the flash codes, refer to
Troubleshooting, “Diagnostic Code Cross Reference”.
i02559725
Diagnostic Codes
Diagnostic Codes
Diagnostic codes alert the operator that a fault  in
the electronic system has been detected. Diagnostic
codes also indicate the nature  of the fault to the
service technician. The electronic service  tool is
a software program that is  designed to run on a
personal computer. Diagnostic codes may be viewed
on a personal computer  that has the electronic
service tool software. Diagnostic codes consist of
the component identifier (CID) and the failure mode
identifier (FMI).
Component Identifier (CID)  – The CID is a number
with three or four  digits. The CID indicates the
component that generated the code. For example,
the CID number 0001 identifies the fuel injector for
the number one cylinder.
Failure Mode Identifier (FMI)  – The FMI is a two
digit code that indicates the type of failure.
Illustration 10
g01117578
Output voltage from a typical analog temperature sensor
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Illustration 10 indicates the signal range for a typical
analog sensor. Diagnostic codes will be generated if
the sensor’s output signal is below 0.2 VDC or above
4.8 VDC.
i02558820
Diagnostic Code  Cross
Reference
Active Diagnostic Codes
Faults in the electronic control system are reported
via these types of codes:  flash codes, CID/FMI
diagnostic codes, and event codes.
An active diagnostic code represents a fault in the
electronic control system. Correct the fault as soon
as possible.
For information  on flash  codes, refer to
Troubleshooting, “Flash Codes”.
When the ECM generates an active diagnostic code,
the “Active Alarm” indicator (“Engine Control Alarm
Status” on the electronic service tool) is activated
in order to alert the operator.  If the condition that
generated the code is momentary,  the message
disappears from the list of active diagnostic codes.
The diagnostic code becomes logged.
For information on  CID/FMI codes, refer  to
Troubleshooting, “Diagnostic Codes”.
For information  on event codes,  refer to
Troubleshooting, “Event Codes”.
Logged Diagnostic Codes
Use Table 10 as a  cross-reference between the
various types of codes.
When the ECM generates a diagnostic code,  the
ECM logs the code  in permanent memory. The
ECM has an internal diagnostic clock. Each ECM
will record the following information when a code is
generated:
•  The hour of the first occurrence of the code
•  The hour of the last occurrence of the code
•  The number of occurrences of the code
This information  is a valuable indicator  for
troubleshooting intermittent faults.
A code is cleared from memory  when one of the
following conditions occur:
•  The service technician manually clears the code.
•  The code does not recur for 100 hours.
•  A new code is logged and there are already ten
codes in memory. In this case, the oldest code is
cleared.
Some diagnostic codes may be easily  triggered.
Some diagnostic codes may log occurrences that did
not result in complaints. The most likely cause of an
intermittent fault is a faulty connection or damaged
wiring. The next likely cause is a component failure.
The least likely cause is the failure of an electronic
module. Diagnostic codes that are logged repeatedly
may indicate a fault that needs special investigation.
Note: Always clear logged diagnostic codes after
investigating and correcting the fault which generated
the code.
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KENR6224
53
Troubleshooting Section
Table 9
Cross Reference  for Diagnostic  Codes
J1939
Description of  Diagnostic Code
Flash Code
CID
(1)
/FMI
(2)
Code
Diagnostic
Code
71
72
73
74
75
76
21
21
32
24
24
27
27
51
38
38
13
13
34
34
34
34
58
-
0001-11
0002-11
0003-11
0004-11
0005-11
0006-11
0041-03
0041-04
0091-08
0100-03
0100-04
0110-03
0110-04
0168-02
0172-03
0172-04
0174-03
0174-04
0190-02
0190-09
0190-11
0190-12
0247-09
0248-09
0253-02
0254-12
0261-13
0262-03
0262-04
0268-02
0273-03
0273-04
0274-03
0274-04
0342-02
0342-11
0342-12
J0651-11
J0652-11
J0653-11
J0654-11
J0655-11
J0656-11
J0678-3
J0678-4
J0091-8
J0100-3
J0100-4
J0110-3
J0110-4
J0168-2
J0172-3
J0172-4
J0174-3
J0174-4
J0190-2
J0190-9
J0190-11
J0190-12
J0639-09
-
Cylinder #1 Injector other failure mode
Cylinder #2 Injector other failure mode
Cylinder #3 Injector other failure mode
Cylinder #4 Injector other failure mode
Cylinder #5 Injector other failure mode
Cylinder #6 Injector other failure mode
8 Volt DC Supply voltage above normal
8 Volt DC Supply voltage below normal
Throttle Position Sensor abnormal frequency, pulse width, or period
Engine Oil Pressure Sensor voltage above normal
Engine Oil Pressure Sensor voltage below normal
Engine Coolant Temperature Sensor voltage above normal
Engine Coolant Temperature Sensor voltage below normal
Electrical System Voltage erratic, intermittent, or incorrect
Intake Manifold Air Temperature Sensor voltage above normal
Intake Manifold Air Temperature Sensor voltage belowe normal
Fuel Temperature Sensor voltage above normal
Fuel Temperature Sensor voltage below normal
Engine Speed Sensor erratic, intermittent, or incorrect
Engine Speed Sensor abnormal update rate
Engine Speed Sensor mechanical failure
Engine Speed Sensor failure
SAE J1939 Data Link abnormal update rate
Perkins Data Link not communicating
-
-
Personality Module erratic, intermittent, or incorrect
Electronic Control Module Error
-
-
42
21
21
56
25
25
26
26
34
34
34
J0637-13
J0620-03
J0620-04
J0630-02
J0102-03
J0102-04
J0108-03
J0108-04
J0723-2
Engine Timing Calibration calibration required
5 Volt Sensor DC Power Supply voltage above normal
5 Volt Sensor DC Power Supply voltage below normal
Programmed Parameter Fault erratic, intermittent, or incorrect
Turbocharger Outlet Pressure Sensor voltage above normal
Turbocharger Outlet Pressure Sensor voltage below normal
Atmospheric Pressure Sensor voltage above normal
Atmospheric Pressure Sensor voltage below normal
Secondary Engine Speed Sensor erratic, intermittent, or incorrect
Secondary Engine Speed Sensor other failure mode
J0723-11
J0723-12
Secondary Engine Speed Sensor failure
(continued)
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(Table 9, contd)
Cross Reference  for Diagnostic  Codes
J1939
Description of  Diagnostic Code
Flash Code
CID
(1)
/FMI
(2)
Code
Diagnostic
Code
-
-
0799-12
1690-08
-
-
Need Service tool update
Throttle #2 Position Sensor abnormal frequency, pulse width,  or
period
(1)  Component Identifier
(2)  Failure Mode Identifier
Table 10
Cross Reference  for Event  Codes
J1939 Event
Code
Flash Code
Event Code
Description of  Event Code
-
-
-
-
E085
-
Engine Shutdown Overridden
E162-1
E162-2
E255-1
E360-1
E360-2
E360-3
E361-1
E361-2
E361-3
E362-1
E362-2
E362-3
E363-1
E363-2
E368-1
E368-2
J0102-15
J0102-16
-
High Boost Pressure (Warning)
High Boost Pressure (Alert)
Diagnostic Reset
46
46
46
61
61
61
35
35
35
65
65
-
J0100-17
J0100-18
J0100-01
J0110-15
J0110-16
J0110-00
J0190-15
J0190-16
J0190-00
J0174-15
J0174-16
J0172-15
J0172-16
Low Engine Oil Pressure (Warning)
Low Engine Oil Pressure (Alert)
Low Engine Oil Pressure (Shutdown)
High Engine Coolant Temperature (Warning)
High Engine Coolant Temperature (Alert)
High Engine Coolant Temperature (Shutdown)
Engine Overspeed (Warning)
Engine Overspeed (Alert)
Engine Overspeed (Shutdown)
High Fuel Supply Temperature (Warning)
High Fuel Supply Temperature (Alert)
High Intake Manifold Air Temperature (Warning)
High Intake Manifold Air Temperature (Alert)
-
If the cause of the diagnostic code is a fault  in the
i02559726
common wire, two cylinders will be affected because
of the shared common wire for the  electronic unit
injectors.
CID 0001 FMI 11
System Response:
Conditions Which Generate This Code:
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the  electronic unit
injector after the code has been logged.
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
electronic unit injector.
The electronic unit injector may not operate while the
condition exists.
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Troubleshooting Section
Possible Performance Effect:
•  Engine misfires
If the cause of the diagnostic code is a fault  in the
common wire, two cylinders will be affected because
of the shared common wire for the injectors.
•  Low power
System Response:
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the injector after the
code has been logged.
Results:
The injector may not operate while  the condition
exists.
•  OK  – STOP.
Possible Performance Effect:
i02559727
CID 0002 FMI 11
•  Engine misfires
•  Low power
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Conditions Which Generate This Code:
The Electronic Control Module (ECM) is attempting
to operate the injector. The ECM detects an  open
circuit or a short circuit in the circuit for the injector.
Results:
•  OK  – STOP.
If the cause of the diagnostic code is a fault in  the
common wire, two cylinders will be affected because
of the shared common wire for the injectors.
i02559729
CID 0004 FMI 11
System Response:
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the injector after the
code has been logged.
Conditions Which Generate This Code:
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
electronic unit injector.
The injector may not operate while  the condition
exists.
Possible Performance Effect:
•  Engine misfires
If the cause of the diagnostic code is a fault  in the
common wire, two cylinders will be affected because
of the shared common wire for the  electronic unit
injectors.
•  Low power
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
System Response:
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the  electronic unit
injector after the code has been logged.
Results:
•  OK  – STOP.
The electronic unit injector may not operate while the
condition exists.
i02559728
CID 0003 FMI 11
Possible Performance Effect:
•  Engine misfires
•  Low power
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
The Electronic Control Module (ECM) is attempting
to operate the injector. The ECM detects an  open
circuit or a short circuit in the circuit for the injector.
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Results:
If the cause of the diagnostic code is a fault  in the
common wire, two cylinders will be affected because
of the shared common wire for the  electronic unit
injectors.
•  OK  – STOP.
i02561040
System Response:
CID 0005 FMI 11
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the  electronic unit
injector after the code has been logged.
Conditions Which Generate This Code:
The electronic unit injector may not operate while the
condition exists.
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
electronic unit injector.
Possible Performance Effect:
•  Engine misfires
If the cause of the diagnostic code is a fault in  the
common wire, two cylinders will be affected because
of the shared common wire for the  electronic unit
injectors.
•  Low power
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
System Response:
Results:
The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the  electronic unit
injector after the code has been logged.
•  OK  – STOP.
i02559721
The electronic unit injector may not operate while the
condition exists.
CID 0041 FMI 03
Possible Performance Effect:
•  Engine misfires
Conditions Which Generate This Code:
The voltage level of the 8 volt supply is above normal.
System Response:
•  Low power
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
The Electronic Control Module (ECM) will log  the
diagnostic code. The diagnostic code can be viewed
on a display module or on the electronic service tool.
The ECM flags all digital sensors as invalid data and
all digital sensors are set to the respective default
values.
Results:
•  OK  – STOP.
i02561042
CID 0006 FMI 11
Possible Performance Effect:
•  The engine may experience low power.
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Digital
Sensor Supply Circuit - Test”
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
electronic unit injector.
Results:
•  OK  – STOP.
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Troubleshooting Section
i02559722
i02561050
CID 0041 FMI 04
CID 0100 FMI 03
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The output voltage of the 8 volt supply falls below 7.5
VDC for at least two seconds.
The Electronic Control Module (ECM)  detects a
signal voltage that is above normal.
System Response:
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code. The diagnostic code can be viewed
on a display module or on the electronic service tool.
The ECM flags all digital sensors as invalid data and
all digital sensors are set to the respective default
values.
The code is logged. The ECM flags oil pressure as
invalid data and a default value is used.
Possible Performance Effect:
•  There are no performance effects.
Troubleshooting:
Possible Performance Effect:
•  Low power
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Troubleshooting:
Results:
Perform the following diagnostic procedure: “Digital
Sensor Supply Circuit - Test”
•  OK  – STOP.
Results:
i02561052
•  OK  – STOP.
CID 0100 FMI 04
i02561043
CID 0091 FMI 08
Conditions Which Generate This Code:
The Electronic Control Module (ECM)  detects a
signal voltage that is below normal.
Conditions Which Generate This Code:
System Response:
The Electronic Control Module (ECM) detects  an
incorrect frequency on the throttle signal.
The code is logged. The ECM flags oil pressure as
invalid data and a default value is used.
System Response:
Possible Performance Effect:
•  There are no performance effects.
Troubleshooting:
The code is logged.  The ECM flags the throttle
position as invalid data and a default value of zero
percent is used.
Possible Performance Effect:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
•  The engine speed changes to the default selected
speed of 1500 rpm or 1800 rpm.
Results:
Troubleshooting:
•  OK  – STOP.
Perform the following diagnostic procedure: “Throttle
Position Sensor Circuit - Test”
Results:
•  OK  – STOP.
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i02561114
The signal voltage  from the engine  coolant
temperature sensor is less than 0.2 VDC for more
than eight seconds.
CID 0110 FMI 03
System Response:
Conditions Which Generate This Code:
The ECM will log the diagnostic code.  The check
engine lamp will illuminate after a delay.
The Electronic Control Module (ECM) detects the
following conditions:
The ECM will set the value of the coolant temperature
to a default value.
•  The engine has been running for more than seven
minutes.
The engine will not go  into cold mode while the
diagnostic code is active.
•  The signal voltage  from the engine coolant
temperature sensor is greater than 4.95 VDC for
more than eight seconds.
The ECM will activate the cooling fan after this code
has been active for more than eight seconds.
System Response:
Troubleshooting:
The ECM will log the diagnostic code if the engine
has been running for more than seven minutes. The
check engine lamp will illuminate after a delay.
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
Results:
The ECM will set the value of the coolant temperature
to a default value.
•  OK  – STOP.
The engine will not go  into cold mode while this
diagnostic code is active.
i02561134
CID 0168 FMI 02
The ECM will activate the cooling fan after this code
has been active for more than eight seconds.
Possible Performance Effect:
None
Conditions Which Generate This Code:
While the engine is running, the battery voltage drops
below 9 VDC intermittently, or the battery  voltage
drops below 9 VDC three times in a seven second
period.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
System Response:
Results:
The Electronic Control Module (ECM) will log  the
diagnostic code.
•  OK  – STOP.
Possible Performance Effect:
•  The engine may misfire and/or shutdown
Troubleshooting:
i02561126
CID 0110 FMI 04
Perform the following  diagnostic procedure:
“Electrical Power Supply Circuit - Test”
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following conditions:
Results:
•  OK  – STOP.
The engine has been running for more than seven
minutes.
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Troubleshooting Section
i02562200
Results:
CID 0172 FMI 03
•  OK  – STOP.
i02562205
Conditions Which Generate This Code:
CID 0174 FMI 03
The engine coolant temperature is above −10  °C
(14 °F). The signal voltage from the inlet  manifold
air temperature sensor is greater than 4.95 VDC for
more than eight seconds.
Conditions Which Generate This Code:
The Electronic Control Module (ECM)  detects a
signal voltage that is above normal.
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code. The ECM flags the inlet manifold
air temperature as invalid data and a default value
of 40 °C (104 °F) is used.
System Response:
The code is  logged. The ECM flags  the fuel
temperature as invalid data and a default value of
50 °C (122 °F) is used.
Possible Performance Effect:
None
Possible Performance Effect:
•  Low power
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
Results:
Results:
•  OK  – STOP.
•  OK  – STOP.
i02562201
CID 0172 FMI 04
i02562207
CID 0174 FMI 04
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The signal voltage from the inlet manifold temperature
sensor is less than 0.2  VDC for more than eight
seconds.
The Electronic Control Module (ECM)  detects a
signal voltage that is below normal.
System Response:
System Response:
The code is logged.  The ECM will flag the inlet
manifold temperature as invalid data and the inlet
manifold temperature is set to  a default value of
40 °C (104 °F).
The code is  logged. The ECM flags  the fuel
temperature as invalid data and a default value  of
50 °C (122 °F) is used.
Possible Performance Effect:
•  Low power
Possible Performance Effect:
None
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
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Results:
System Response:
•  OK  – STOP.
The Electronic Control Module (ECM) will log  the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
i02562214
CID 0190 FMI 02
Possible Performance Effect:
•  Engine misfires
Conditions Which Generate This Code:
•  Engine shutdown
•  The engine speed is greater than 120 rpm.
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and  the
camshaft position sensor are abnormal.
•  The pattern for the timing ring is erratic, intermittent
or incorrect for five seconds.
Troubleshooting:
System Response:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
The Electronic Control Module (ECM) will log  the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
Results:
•  OK  – STOP.
Possible Performance Effect:
•  Engine misfires
i02562217
•  Engine shutdown
CID 0190 FMI 11
Note: The engine will shut down only if the signals
from both the crankshaft position sensor  and the
camshaft position sensor are abnormal.
Conditions Which Generate This Code:
Troubleshooting:
•  The engine speed is greater than 120 rpm.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
•  The signal from one of the  position sensors is
missing for five seconds.
Results:
System Response:
•  OK  – STOP.
The Electronic Control Module (ECM) will log  the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
i02562216
CID 0190 FMI 09
Possible Performance Effect:
•  Engine misfires
Conditions Which Generate This Code:
•  Engine shutdown
•  The engine speed is greater than 120 rpm.
Note: The engine will shut down only if the signals
from both the crankshaft position sensor  and the
camshaft position sensor are abnormal.
•  The pattern for the timing ring is abnormal for five
seconds.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
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Results:
Possible Performance Effect:
•  OK  – STOP.
•  The engine may not operate correctly and/or the
equipment may not have engine speed control.
i02562218
Troubleshooting:
CID 0190 FMI 12
Perform the following diagnostic procedure: “CAN
Data Link Circuit - Test”
Results:
Conditions Which Generate This Code:
•  OK  – STOP.
•  The engine speed is greater than 120 rpm.
•  The timing ring is damaged or one of the position
sensors is damaged.
i02562252
CID 0248 FMI 09
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
Conditions Which Generate This Code:
The signal from the data link is noisy or intermittent.
System Response:
Possible Performance Effect:
•  Engine misfires
The Electronic Control Module (ECM) will log  the
diagnostic code.
•  Engine shutdown
Possible Performance Effect:
None
Note: The engine will shut down only if the signals
from both the crankshaft position sensor  and the
camshaft position sensor are abnormal.
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Data
Link Circuit - Test”
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
Results:
•  OK  – STOP.
•  OK  – STOP.
i02562259
i02562250
CID 0253 FMI 02
CID 0247 FMI 09
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The flash file that is  used for replacement is for
a different engine family or for  a different engine
application.
The Electronic Control Module (ECM) has detected a
loss of communications with the J1939 data link.
Ensure that all flash files in the control system are
current.
System Response:
The electronic service tool will not be able to clear
the code.
System Response:
The ECM will log the diagnostic code.
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Possible Performance Effect:
Troubleshooting:
•  The fuel injection system  is disabled and the
engine will not start.
Refer to the Troubleshooting Guide, “Replacing the
ECM”.
Troubleshooting:
Results:
Check the Part Number of the Flash File
•  OK  – STOP.
A. Restore the electrical power  to the Electronic
Control Module (ECM).
i02562306
CID 0261 FMI 13
B. Verify that the part number for the flash file agrees
with the latest update that is available on PTMI.
Expected Result:
Conditions Which Generate This Code:
The correct flash file is installed in the ECM.
Results:
The timing has  not been calibrated since the
Electronic Control Module (ECM) was installed or the
calibration is incorrect.
•  OK  – The correct flash file is installed in the ECM.
System Response:
Repair: The engine will not start until the 0253-02
diagnostic code is cleared. Clearing  this code
requires factory passwords.
The ECM will log the diagnostic code.
The ECM uses default timing.
Possible Performance Effect:
•  Engine misfires
Acquire factory passwords. Clear the 0253-02
diagnostic code. Return the engine to service.
STOP.
•  Low power
•  Not OK  – The correct flash file is not installed in
the ECM.
•  Reduced engine speed
•  White exhaust smoke
•  Increased exhaust emissions
Troubleshooting:
Repair: Flash program the ECM with the correct
flash file. Refer to the  Troubleshooting Guide,
“Flash Programming”. Verify that the fault has been
eliminated.
STOP.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor - Calibrate”
i02562261
CID 0254 FMI 12
Results:
•  OK  – STOP.
Conditions Which Generate This Code:
i02562312
CID 0262 FMI 03
There is an internal fault in the  Electronic Control
Module (ECM).
System Response:
Conditions Which Generate This Code:
The ECM will log the diagnostic code.
Possible Performance Effect:
The engine may not operate correctly.
The voltage level of the 5 volt supply is greater than
5.16 VDC for more than one second.
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System Response:
Possible Performance Effect:
The code is logged. The ECM sets all of the pressure
sensors to the respective default values.
Engine performance may  be affected by the
unprogrammed parameters. The ECM may use a
default torque map or the ECM may limit the engine
to low idle.
Possible Performance Effect:
Engine power is reduced.
Troubleshooting:
Troubleshooting:
Program the system configuration parameters. Refer
to the Troubleshooting Guide, “System Configuration
Parameters” for additional information.
Perform the following diagnostic procedure: “5 Volt
Engine Pressure Sensor Supply Circuit - Test”
Results:
Results:
•  OK  – STOP.
•  OK  – STOP.
i02561079
i02562342
CID 0273 FMI 03
CID 0262 FMI 04
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The signal voltage from the inlet manifold pressure
sensor is above normal.
The voltage level of the 5 volt supply is less than 4.84
VDC for more than one second.
System Response:
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code. The ECM will flag the inlet manifold
pressure as invalid data and a default value is used.
The code is logged. The ECM sets all of the pressure
sensors to the respective default values.
Possible Performance Effect:
Engine power is reduced.
Troubleshooting:
Possible Performance Effect:
•  The engine may experience low power.
Troubleshooting:
Perform the following diagnostic procedure: “5 Volt
Engine Pressure Sensor Supply Circuit - Test”
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
Results:
•  OK  – STOP.
•  OK  – STOP.
i02562385
i02561110
CID 0268 FMI 02
CID 0273 FMI 04
Conditions Which Generate This Code:
Conditions Which Generate This Code:
One or more of the programmable parameters have
not been programmed.
The signal voltage from the inlet manifold pressure
sensor is below normal.
System Response:
The Electronic Control Module (ECM) will activate
the diagnostic code.
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System Response:
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code. The ECM will flag the inlet manifold
pressure as invalid data and a default value is used.
The Electronic Control  Module (ECM) will log
the diagnostic code. The ECM flags atmospheric
pressure as invalid data  and a default value of
100 kPa (14.5 psi) is used.
Possible Performance Effect:
•  The engine may experience low power.
Troubleshooting:
Possible Performance Effect:
•  Low power
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
Results:
•  OK  – STOP.
•  OK  – STOP.
i02562416
CID 0274 FMI 03
i02563042
CID 0342 FMI 02
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The signal voltage from the atmospheric pressure
sensor is above 4.8 VDC for at least eight seconds.
The Electronic Control Module (ECM) detects the
following conditions:
System Response:
•  The engine speed is greater than 120 rpm.
The Electronic Control  Module (ECM) will log
the diagnostic code. The ECM flags  atmospheric
pressure as invalid data  and a default value of
100 kPa (15 psi) is used.
•  The pattern for the timing ring is erratic, intermittent
or incorrect for five seconds.
System Response:
Possible Performance Effect:
Low power
The ECM will log the diagnostic  code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
Troubleshooting:
Possible Performance Effect:
•  Engine misfires
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
•  Engine shutdown
•  OK  – STOP.
Note: The engine will shut down only if signals from
both the crankshaft position sensor and the camshaft
position sensor are abnormal.
i02562429
CID 0274 FMI 04
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Conditions Which Generate This Code:
Results:
The signal voltage from the atmospheric pressure
sensor is below 0.2 VDC for at least eight seconds.
•  OK  – STOP.
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i02563070
Possible Performance Effect:
CID 0342 FMI 11
•  Engine misfires
•  Engine shutdown
Conditions Which Generate This Code:
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and  the
camshaft position sensor are abnormal.
The Electronic Control Module (ECM) detects the
following conditions:
Troubleshooting:
•  The engine speed is greater than 120 rpm.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
•  The signal from the camshaft position sensor is
missing for five seconds.
Results:
System Response:
•  OK  – STOP.
The ECM will log the diagnostic  code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
i02563588
CID 0799 FMI 12
Possible Performance Effect:
•  Engine misfires
Conditions Which Generate This Code:
•  Engine shutdown
The Electronic Control Module (ECM) detects the
following condition:
Note: The engine will shut down only if the signals
from both the crankshaft position sensor  and the
camshaft position sensor are abnormal.
•  The software for the electronic service tool is too
old.
Troubleshooting:
System Response:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
The electronic service tool will  not display every
diagnostic code or every event code.
Results:
Possible Performance Effect:
None
•  OK  – STOP.
i02563585
Troubleshooting:
CID 0342 FMI 12
Obtain the current version of the  software for the
electronic service tool. Contact  Perkins Engine
Company Limited for further information.
Conditions Which Generate This Code:
Results:
The Electronic Control Module (ECM) detects the
following conditions:
•  OK  – STOP.
•  The engine speed is greater than 120 rpm.
•  The timing ring or the camshaft position sensor is
damaged.
System Response:
The ECM will log the diagnostic  code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
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i02563586
CID 1690 FMI 08
Conditions Which Generate This Code:
Although the signal from the analog throttle is within
the normal range of 0.5 Volts to 4.5 Volts, the signal
has an abnormal frequency, an abnormal pulse width
or an abnormal time period.
System Response:
The Electronic Control Module (ECM) will log  the
diagnostic code.
Possible Performance Effect:
The engine speed changes to the default selected
speed of 1500 rpm or 1800 rpm.
Troubleshooting:
Perform the following diagnostic procedure: “Analog
Throttle Circuit - Test”
Results:
•  OK  – STOP.
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67
Troubleshooting Section
Troubleshooting with an
Event Code
i02564763
Event Codes
Event codes alert the operator that  an abnormal
engine operating condition such as low oil pressure or
high coolant temperature has been detected. When
the event code is generated, the event is active.
Active Event Codes
An active event code represents a fault with engine
operation. Correct the fault as soon as possible.
Active event codes are listed in ascending numerical
order. The code with the lowest number is listed first.
Illustration 11 is an example of the operating range of
a temperature sensor. Do not use the illustration to
troubleshoot temperature sensors.
g01138880
Illustration 11
Example of the typical operating range of a temperature sensor
(1) This area  represents the normal operating range of  the
parameter. The normal output voltage of the sensor is between
0.2 VDC and 4.2 VDC.
(2) In this area, the temperature above 107 °C (225 °F) is higher
than normal. The output voltage of the sensor will generate an
event code. The sensor does not have an electronic fault.
(3) In these areas, the output voltage  of the sensor is too high
or too low. The voltage is outside  of the normal range. The
electronic fault will generate  a diagnostic code. Refer to
Troubleshooting, “Troubleshooting with a Diagnostic Code” for
additional information on diagnostic codes.
Events are represented in two formats. In the  first
format, the “E” means that  the code is an event
code. The “XXX” represents a numeric identifier for
the event code. This is followed by a description of
the code. If a warning, a derate,  or a shutdown is
applicable, the numeric identifiers are different. Refer
to the following example:
•  E004 Engine Overspeed Shutdown
In the second  format, the “E” means that  the
code is an event code. The “XXX-X” represents a
numeric identifier for the event code. The fourth “X”
identifies the event as a warning, an action alert, or
a shutdown. This is followed by a description of the
code. Refer to the following example:
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•  E360-1 Low Oil Pressure Warning
•  E360-2 Low Oil Pressure Action Alert
•  E360-3 Low Oil Pressure Shutdown
Troubleshooting
For basic troubleshooting of the engine, perform the
following steps in order to diagnose a fault:
1.  Obtain the following information about the fault:
The definition for a warning, an action  alert and a
shutdown are defined below:
•  The event and the time of the event
Warning  – This condition represents a serious fault
with engine operation. However, this condition does
not require an action alert or a shutdown.
•  Determine the conditions for the event. The
conditions will include the engine rpm and the
load.
Action Alert  – For this condition, the OEM control
•  Determine if there are any systems that were
installed by the dealer or by the customer that
could cause the event.
panel may shut down the engine.
Shutdown  – For this condition, the ECM should shut
down the engine.
•  Determine whether any additional  events
occurred.
Logged Event Codes
2.  Verify that the fault is not due to normal engine
operation. Verify that the fault is not due to error of
the operator.
When the ECM generates an event code, the ECM
logs the code in permanent memory. The ECM has
an internal diagnostic clock. The ECM will  record
the following information when an  event code is
generated:
3.  Narrow the probable cause. Consider the operator
information, the conditions of operation, and the
history of the engine.
•  The hour of the first occurrence of the code
•  The hour of the last occurrence of the code
•  The number of occurrences of the code
4.  Perform a visual inspection. Inspect the following
items:
•  Fuel supply
•  Oil level
Logged events are listed in chronological order. The
most recent event code is listed first.
•  Oil supply
•  Wiring
This information can be helpful for troubleshooting
intermittent faults. Logged codes can also be used to
review the performance of the engine.
•  Connectors
Clearing Event Codes
Be sure to  check the connectors. This is very
important for faults that are intermittent.  Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
A code is cleared from memory  when one of the
following conditions occur:
If these steps do not resolve the fault, identify  the
procedures in this manual that best  describe the
event. Check each probable cause according to the
tests that are recommended.
•  The code does not recur for 100 hours.
•  A new code is logged and there are already ten
codes in memory. In this case, the oldest code is
cleared.
Trip Points for  the Monitoring
System
•  The service technician manually clears the code.
Always clear logged event codes after investigating
and correcting the fault which generated the code.
The monitoring system determines the level of action
that is taken by the ECM in response to a condition
that can damage the engine. When  any of these
conditions occur, the appropriate event code will trip.
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Table 11 contains the conditions that are monitored
and the default  trip points for each condition.
Each condition has an associated parameter. The
settings for each parameter can be viewed with the
electronic service tool. The trip points for some  of
the parameters may be adjustable with the electronic
service tool.
Table 11
Event Code
Parameter
State
Trip Point
Delay Time
E162
-1
High Boost Pressure
Warn Operator (1)
On
300 kPa (43.5 psi)    30 seconds
-2
Action Alert (2)
Always On
None
5 seconds
E360
-1
Low Engine Oil Pressure
Warn Operator (1)
On
300 kPa (43.5 psi)    60 seconds
-2
Action Alert (2)
Always On
Always On
None
None
2 seconds
2 seconds
-3
Engine Shutdown (3)
High Engine Coolant Temperature
Warn Operator (1)
E361
-1
On
104 °C (2190 °F)
105 °C (221 °F)
108 °C (226 °F)
60 seconds
10 seconds
10 seconds
-2
Action Alert (2)
Always On
Always On
-3
Engine Shutdown (3)
Engine Overspeed
Warn Operator (1)
E362
-1
On
2000 RPM
2050 RPM
2140 RPM
1 second
1 second
0 second
-2
Action Alert (2)
Always On
Always On
-3
Engine Shutdown (3)
High Fuel Supply Temperature
Warn Operator (1)
E363
-1
On
60 °C (140 °F)
68 °C (154 °F)
60 seconds
60 seconds
-2
Action Alert (2)
Always On
E368
-1
High Engine Intake Manifold Air Temperature
Warn Operator (1)
Action Alert (2)
On
75 °C (167 °F)
78 °C (172 °F)
60 seconds
10 seconds
-2
Always On
Possible Performance Effect:
E162-1 (Warning)
None
i02564844
E162 High Boost Pressure
Conditions Which Generate This Code:
E162-2 (Action Alert)
The Electronic Control Module (ECM) detects one of
the following conditions:
The engine may be shut down by the OEM control
panel.
•  Engine overload
Troubleshooting:
System Response:
The engine may be overloaded.
Reduce the load on the engine.
The event code will be logged.
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Results:
b. Oil pump gears that have  too much wear will
cause a reduction in oil pressure. Repair the
engine oil pump.
•  OK  – STOP.
C. The inlet screen of the  oil suction tube for the
engine oil pump can  have a restriction. This
restriction will cause cavitation and  a loss of
engine oil pressure. Check the inlet screen  on
the oil pickup tube and remove any material that
may be restricting engine oil flow. Low engine oil
pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged  O-ring
seal.
i02564766
E360 Low Engine Oil Pressure
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a fault
with the engine oil pressure. Information on default
settings and ranges for this event can be found  in
Troubleshooting, “Event Codes”.
D. If the engine oil bypass  valves are held in the
open position, a reduction in the oil pressure can
be the result. This may be due to  debris in the
engine oil. If the engine oil  bypass valves are
stuck in the open position, remove each engine
oil bypass valve and clean each bypass valve in
order to correct this fault. You must also  clean
each bypass valve bore.
System Response:
The event code will be logged.
Possible Performance Effect:
E360-1 (Warning)
E. Engine oil that is contaminated with fuel or coolant
will cause low engine oil pressure. High engine
oil level in the crankcase can be an indication of
contamination.
None
E360-2 (Action Alert)
F.  Excessive clearance at engine bearings  will
cause low engine oil pressure. Check the engine
components for excessive bearing clearance.
The engine may be shut down by the OEM control
panel.
E360-3 (Shutdown)
The engine will shut down.
Troubleshooting:
G. An oil line that is open, broken, or disconnected
will cause low engine oil pressure.
Expected Result:
An inspection of the lubrication system for the engine
indicated a fault.
There may be a fault in the lubrication  system for
the engine.
Results:
Check the Engine’s Lubrication System
•  OK  – There is a fault in the lubrication system for
the engine.
A. Check the engine oil level. If the oil level is below
the supply tube for the oil pump, the oil pump will
not have the ability to supply enough lubrication to
the engine components. If the engine oil level is
low, add engine oil in order to obtain the correct
engine oil level.
Repair: Repair the fault. Ensure that the repair
eliminates the fault.
STOP.
B. Check the following faults that may occur to the
engine oil pump:
a.  Air leakage in the supply side of the oil pump
will also cause  cavitation and loss of oil
pressure. Check the supply side of the oil pump
and make necessary repairs.
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KENR6224
71
Troubleshooting Section
i02564767
E361 High Engine  Coolant
D. Check the water temperature regulator. A water
temperature regulator that does not open, or a
water temperature regulator that only opens part
of the way can cause overheating.
Temperature
E. Check the water  pump. A water pump with a
damaged impeller does not pump enough coolant.
Remove the water pump and check for damage
to the impeller.
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a fault
in the engine cooling system. Information on default
settings and ranges for this event can be found  in
Troubleshooting, “Event Codes”.
F.  If the cooling system  for this application is
equipped with a fan, check the operation of the
fan. A fan that is not turning at the correct speed
can cause improper air speed across the radiator
core. The lack of  proper air flow across the
radiator core can cause the coolant not to cool to
the proper temperature differential.
System Response:
The event code will be logged.
Possible Performance Effect:
E361-1  (Warning)
G. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system are
the incorrect filling of the  cooling system and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head,  or a
damaged cylinder head gasket.
•  There are no performance effects.
E361-2 (Action Alert)
•  The engine may be shut down by the OEM control
panel.
H. Check the cooling system hoses  and clamps.
Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
kinked or crushed during operation. These areas
of the hose can restrict the coolant flow. Hoses
become soft and/or get cracks after a period of
time. The inside of a hose can deteriorate, and the
loose particles of the hose can restrict the coolant
flow.
E361-3  (Shutdown)
•  The engine will be shut down.
Troubleshooting:
There may be a fault in the engine cooling system.
Check the Engine’s Cooling System
I.   If the cooling system for  this application is
equipped with an expansion tank, check the shunt
line for the expansion tank. The shunt line must be
submerged in the expansion tank. A restriction of
the shunt line from the expansion tank to the inlet
of the jacket water pump will cause a reduction in
water pump efficiency. A reduction in water pump
efficiency will result in low coolant flow.
A. Verify that the cooling system is filled to the proper
level. If the coolant level is too low, air will get into
the cooling system. Air in the cooling system will
cause a reduction in coolant flow.
B. Check the radiator or the heat exchanger  for a
restriction to coolant flow.
J.  If the cooling system  for this application
is equipped with  an aftercooler, check the
aftercooler. A restriction of air flow through the air
to air aftercooler can cause overheating. Check
for debris or deposits which would prevent the free
flow of air through the aftercooler.
a.  Check for debris or damage between the fins
of the radiator core. Debris between the fins of
the radiator core restricts air flow through the
radiator core.
b. Check internally for debris, dirt, or deposits on
the radiator core. Debris, dirt, or deposits will
restrict the flow of coolant through the radiator.
K. Check for a restriction in the air  inlet system. A
restriction of the air that is coming into the engine
can cause high cylinder  temperatures. High
cylinder temperatures cause higher than normal
temperatures in the cooling system.
C. Check the concentration of the  Extended Life
Coolant (ELC). Make  sure that the coolant
mixture meets recommendations. Refer to the
Operation and Maintenance Manual,  “Fluid
Recommendations”.
L. Check  for a restriction in the exhaust system.
A restriction of the air that is coming  out of the
engine can cause high cylinder temperatures.
This document has been printed from SPI2. Not for Resale



72
KENR6224
Troubleshooting Section
M. Consider high ambient temperatures. When
ambient temperatures are too high for the rating
of the cooling system, there is not enough of a
temperature difference between the ambient air
and coolant temperatures.
The engine may be shut down by the OEM control
panel.
E362-3 (Shutdown)
The engine will be shut down.
Troubleshooting:
N. Consider high altitude operation.  The cooling
capability of the cooling system is  reduced at
higher altitudes. A pressurized cooling system that
is large enough to keep the coolant from boiling
must be used.
The operator may  be operating the machine
incorrectly.
O. The engine may be running in the lug condition.
When the load that is applied  to the engine is
too large, the engine will run in the lug condition.
When the engine is running in the lug condition,
engine rpm does not increase with an increase of
fuel. This lower engine rpm causes a reduction in
coolant flow through the system.
The governor gain may be set incorrectly.
Talk to the Operator
Determine the events that caused the overspeed of
the engine.
If necessary, adjust the gains on the governor.
Expected Result:
Results:
A thorough inspection of the cooling system revealed
a fault.
•  OK  – STOP.
Results:
i02564853
E363 High  Fuel Supply
Temperature
•  OK  – There is a fault in the cooling system.
Repair: Repair the fault. Ensure that the repair
eliminates the fault.
STOP.
Conditions Which Generate This Code:
i02564769
The temperature of the fuel has exceeded the trip
point. Information on default settings and ranges for
this event code can be found in the Troubleshooting
Guide, “Event Codes”.
E362 Engine Overspeed
System Response:
Conditions Which Generate This Code:
The event code is logged.
Possible Performance Effect:
E363-1 (Warning)
The Electronic Control Module (ECM) detects an
overspeed condition. Information on default settings
and ranges for  this event can be found  in the
Troubleshooting Guide, “Event Codes”.
System Response:
The event code will be logged.
Possible Performance Effect:
E362-1 (Warning)
None
E363-2 (Action Alert)
The OEM control panel may shut down the engine.
Troubleshooting:
None
Check the Fuel System
E362-2 (Action Alert)
Check the fuel system. If equipped, check the fuel
cooler.
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KENR6224
73
Troubleshooting Section
Expected Result:
a.  Verify that the cooling system is filled to the
proper level. If the coolant level  is too low,
air will get into the cooling system. Air in the
cooling system may cause cavitation. This will
cause a reduction in coolant flow which can
damage a cooling system.
A thorough inspection of the fuel system revealed a
fault.
Results:
•  OK  – There is a fault in the fuel system.
b. Check  the quality of the coolant.  Follow
the recommendations in the Operation and
Maintenance Manual.
Repair: Make the necessary repairs. Verify that
the repair eliminates the fault.
c.  Check for adequate coolant flow through
the radiator. Check the inlet temperature of
the coolant at the radiator  inlet. Compare
the reading to the regulated  temperature.
If the temperature is OK,  check the outlet
temperature of the coolant  at the radiator
outlet. A high temperature differential indicates
an insufficient flow rate.
STOP.
i02565203
E368 High Intake Manifold Air
Temperature
d. Check for  air in the cooling system. Air can
enter the cooling system in different ways. The
most common causes of air  in the cooling
system are the incorrect filling of the cooling
system and combustion gas  leakage into
the cooling system. Combustion gas can get
into the system through a cracked  cylinder
liner, damaged cylinder liner seals, a cracked
cylinder head, or a damaged cylinder head
gasket.
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a fault
in the inlet manifold air temperature. Information on
default settings and ranges for this  event can be
found in the Troubleshooting Guide, “Event Codes”.
System Response:
The event code will be logged.
Possible Performance Effect:
E368-1 (Warning)
e.  Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be
seen. Hoses that have no visual  leaks can
soften during operation. The soft areas of the
hose can become kinked during operation.
These areas can  also collapse during
None
operation. These areas of the hose can restrict
the coolant flow. Hoses become soft and/or get
cracks after a period of time. The inside of a
hose can deteriorate, and the loose particles of
the hose can restrict the coolant flow.
E368-2 (Action Alert)
The OEM control panel may shut down the engine.
Troubleshooting:
f.  Check the  water pump. A water pump with
a damaged impeller does not pump enough
coolant. Remove the water pump and check for
damage to the impeller.
Inlet manifold air temperature can be high  for the
following reasons:
•  Engine cooling system
g. Check the water temperature regulator. A water
temperature regulator that does not open, or a
water temperature regulator that only opens
part of the way can cause overheating.
•  High ambient air temperature
•  High inlet air restriction and/or high altitude
•  Restriction in the exhaust system
h. If  the cooling system is equipped with  an
aftercooler, check the aftercooler. A restriction
of air flow through the air to air aftercooler can
cause overheating of the engine. Check for
debris or deposits which would prevent the free
flow of air through the aftercooler.
•  Faulty inlet manifold temperature sensor and/or
circuit
Perform the following Inspections
A. Check for Cooling System Faults
This document has been printed from SPI2. Not for Resale



74
KENR6224
Troubleshooting Section
i.   The engine may be running excessively in the
lug condition. When the load that is applied to
the engine is too large, the engine will run in
the lug condition. When the engine is running in
the lug condition, engine rpm does not increase
with an increase of fuel. This lower engine rpm
causes a reduction in coolant flow through the
system. The lug condition causes excess heat
from the increase in fuel consumption.
Expected Result:
A fault has been found in the cooling system and/or
the related engine systems.
Results:
•  OK  – A thorough inspection revealed a fault.
Repair: Repair the fault. Ensure that the repair
B. Check for High Ambient Air Temperature
eliminates the fault.
a.  Determine if the ambient air temperature
is within the design  specifications for the
cooling system. When ambient temperatures
are too high for  the rating of the cooling
system, there is not enough of a temperature
difference between the ambient air and coolant
temperatures.
STOP.
b. Determine  the cause of  the high air
temperature. Correct the situation,  when
possible.
C. Check for High Inlet Air  Restriction and/or
High Altitude Operation
a.  When inlet air pressure is low, the turbocharger
works harder in order to achieve the desired
inlet manifold pressure. This increases inlet air
temperature.
b. Measure the inlet air pressure while the engine
is operating under load. For specific data, refer
to the Technical Data Sheets for the engine.
c.  Check for plugged air filters.  Check for
obstructions to the air inlet. A  restriction of
the air that enters  the engine can cause
high cylinder temperatures. High  cylinder
temperatures cause higher  than normal
temperatures in the cooling system.
d. Replace  the air filters and/or remove the
obstruction from the air inlet.
e.  Consider high altitude operation. The cooling
capability of the cooling system is reduced at
higher altitudes. A pressurized cooling system
that has been designed for the higher altitudes
must be used. Ensure  that the engine is
configured for high altitude operation.
D. Check for Exhaust System Restriction
Check for a restriction in the  exhaust system.
A restriction of the air that is coming  out of the
engine can cause high cylinder temperatures.
This document has been printed from SPI2. Not for Resale



KENR6224
75
Troubleshooting Section
Diagnostic Functional
Tests
i02565206
5 Volt Engine Pressure Sensor
Supply Circuit - Test
System Operation Description:
The Electronic Control Module (ECM)  creates a
regulated voltage of 5.0 ± 0.2 VDC that is supplied
to terminal 1 of the harness connectors  for these
sensors:
•  Inlet manifold pressure sensor
•  Atmospheric pressure sensor
•  Engine oil pressure sensor
This procedure covers the following diagnostic codes:
•  262-03 5 Volt Sensor DC Power Supply voltage
above normal
•  262-04 5 Volt Sensor DC Power Supply voltage
below normal
A +5 V diagnostic code is probably caused by a short
circuit to ground or a short circuit to another voltage
source in the harness. The next likely cause is a faulty
sensor. The least likely cause is a fault in the ECM.
This document has been printed from SPI2. Not for Resale



76
KENR6224
Troubleshooting Section
g01284368
Illustration 12
Schematic for the 5 volt  supply
Test Step  1. Inspect the Electrical
Connectors and the Wiring
A. Turn the keyswitch to the OFF position.
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KENR6224
77
Troubleshooting Section
g01284496
Illustration 13
Left side view
(1) Inlet manifold pressure sensor
(2) J2/P2 connector
(3) J1/P1 connector
(5) Atmospheric pressure sensor
(4) Engine oil pressure sensor
B. Thoroughly inspect connectors  (3) and (4).
Thoroughly inspect the connectors  for each
pressure sensor. Refer to  Troubleshooting,
“Electrical Connectors - Inspect”.
This document has been printed from SPI2. Not for Resale



78
KENR6224
Troubleshooting Section
g01284861
Illustration 15
Connector for the pressure sensors
(1) Supply
(2) Return
(3) Signal
C. Perform a 45 N (10 lb)  pull test on each of the
wires that are associated with the pressure sensor
supply.
D. Check the allen  head screw on each ECM
connector for the proper torque.  Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque values.
E. Check the allen  head screw on the customer
connector for the proper torque.  Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque value.
F.  Check the harness and the wiring for abrasion
and for pinch points from each sensor back to the
ECM.
Expected Result:
All of the connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
•  OK  – The harness and connectors appear to be
OK. Proceed to Test Step 2.
g01284898
Illustration 14
P2 terminals that are associated with  the 5 volt supply for the
pressure sensors
•  Not OK  – The connectors and/or wiring are not
OK.
(P2-17) Return
(P2-72) +5 VDC
Repair: Repair the wiring and/or the connectors.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that  the
connectors are completely coupled. Verify that the
repair eliminates the fault.
珀金斯2506 2306柴油机维修保养配件手册

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