3176C ENGINE FOR USE IN CPT372 & Caterpillar

Section 3: Troubleshooting Without A Diagnostic Code

Usage:

This section is to be used for troubleshooting problems that have symptoms but do not have ACTIVE diagnostic codes. Some engine symptoms are caused by conditions or components other than the electronic control system, such as poor fuel quality or improperly adjusted valves.

Before using this section, be sure that you have gathered information about the complaint to adequately describe the symptoms, verified that the complaint is not due to normal engine operation and repaired all ACTIVE Diagnostic Codes. Refer to Section 4: Troubleshooting With A Diagnostic Code.

The basic philosophy of troubleshooting this engine is to follow the three steps listed below FIRST to diagnose a malfunctioning engine:

1. Gather Operator Information. Verify complaint is not due to normal engine operation.

2. Perform a visual inspection of Engine. Check fuel and oil level, supply and/or condition. Check for visible wiring and connector problems or damaged components.

3. Check and repair all ACTIVE/LOGGED Diagnostic Codes using the troubleshooting procedures in Section 4: Troubleshooting With A Diagnostic Code.

If ALL three of these inspections reveal no problems, identify probable causes using the procedure or procedures in this section that best describes the symptoms. Narrow the probable causes given in the procedure by considering operator information, operating conditions, and repair history of the engine.

Operator Information

* What happened, and when?

* Under what conditions?

Was the engine rpm (speed) high or low?

Was the engine under load?

* Are there any customer or dealer installed systems that could cause this symptom?

* What else occurred?

* When did the symptoms begin (and what else happened at that time)?

Logged Diagnostic Codes

* Do they correlate to probable causes?

* Did they occur at the same time as the symptoms?

* Are some codes Logged repeatedly?

Other Symptoms

* Are they related to this symptom?

* Do they have common probable causes?

Finally, test each probable cause using the tests suggested by the procedure. Be sure to check connectors, especially on intermittent problems! Refer to Section 5: P-501: Inspecting Electrical Connectors for details.

P-301: Engine Will Not Crank

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable root causes:

* Battery Cables/Batteries

* E-Stop Switch

* Starting motor solenoid or circuit problem (in system wiring)

* Starting motor/flywheel ring gear

* Engine accessory

* Hydraulic cylinder lock

* Internal engine problem

Perform the following tests in order:

1. Check battery post and battery cables for loose connections and corrosion. If corroded, remove and clean cables and connections. Check optional Battery disconnect switch.

2. Load test batteries, Refer to Special Instruction, SEHS9249 Use Of 4C-4911 Battery Load Tester. If necessary, charge the batteries. Refer to Special Instruction, SEHS7633 Battery Test Procedure.

3. Verify that the optional E-Stop switch is not engaged.

4. Test starting motor solenoid operation. Check the system wiring to starting mortor solenoid.

5. Test starting mortor operation. Refer to Systems Operation, Testing & Adjusting Manual. Inspect starting motor pinion and ring gear for damage.

6. Ensure free movement of driveline. Refer to the Systems Operation, Testing & Adjusting Manual. Check transmission neutral gear indicator for proper operation and adjustment, repair or replace as required.

7. Verify timing pin was not left in the flywheel housing after setting valve lash. Use the 9S-9082 Engine Turning Tool and attempt to manually turn the engine. If unable to turn the engine, remove and inspect engine accessories that can lock up the engine (air compressor, oil pump, etc). Repair or replace as necessary. Refer to the Systems Operation, Testing & Adjusting Manual.

8. Remove injectors and check for fluid in the cylinders.

9. Disassemble engine to inspect for internal components that may be seized, broken, bent, out of alignment, etc. Refer to the Disassembly & Assembly Manual.

P-302: Engine Cranks But Will Not Start

Probable root causes:

* Starting aids/fuel gel (cold temperature operation)

* Electrical Connectors and Wiring

* Personality Module or ECM

* Engine Speed/Timing Signal

* Electrical connections to the unit injector solenoids

* Fuel supply

* Combustion problem

Perform the following tests in order:

1. If cold ambient conditions exist, check operation of starting aids. Check cylinder block jacket water heater for malfunction and replace if required. Check for presence of congealed fuel (wax). Repair as required.

2. Check for correct installation of the ECM connectors J1/P1 and J2/P2, Engine Speed/Timing Sensor connector J44/P44, and Unit Injector connectors J91/P91. Verify that the ECM is receiving the correct voltage. Turn the keyswitch to the ON position, the warning lamps should turn ON for five seconds then turn OFF. If the lamps do not turn ON, refer to P-346: Electrical Power Supply to the ECM.

NOTE: Aftermarket engine protection devices usually interrupt power to the ECM and prevent communications with the Electronic Service Tool. Check for correct installation and operation of Aftermarket engine protection devices. Aftermarket devices may need to be bypassed to continue.

3. If the ECM has an unprogrammed Personality Module the engine will crank but will not start. Access ECM Status in the FLASH PC Program and follow the request to program the personality module. Refer to Section 2: Programming Parameters. Failure to program the personality module will cause the engine to not start or communicate. Cycling the ignition key will allow access to the FLASH PC Program.

NOTE: If the ECM has a serial number ending in CA, ensure that the Personality Module Chip has been installed properly. It should be completely snapped into the ECM Personality Module Socket.

4. Connect an Electronic Service Tool and verify that a 190-00 Engine Overspeed Warning has not recently occurred. If an Overspeed condition has occurred, (even an Overspeed Verify Test) the Air Shutoff Solenoid will have to be manually reset.

5. Verify there is not an Active 252-11 Incorrect Engine Software Diagnostic Code. If the diagnostic code is present, Refer to Section 5: P-513 ECM Personality Module.

6. Observe the engine speed on an Electronic Service Tool Status screen while cranking the engine. If the Electronic Service Tool displays 0 rpm while cranking the engine, there is a problem in the Engine Speed/Timing Sensor circuit. Refer to P-514: Engine Speed/Timing Sensor. If the engine speed is greater than 50 rpm the Engine Speed/Timing circuitry appears to be operating correctly. Verify that the timing reference gear is installed correctly and keyed to the camshaft by means of the locating dowel. If the gear was installed backwards or flipped over during assembly, the engine will not start.

7. Check calibration of timing sensor, recalibrated if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

8. Make sure the Unit Injector connectors are properly installed. Refer to P-515: Injector Solenoids and perform the Injector Solenoid Test as a quick check to confirm that the ECM can energize the unit injector solenoids.

9. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem.

10. Check for combustion problems.

P-303: Engine Misfires, Runs Rough Or Is Unstable

NOTE: If the problem is intermittent and cannot be re-created, Refer to P-306: Intermittent Low Power Or Power Cutouts. If the problem is consistent and can be re-created, continue with this procedure.

Probable root causes:

* Cold Mode Operation (Normal Operation, if the problem occurs only after start-up)

* Battery Cables, Battery

* Electrical Connections to the ECM

* Loss of Backup Engine Speed/Timing Sensor

* Throttle Position Signal

* ATA Data Link

* Faulty electronic unit injector circuit (individual cylinder malfunction)

* Fuel supply

* Air inlet or exhaust restrictions or air system leaks

* Internal engine problem

NOTE: If the problem only occurs under certain conditions (high engine speed, full load or engine operating temperature, etc), then perform the test under those operating conditions.

Perform the following tests in order:

1. Monitor the Electronic Service Tool Status screen to verify the engine has exited cold mode. Observe the coolant temperature reading on the Electronic Service Tool. The engine should exit Cold Mode Operation whenever the coolant temperature is above 17°C (64°F) and the engine has been running for five minutes. If the engine will not exit cold mode. Refer to System Operation Test and Adjustment Manual.

2. Check battery post and battery cables for loose connections and corrosion. If corroded, remove and clean cables and connections.

3. Check the ECM connectors J1/P1 and J2/P2, Customer Connector J3/P3, Engine Speed/Timing Sensor connectors J20/P20, J44/P44, Unit Injector connectors J91/P91, and associated wiring for damage, abrasion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors.

4. Check the battery connection at the J3 Customer Connector and ECM Connector.

Perform a pull test on P3 pin-1, pin-26.

Perform a pull test on P1 pin-4, pin-5 and pin-6.

The wires should remain in the connectors during pull test. Refer to P-501: Inspecting Electrical Connectors.

5. Connect an Electronic Service Tool and verify that a 190-02 Loss of Engine Speed Signal is not Active. The code should not be Active. If the 190-02 Code is Active check to see if a 64-02 Loss of Backup Engine Speed Sensor has been recently logged. If the Electronic Service Tool indicates that a 64-02 has been recently logged perform a pull test on the wires to the Backup Engine Speed/Timing Sensor. Refer to P-501: Inspecting Electrical Connectors. If a 64-02 has not been recently logged and the 190-02 code is Active refer to P-514: Engine Speed/Timing Sensor. Connect an Electronic Service Tool to the service tool connector. Turn the keyswitch to the ON position, engine OFF. Verify that a 91-08 Invalid Throttle Signal Diagnostic Code has not been recently logged. Monitor the throttle position from low idle to full throttle. The duty cycle should be between 5 and 10 percent at low idle and increase to 90 and 95 percent at full throttle stop. If the throttle position change is erratic or out of range, refer to P-504: Throttle Position Sensor.

6. Disconnect the ATA Data Link from the J3 Customer Connect. Remove J3 pin-31 (ATA Data +) and J3 pin-32 (ATA Data +) and retest. If the problem is still present reconnect the wires and proceed to the next step. If this resolves the problem refer to P-345: Cannot Communicate With The ATA DATA Link.

7. Check for active or recently logged Injector Solenoid diagnostic codes. Use an Electronic Service Tool and cut out each cylinder at low idle to isolate the misfiring cylinder(s). Refer to P-515: Injector Solenoids.

8. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem.

9. Check air inlet and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Also, Refer to P-521: Analog Sensor Supply. Refer to Systems Operation, Testing & Adjusting Manual if an internal engine problem is suspected.

P-304: Low Power/Poor Or No Response To Throttle

Probable root causes:

* Customer Specified Parameters

* Cold Mode Operation (Normal operation if the problem occurs only after start-up in cold weather)

* Engine is in a derated mode

* Electrical Connections to the ECM

* PTO or Intermediate Speed Switch

* Throttle Position Sensor

* Faulty electronic unit injector (individual cylinder malfunction)

* Fuel supply

* Inlet Air Manifold Pressure Sensor signal

* Air inlet or exhaust system restrictions or leaks

* Improper adjustment of FRC Offset, Full Load Setting, Full Torque Setting

NOTE: If the problem only occurs under certain conditions (high engine speed, full load or engine operating temperature, etc), then perform the test under those operating conditions.

Perform the following tests in order:

1. Verify that the complaint is not normal (programmed parameter) operation. Connect an Electronic Service Tool and verify the System/Customer Parameters. If a 253-02 check Customer Or System Parameters is active, ensure ALL the System and Customer Parameters are programmed. Verify that the injector codes programmed.

2. Monitor the Electronic Service Tool Status screen to verify the engine has exited cold mode. Observe the coolant temperature reading on the Electronic Service Tool. The engine should exit Cold Mode Operation whenever the coolant temperature is above 17°C (64°F) and the engine has been running for five minutes.

3. The engine may be derated due to, low pressure levels, or other factors. Connect an Electronic Service Tool and check for Active engine derates or diagnostic codes.

4. Check the ECM connectors J1/P1 and J2/P2, Customer connector J3/P3 and the Throttle Position Sensor connector J35/P35 and associated wiring for damage, abrasion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors.

5. Connect an Electronic Service Tool and verify that the PTO enable and/or the Intermediate Speed Switch is not engaged. Remove J1 pin-20 (PTO Enable) and/or J1 pin-24 (Intermediate Speed) and verify that the problem is still present. If the problem is still present reattach the wires and continue to next step. If the problem is resolved, refer to P-342: Switch Fault.

6. Connect an Electronic Service Tool to the service tool connector. Turn the keyswitch to the ON position, engine OFF. Verify that a 91-08 Invalid Throttle Signal Diagnostic Code has not been recently logged. Monitor the throttle position from low idle to full throttle. The duty cycle should be between 5 and 10 percent at low idle and increase to 90 and 95 percent at full throttle stop. If the throttle position change is erratic or out of range, refer to P-504: Throttle Position Sensor.

7. Verify that a 232-03 (+5 VDC Supply Above Normal) or a 232-04 (+5 VDC Supply Below Normal) Diagnostic Code is not present. If either of the codes are Active refer to P-521: Analog Sensor Supply.

8. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

9. Monitor Actual Fuel, Max Fuel, and FRC Limit on the Electronic Service Tool. These parameters should be as follows while the engine is operating under full load.

If the parameters are as indicated above, the electronics are operating correctly. If these parameters are not as indicated, verify proper Inlet Air Manifold Pressure Sensor (boost) operation.

10. Check air inlet and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found.

P-305: Intermittent Engine Shutdowns

NOTE: Use this procedure only if the engine shut down completely and had to be restarted.

Probable root causes:

* Customer Specified Parameters

* Electrical Connections to the ECM

* Faulty Electronic Unit Injector Connector

* Faulty Ground Level Shutdown

* Engine Overspeed Warning (CID-FMI) 190-00. The Electronic control Module (ECM) detects an engine speed greater than 2500 rpm.

Loss Of Engine Signal (CID-FMI) 190-02. The Engine Speed/Timing signal to the ECM was correct, then incorrect/lost, and then returned in less than one second. These CID-FMI codes may be viewed on the display modules or an Electronic Service Tool. They are logged in memory except as noted. The ECM will attempt to limit Top Engine Limit by not allowing the unit injectors to inject fuel.

* Faulty Overspeed Verify Switch

NOTE: If the problem only occurs under certain conditions (high engine speed, full load or engine operating temperature, etc), then perform the test under those operating conditions.

Perform the following tests in order:

1. The engine may be shut down due to, low pressure levels, or other factors. Connect an Electronic Service Tool and check for Active engine derates or diagnostic codes.

2. Check the ECM connectors J1/P1 and J2/P2, J3/P3 Customer Connector Engine Speed/Timing Sensor connectors J20/P20, J44/P44 and the Unit Injector connectors J91/P91 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for additional information.

3. Check the Electronic Service Tool for logged Diagnostic 168-02 (Battery Voltage Intermittent). Check the Battery connection at the J3 Customer Connector and the ECM Connector. Refer to the Electrical Schematic. Perform a pull test on P3 pin-1 and pin-26. Perform a pull test on P1 pin-4, pin-5 and pin-6. The wires should remain in the connectors during the pull test. Refer to P-501: Inspecting Electrical Connectors.

4. If the problem occurs only after the engine is warmed up and disappears after the engine has been allowed to cool, the circuit breakers may be exceeding the trip point because of overheating. Check the circuit breakers on the engine, reset if required.

NOTE: Aftermarket engine protection devices usually interrupt power to the ECM. Check for correct installation and operation of Aftermarket engine protection devices. Aftermarket devices may need to be bypassed to continue testing.

5. Verify Shutdown Switch status on an Electronic Service Tool. If the switch status is incorrect, refer to P-342: Electronic Switch Fault.

6. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

7. Connect an Electronic Service Tool and verify that a 190-00 (Engine Overspeed Warning) has not recently occurred. If an Overspeed Condition has occurred, (even an overspeed verify test) the Air shutoff Solenoid Will have to be manually reset. Remove J1 pin-32 (Overspeed Verify Switch) and test again. If the problem goes away there is a problem in the Overspeed Verify Switch Circuit. Refer to P-342: Switch Fault.

P-306: Intermittent Low Power Or Power Cutouts

NOTE: Use this procedure only if the engine DOES NOT shut down completely (the engine did not have to be restarted).

Probable root causes:

* An engine derate is occurring

* Throttle Input signal

* Faulty electrical connections

* Fuel supply

NOTE: If the problem only occurs under certain conditions (high engine speed, full load or engine operating temperature, etc), then perform the test under those operating conditions.

Perform the following tests in order:

1. The engine may derate due to low pressure levels or other factors. Connect an Electronic Service Tool and check for Active engine derates or diagnostic codes.

3. Check the Electronic Service Tool for logged Diagnostic 168-02 (Battery Voltage Intermittent). Check the Battery connection at the J3 Customer Connector and the ECM Connector. Refer to the Electrical Schematic. Perform a pull test on P3 pin-1, pin-26. Perform a pull test on P1 pin-4, pin-5 and pin-6. The wires should remain in the connectors during the pull test. Refer to P-501: Inspecting Electrical Connectors.

4. If the problem occurs only after the engine is warmed up and disappears after the has been allowed to cool, the circuit breakers may be exceeding the trip point because of overheating. Check the circuit breakers on the engine, reset if required.

5. Connect an Electronic Service Tool to the service tool connector. Turn the keyswitch to the ON position, engine OFF. Verify that a 91-08 Invalid Throttle Signal Diagnostic Code has not been recently logged. Monitor the throttle position from low idle to full throttle. The duty cycle should be between 5 and 10 percent at low idle and increase to 90 and 95 percent at full throttle stop. If the throttle position change is erratic or out of range, refer to P-504: Throttle Position Sensor.

6. Connect an Electronic Service Tool and verify that a 190-02 Loss of Engine Speed Signal is not Active. The code should not be Active. If the 190-02 Code is Active check to see if a 64-02 Loss of Backup Engine Speed Sensor has been recently logged. If the Electronic Service Tool indicates that a 64-02 has been recently logged perform a pull test on the wires to the Backup Engine Speed/Timing Sensor. Refer to P-501: Inspecting Electrical Connectors. If a 64-02 has not been recently logged and the 190-02 code is Active refer to P-514: Engine Speed/Timing Sensor.

7. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

P-307: Electronic Service Tool Will Not Communicate With ECM

Probable root causes:

* Personality Module or ECM Problem

* Electronic Service Tool or Communication Adapter Service Tool cable problem

* ATA Data Link

* Electrical Power Supply to the ECM Connector or wiring problem in electronic system wiring harness

Perform the following tests in order:

NOTE: If the engine starts but does not communicate proceed with this test. If the engine will not start, refer to P-302: Engine Cranks But Will Not Start. If the engine will not crank, refer to P-301: Engine Will Not Crank. Aftermarket engine protection devices usually interrupt power to the ECM and prevent communications with the Electronic Service Tool. Check for correct installation and operation of Aftermarket protection devices, they may need to be bypassed to continue.

1. If the ECM has a serial number ending in "CA" ensure that the Personality Module is securely seated in the socket.

NOTE: In the event that the ECM on the engine is new, the engine will not start or communicate until the Personality Module is installed and programmed. Refer to Section 2: Programming Parameters.

2. Check the ECM connectors J1/P1 and J2/P2, J3/P3 Customer Connector Engine Service Tool Connectors J60/P60, J42/P42 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for additional information.

3. Verify that the keyswitch is in the ON position and any override switches are not creating the problem. Start the engine and then connect the Electronic Service Tool If communication occurs when the engine is started, but not when the keyswitch is in the ON position, some type of system override is interrupting power to the ECM. Repair as required.

4. Verify that battery voltage is present at pin-A and Pin-B of the Service Tool Connector (the Communication Adapter Display will be blank if the Communication Adapter Tool is not receiving power).

5. Check the Electronic Service Tool connections and wiring. Connect another Electronic Service Tool and cable to the system to verify the if the fault is with the Electronic Service Tool.

6. For the ET Service Tool Only: Remove pin-D and pin-E from the J60 Service Tool Connector. Connect the Electronic Service Tool to the J60 Service Tool connector and retest. If the Electronic Service Tool will not communicate with the ECM reconnect the wires and proceed to the next step. If the service tool does communicate with the ECM there is a problem in the ATA Data link wire. Repair as required.

7. Disconnect the ECM P1 connector and install a 129-2081 bypass harness and connect the bypass harness directly to the Electronic Service Tool cable and retest. If the ECM communicates with the bypass installed, either the machine wiring or another device is causing the data link communication problem. Repair as required.

P-308: ECM Will Not Accept Factory Passwords

Probable root causes:

* Error entering password

* Incorrect Serial Number (Engine, ECM, or Electronic Service Tool), Total Tattletale, or Reason Code used to obtain password

Perform the following tests in order:

1. Verify correct passwords were entered. Check each character in passwords for accuracy (for instance letter I vs. number 1, Z vs. 2, O vs. 0, etc). Turn the keyswitch to the OFF position for 30 seconds and then retry.

2. Verify the Electronic Service Tool is on the Factory Passwords screen. Verify Engine serial number used to calculate password is correct. Verify the Total Tattletale, Reason Code, Electronic Service Tool Serial Number and ECM Serial Number is correct. Refer to Factory Passwords in Section 2: Programming Parameters for more details.

P-310: Excessive Black Smoke

Probable root causes:

* Air inlet restriction or air system leaks

* Engine Speed/Timing Signal; injection timing or calibration, incorrect Engine Speed/Timing wheel orientation assembly, Engine Speed/Timing Sensor calibration error after replacement

* Faulty Inlet Air Manifold Pressure Sensor, Atmospheric Pressure Sensor, or sensor calibration

* Personality Module

* Fuel supply: low supply pressure, air in low pressure fuel system, poor fuel quality

* Incorrect valve adjustment

Perform the following tests in order:

1. Connect an Electronic Service Tool and compare atmospheric and inlet pressure readings. Check for filter restriction derates and alarms. Check air inlet and exhaust systems for restrictions and leaks. Check for a failed turbocharger. Refer to Systems Operation, Testing & Adjusting Manual. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Verify proper operation of the Inlet Air Manifold Pressure and Atmospheric Pressure Sensors. Refer to P-521: Analog Sensor Supply.

2. Check calibration of the Engine Speed/Timing Sensor, recalibrate if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

3. Monitor Atmospheric Pressure with an Electronic Service Tool. Observe Inlet Air Manifold Pressure, Fuel Pos, Rated Fuel Pos and FRC Fuel Pos while the engine is operating under full load.

NOTE: A problem with the FRC will only create black smoke problems on acceleration, not steady state operation. Check for a restriction in the Atmosphere path, remove dirt and debris, if required. Atmospheric pressure should range from 50 to 100 kPa (7.5 to 15 psi) depending on your area of operation. Refer to P-521: Analog Sensor Supply.

4. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem.

5. Check valve adjustment.

P-311: Excessive White Smoke

NOTE: Some white smoke may be present during cold start-up conditions when the engine is operating normally.

Probable root cause:

* Faulty Coolant Temperature Sensor

* Engine Speed/Timing Signal; injection timing or calibration, incorrect Engine Speed/Timing wheel orientation assembly, Engine Speed/Timing Sensor calibration error after replacement

* Personality Module

* Fuel Supply

* Combustion system problem

Perform the following tests in order:

1. Verify Cold Mode is active when the engine is cold. Monitor Coolant temperature status on an Electronic Service Tool. Observe coolant temperature and ensure the reading is reasonable. If temperature reading is incorrect, Refer to P-591: Engine Sensor Open/Short.

2. Check timing calibration of Engine Speed/Timing Sensor, recalibrate if required. Refer to P-614: Engine Speed/Timing Sensor Calibration. Check for proper orientation between crankshaft and camshaft drive gears, repair as required. Refer to procedure in Disassembly & Assembly Manual.

3. Connect an Electronic Service Tool and verify the correct Personality Module is installed for the engine configuration and application. Refer to Section 2: Programming Parameters.

4. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

5. Excessive valve, piston, ring and/or liner wear, or low cranking speed can result in reduced compression pressure, resulting in white smoke. Coolant leakage into the cylinder or exhaust system can also produce symptoms similar to white smoke emissions from unburned fuel. Refer to the Systems Operations, Testing & Adjusting Manual.

P-312: Can Not Reach Top Engine RPM

NOTE: If this problem occurs only under load, Refer to P-304: Low Power/Poor Or No Response to Throttle.

Probable root causes:

* Engine is in Cold Mode or derated

* Personality Module

* Throttle Position Sensor signal

* Faulty Inlet Air Manifold Pressure Sensor or Atmosphere signal or calibration

* Fuel supply

* Air inlet or exhaust restriction or air system leaks

* Air supply/low boost

* Faulty Accessory Equipment

Perform the following tests:

1. Connect an Electronic Service Tool screen and verify the engine has exited Cold Mode, check for Active engine derates. Verify the programming parameters are correct. Refer to Section 2: Programming Parameters

NOTE: The engine may be derated due to, low pressure levels, high exhaust temperatures or other factors.

2. Monitor the Throttle Status on an Electronic Service Tool. Observe throttle position and verify it can reach 100 percent. Operate the engine at high idle while in neutral. If the engine can not reach programmed high idle or if the Electronic Service Tool reading is unstable, Refer to P-504: Throttle Position Sensor.

3. Monitor Actual Fuel, Max Fuel, and FRC Limit on the Electronic Service Tool. These parameters should be as follows while the engine is operating under full load.

If the parameters are as indicated above, the electronics are operating correctly. If these parameters are not as indicated check the following. Monitor boost pressure and atmospheric pressure on the Electronic Service Tool Status screen for normal operation. Verify proper Inlet Air Manifold Pressure Sensor (boost) operation.

5. Check air inlet and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Check Engine Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found. Also, Refer to P-521: Analog Sensor Supply.

6. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine (air compressor, power steering pump, oil pump, etc). Repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

P-313: Poor Acceleration or Response

Probable root causes:

* The engine is in Cold Mode or a derate mode.

* Personality Module

* Throttle Position Sensor signal

* Faulty electronic unit injector

* Incorrect Inlet Air Manifold Pressure Sensor or Atmosphere signal or improper adjustment of FRC value

* Air inlet or exhaust restriction or leaks

* Fuel supply

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Active engine derates. Verify the engine has exited Cold Mode operation. The engine will not respond as fast until it is warmed to operating temperature.

NOTE: The engine may be derated due to, low pressure levels, high exhaust temperatures or other factors. Check Acceleration Delay and Acceleration Ramp Rate settings if applicable for slow PTO response.

2. Verify the correct Personality Module is installed. Refer to Section 2: Programming Parameters.

3. Monitor the Throttle Position Status on an Electronic Service Tool. Observe throttle position and verify the reading is stable and can reach 100 percent. If a problem with the sensor or switch is suspected, Refer to P-504: Throttle Position Sensor.

4. Inspect ECM connectors J1/P1 and J2/P2, engine Interface connectors, and the Unit Injector connectors J19/P19 for proper connection. Repair or replace as required. Refer to P-501: Inspecting Electrical Connectors. Perform the cylinder cutout test to check for any non-operable unit injectors, and replace only those diagnosed as faulty by the cylinder cutout check. Connect an Electronic Service Tool and cut out each cylinder to isolate the misfiring cylinder(s). If results are inconclusive, perform the test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those missing. If it can be isolated to a specific cylinder(s), Refer to P-515: Injector Solenoids.

5. Monitor atmospheric pressure with an Electronic Service Tool. Observe Inlet Air Manifold Pressure, Fuel Pos, Rated Fuel Pos and FRC Fuel Pos while the engine is operating under full load. Atmospheric pressure should range from 50 to 100 kPa (7.5 to 15 psi). Refer to Systems Operation, Testing & Adjusting Manual.

NOTE: A problem with the FRC will only create black smoke problems on acceleration, not steady state operation. Check for a restriction in the air line, remove dirt and debris, if required.

6. Check air inlet and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Warning Lamp or Diagnostic Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found.

7. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

P-314: Poor Fuel Consumption

NOTE: This is NOT an electronic system problem. Refer to The Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable root causes:

* Improper engine operation

* Engine Speed/Timing Signal; injection timing or calibration, incorrect Engine Speed/Timing wheel orientation, Engine Speed/Timing Sensor calibration error after replacement

* Faulty electronic unit injector(s) (individual cylinder malfunction)

* Fuel supply

* Air inlet or exhaust restrictions or air system leaks

* Accessory equipment

Perform the following tests in order:

1. Use the Electronic Service Tool to inspect the Trip or Job Totals for idle time and the Histograms for excessive idle time, poor operating habits or high load factor.

3. Inspect ECM connector J2/P2 and Unit Injector connector J91/P91 for proper connection. Refer to P-501: Inspecting Electrical Connectors. Connect an Electronic Service Tool and cut out each cylinder to isolate the misfiring cylinder(s). If results are inconclusive, shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those missing. Refer to P-515: Injector Solenoids.

5. Check air inlet and exhaust systems for restrictions and leaks. Refer to Systems Operation, Testing & Adjusting Manual. Look for a Warning Lamp or Diagnostic Lamp indication, or tripped restriction indicators (if equipped) associated with plugged air filters. Replace plugged air filters, or clean filters as per operation and maintenance guidelines, and repair any leaks found.

6. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine). Repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

P-318: Engine Stalls At Low RPM

Probable root causes:

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

* Faulty electronic unit injector(s)

* Fuel Pressure is low

* Faulty Engine Accessories

Perform the following tests in order:

1. Connect an Electronic Service Tool and cut out each cylinder at high idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

2. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

3. Check all accessory equipment. Remove and inspect engine accessories that may create excessive load on the engine. Repair or replace as required. If problem is not resolved, Refer to P-303: Engine Misfires, Runs Rough, Or is Unstable.

P-319: Too Much Vibration

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Loose or faulty vibration damper

* Engine supports are loose, wrong or are improperly torqued

* Equipment may not be in alignment or is out of balance

* Engine misfiring or running rough

Perform the following tests in order.

1. Check vibration damper for damage. Tighten bolts. If vibration damper bolt holes have damage or wear, replace with new parts. Install a new vibration damper if necessary.

2. Run engine through speed range while looking for loose or broken mounts or brackets. Tighten all mounting bolts. Install new components if necessary.

3. Check alignment and balance, correct if required.

4. Refer to P-303: Engine Misfires, Runs Rough, Or Is Unstable.

P-320: Noise Coming From Cylinder

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Low quality fuel

* Incorrect fuel injection timing calibration

* Faulty electronic unit injector(s)

* Improper valve train operation or valve train noise (clicking)

* Damage to valve spring(s) or locks

* Not enough lubrication

* Too much valve lash

* Damage to valve(s)

* Unit injector plunger

* Damaged camshaft lobe

* Little or no valve lash, worn valve seat or face of valve

Perform the following tests in order:

1. Check for a fuel supply problem and verify fuel pressure. Verify that the fuel pressure sensor P49/J49 is installed. Refer to P-339: Engine Has A Fuel Supply Problem. Refer to System Operation, Testing & Adjusting Manual.

2. Check and calibrate electronic injection timing with Electronic Service Tool. Refer to P-614: Engine Speed/Timing Sensor Calibration.

3. Connect an Electronic Service Tool and cut out each cylinder at low idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

4. Damage to valve spring(s). Replace damaged parts. Damage to camshaft. Replace damaged parts. Clean engine valve train thoroughly. Replace damaged valve lifters. Inspect camshaft lobes for damage. Look for valves that do not move freely. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual. Refer to P-322: Valve Rotocoil Or Spring Lock Is Free.

5. Install new parts where necessary. Broken locks can cause the valve to fall into the cylinder. This will cause severe damage.

6. Check lubrication in valve compartment. There must be a strong flow of oil at high engine idle rpm, but only a small flow of oil at low rpm. Oil passages must be clean, especially those that send oil to the cylinder head.

7. Refer to P-321: To Much Valve Lash. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

8. Replace the valve(s) and adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

9. Plunger may be stuck, repair as required. Refer to the Systems Operation, Testing & Adjusting Manual.

10. Refer to Systems Operation, Testing & Adjusting Manual.

11. Reconditioning of cylinder head is required. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

P-321: Too Much Valve Lash

NOTE: This is NOT an electronic system problem. Refer to the Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Not enough lubrication

* Rocker arm worn at face that contacts bridge

* Bridges for valves worn/incorrect adjustment

* End of valve stem worn

* Worn cams on camshaft

* Loose or broken rocker shaft retaining bolt

Perform the following tests in order:

1. Check lubrication in valve compartment. There must be a strong flow of oil at high engine idle rpm, but only a small flow at low rpm. Oil passages must be clean.

2. If there is too much wear, install new parts or rocker arms. Adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

3. Adjust or replace bridges as necessary.

4. If there is too much wear, install new parts. Adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

5. If there is too much wear, adjust valve lash according to topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

6. Clean engine valve train thoroughly. Check camshaft for wear. Check for free movement of valves or bent valve stem. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

7. Check valve lash. Check for free movement of valves or bent valve stems. Install a new camshaft. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual.

8. Repair or replace rocker shaft retaining bolt as required.

P-322: Valve Rotocoil Or Spring Lock Is Free

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Cracked inlet valve Rotocoil

* Broken spring locks

* Broken valve spring(s)

* Broken valve

Perform the following tests in order:

1. Determine cause of engine overspeed that would crack Rotocoil.

2. Install new parts where necessary. Broken locks can cause the valve to fall into the cylinder, and will cause severe damage.

3. Install new valve spring(s).

4. Replace valve and other damaged parts.

P-323: Mechanical Noise (Knock) In Engine

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Faulty accessory or driven equipment

* Damaged camshaft lobe

* Damaged gears

* Failure of bearing for connecting rod or damaged crankshaft

Perform the following tests in order:

1. Attempt to isolate the source of the noise. If suspected, remove and inspect engine accessories. Repair or replace as necessary. Refer to the Systems Operation, Testing & Adjusting Manual.

2. If noise may be coming out of cylinder head, check for damage to camshaft or valve train components. Replace damaged parts. Clean engine valve train thoroughly. Check for valves that do not move freely. Adjust according to the topic, Valve Lash in the Systems Operation, Testing & Adjusting Manual. Refer to P-320: Noise Coming From Cylinder.

3. Install new parts where necessary.

4. Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft. Install new parts where necessary.

P-324: Oil In Cooling System

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Faulty engine oil cooler core or driven equipment oil cooler (if equipped)

* Failure of cylinder head gasket or water seals

Perform the following tests in order:

1. Inspect each cooler and replace or repair faulty oil cooler.

2. Check cylinder liner projection. Install a new cylinder head gasket and new water seals in the spacer plate. Tighten the cylinder head bolts according to the Specifications Manual.

P-325: Fuel In Cooling System

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Internal cylinder head problem

Perform the following tests in order:

1. Remove the valve cover. Remove the fuel supply and fuel return line from cylinder head. Cap fuel return connector and apply 700 kPa (100 psi) maximum air pressure to fuel supply connector. Check for fuel leakage around unit injector. If leakage is present, it will be necessary to remove unit injector and install new O-Ring seal.

P-326: Coolant In Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Failure of any of the oil cooler cores

* Failure of cylinder head gasket or water seals

* Crack in cylinder head

* Cracked or broken cylinder liner

* Crack in cylinder block

Perform the following tests in order:

1. Install a new oil cooler core. Drain crankcase and refill with clean lubricant. Install new oil filters.

2. Check cylinder liner projection. Install a new cylinder head gasket and new liner water seals in the spacer plate. Tighten the bolts that hold the cylinder head according to the Specifications Manual.

3. Check for cracks in cylinder head. Repair or replace as required.

4. Check for cracked liners. Replace cracked cylinder liners.

5. Repair or replace cylinder block.

P-327: Fuel Dilution Of Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Leaking fuel seals on unit injector case or barrel

* Leaking fuel seals on cylinder head adapters

* Gross unit injector nozzle tip leakage or breakage

* Cracked fuel supply manifold

* Fuel transfer pump seal leaking with plugged weep hole

Perform the following tests in order:

1. Inspect for signs of damage to unit injector fuel seals, replace if required.

2. Inspect for signs of damage to cylinder head fuel seals, replace if required.

3. Inspect for signs of unit injector damage, replace as required.

4. Inspect for signs of fuel supply manifold damage, replace if required.

5. Repair or replace fuel transfer pump.

P-328: Engine Has Early Wear

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Dirt in lubrication oil

* Air inlet leaks

* Fuel leakage into lubrication oil

* Low Oil Pressure

Perform the following tests in order:

1. Remove dirty lubrication oil. Install new filters. Put clean oil in the engine. Check oil filter bypass valve for a weak or broken spring.

2. Inspect all gaskets and connections. Repair if leaks are found.

3. This will cause high fuel consumption and low engine oil pressure. This condition may also increase the oil level in the crankcase. Refer to P-327: Fuel Dilution of Lubrication Oil.

4. Refer to P-329: Engine Has Low Oil Pressure.

P-329: Engine Has Low Oil Pressure

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests

Show/hide table

NOTICE

Do not operate engine with low oil pressure, engine damage will result. If measured oil pressure is low, discontinue engine operation until the problem is corrected.

Probable Root Causes:

* Low Engine Oil Pressure Warning (CID-FMI) 100-01 Oil pressure data is below normal operating range for two seconds. The fault and event will be active, and logged only if the engine has been running for at least 15 seconds. The warning lamp is also illuminated. The fault will not appear if Caterpillar Engine Monitoring is programmed to the OFF mode.

* Very Low Engine Oil Pressure (CID-FMI) 100-11 Oil pressure data is below normal operating range for two seconds. The fault and event will be logged. If Derate is selected the warning lamp will begin to flash, engine power is derated, engine rpm limited to 1350 rpm. Fault will not appear if Caterpillar Engine Monitoring is programmed to the OFF mode.

* Oil level may be too low

* Dirty oil filters or restriction in oil cooler(s)

* Diesel fuel in lubrication oil

* Faulty oil pressure gauge

* Oil pressure relief valve does not close

* Oil pump suction pipe problem, faulty oil pump or scavenge oil pump

* Too much clearance between rocker arm shaft and rocker arms too much clearance between camshaft and camshaft bearings

* Too much clearance between crankshaft and crankshaft bearings

Perform the following tests in order:

1. Add oil if required.

2. Check the operation of bypass valve for the filter. Install new oil filters if required. Clean or install new oil cooler core(s). Remove dirty oil from engine. Put clean oil in engine.

3. Check for presence of fuel in lubricating oil. Refer to P-327: Fuel Dilution Of Lubrication Oil.

4. Make sure gauge is accurate. Test on another engine, if possible.

5. Clean bypass valve and housing. Install new parts as necessary.

6. Check Oil Pump Inlet Screen for obstructions. Check for air leakage into the supply to the oil pump. Examine oil pump for excessive wear. Repair or replace as needed.

7. Install new camshaft and camshaft bearings if necessary.

8. Inspect the main bearings and replace as necessary.

P-330: Engine Uses Too Much Lubrication Oil

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Oil leaks

* Too much lubrication oil in engine

* Oil temperature is too high

* Too much oil in the valve compartment

* Turbocharger seal ring failure

* Worn valve guides

* Worn piston rings

Perform the following tests in order:

1. Find all oil leaks. Repair as required. Check for dirty crankcase breather(s).

2. Remove extra oil. Find where extra fluid comes from. Repair as required. Put correct amount of oil in engine.

3. Check for restrictions in the oil cooler or an oil cooler bypass valve stuck in the open position. Check for high coolant temperature. Refer to P-331: Engine Coolant Is Too Hot.

4. Verify the dowel is installed in the left bolt hole of the rocker shaft. This dowel is located between the rocker shaft and valve cover base. Check shaft and valve cover base. Check for dirty breather element.

5. Check inlet manifold for oil and repair the turbocharger if necessary.

6. Reconditioning of the cylinder head is required.

7. Inspect and install new parts as required.

P-331: Engine Coolant Is Too Hot

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Coolant Temperature Warning (CID-FMI) 110-00 The engine is running, the coolant temperature sensor reading is greater than or equal to 103°C (217°F) for two seconds, the Engine Monitoring mode is not Off, Code 232-03 (+5V Supply Above Normal) or Code 232-04 (+5V Supply Below Normal) is not active and Codes 110-03 or 110-04 are not active. If Caterpillar Engine Monitoring is programmed to WARNING: Warning Lamp comes on. If Caterpillar Engine Monitoring is programmed to DERATE: Warning lamp begins to flash and available HP and vehicle speed begin to derate.

* Very High Coolant Temperature (CID-FMI) 110-11 the coolant temperature sensor reading is greater than or equal to 106°C (223°F) for two seconds, the Engine Monitoring mode is not Off, Code 232-03 (+5V Supply Above Normal) is not active and Codes 110-03 or 110-04 are not active. The fault and event is logged. If Caterpillar Engine Monitoring is programmed to WARNING: Warning Lamp comes on. If Caterpillar Engine Monitoring is programmed to DERATE: Warning lamp begins to flash and available HP and vehicle speed begin to derate.

* Heat Exchanger

* Low coolant level in system

* Combustion gases in coolant

* Incorrect fuel injection timing calibration

* Faulty water temperature regulators (thermostats) or temperature gauge

* Faulty jacket water coolant pump or seawater pump

* Too much load on the system

Perform the following tests in order:

1. Clean obstructions in the heat exchanger plates.

2. Add coolant to cooling system. Check for leaks.

3. Inspect coolant for presence of bubbles. Refer to the Systems Operation, Testing & Adjusting Manual.

4. Check water temperature regulators for correct operation. Check temperature gauge operation. Inspect jacket water or sea water pump impeller vanes for damage or erosion. Repair as necessary.

5. Reduce the load.

P-332: Exhaust Temperature Is Too High

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Incorrect fuel injection timing calibration

* Faulty unit injector(s)

* Low air inlet system pressure

* Exhaust system has a restriction

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Engine Speed/Timing error. Refer to P-614: Engine Speed/Timing Sensor Calibration.

2. Cut out each cylinder at low idle to isolate the misfiring cylinder(s). If results are inconclusive, perform test under load or shut off half of the engine's cylinders and repeat cutout on remaining active cylinders to locate those misfiring. Refer to P-515: Injector Solenoids.

3. Check pressure in the air inlet manifold. Check for air inlet leaks. Look for restrictions at the air cleaner. Check for leaks between exhaust manifold and turbocharger. Repair or replace as necessary.

4. Check for exhaust restrictions. Repair as necessary.

P-333: Oil At The Exhaust

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Turbocharger seal ring failure

* Too much oil in the valve compartment

* Worn valve guides

* Worn piston rings

Perform the following tests in order:

1. Check inlet manifold for oil and repair the turbocharger if necessary.

2. Verify the dowel is installed in the left bolt hole of the rocker shaft.

3. Reconditioning of the cylinder head is required.

4. Inspect and install new parts as required.

P-339: Engine Has A Fuel Supply Problem

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* Low Fuel Level

* Poor Fuel Quality

* Unit Injector Priming Problem

* Low Supply Pressure

* Fuel Supply Circuit

Perform the following tests in order:

1. Visually check fuel level (do not rely on fuel gauge only). Verify fuel pressure and that the fuel pressure sensor has been properly installed.

2. In temperatures below 0°C (32°F), check for congealed fuel (wax). Refer to SEBD0717, Diesel Fuels And Your Engine. Check fuel tank for foreign objects which may block the fuel supply.

3. Check for fuel line restrictions and repair or replace as required. Refer to the Systems Operation, Testing & Adjusting Manual.

4. Monitor exhaust for smoke while cranking. If smoke is not present there may be a fuel supply problem.

5. Check for air in the low pressure fuel supply system. Purge air from the low pressure fuel supply circuit with the hand priming pump and cranking the engine in 30 second cycles, pausing at least 2 minutes between cranking cycles to allow the starting motor to cool. Loosen low pressure fuel line fitting on inlet to pressure regulating valve and hand prime again if air in fuel continues. Also, use of a sight glass in the low pressure supply line can be helpful in diagnosing air in the fuel.

6. Check fuel pressure after the filter in the supply circuit during cranking. Refer to the Specifications manual for correct pressure values. If pressure is low, check for plugged fuel filters. If pressure is still low, repair or replace fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve as needed.

7. Check for air in the low pressure fuel supply system after replacing filters, working on the low pressure fuel supply circuit or replacing unit injectors. Check fuel pressure after the filter in the supply circuit during cranking. Refer to the Specifications manual for correct pressure values. If pressure is low, check for plugged fuel filters. If pressure still low, repair or replace fuel transfer pump, fuel transfer pump coupling, and fuel pressure regulating valve as needed.

P-341: Indicator Lamp Not Functioning Properly

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Faulty Bulb

* Engine Wiring

* Battery Voltage

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors.

2. Turn keyswitch to the ON position, engine OFF. If the indicator lamp does not illuminate for five seconds measure the voltage at the lamp socket when the keyswitch is first turned on. The voltage should be between 22.0 and 27.0 VDC for a 24 Volt system and 11.0 and 13.5 VDC for a 12 Volt system. If the voltage is in range replace the bulb.

3. Measure the voltage between pin-6 (+Battery) and pin-5 (-Battery) at ECM Connector J1/P1. The voltage should be between 22.0 and 27.0 VDC for a 24 Volt system and 11.0 and 13.5 VDC for a 12 Volt system. If the voltage is out of range Refer to P-346: Electrical Power Supply to the ECM.

4. Connect a jumper wire between the suspect lamp driver of ECM Connector J1/P1 and -Battery. If the lamp illuminates the circuit is functioning normally but the ECM is not completing the lamp circuit. Refer to P-346: Electrical Power Supply to the ECM.

P-342: Switch Fault

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Wiring

* Faulty Switch

* Electronic Control Module

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

2. Make a jumper long enough to reach from -Battery terminal to the J3 Customer Connector. Strip the insulation from both ends and put a Deutsch socket on one end and a terminal that will connect to the -Battery terminal on the other end. Connect the wire from -Battery terminal to the suspect pin on the J3 connector.

To monitor the Shutdown Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-27. Monitor the Run/Stop Switch parameter on the Service Tool. When J3 pin-27 is connected to -Battery the Run/Stop Switch status should read STOP. When J3 pin-27 is NOT connected to -Battery the Run/Stop Switch status should read RUN.

To monitor the Starting Aid Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-38. Monitor the Ether System parameter on the Service Tool. When J3 pin-38 is connected to -Battery the Ether System status should read AUTO. When J3 pin-38 is NOT connected to -Battery the Ether Switch status should read NOT ACTIVE.

To monitor Intermediate Engine Speed Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-8. Monitor the Desired Engine Speed and move the throttles to produce a Desired Engine Speed of 1000 rpm. When J3 pin-8 is connected to -Battery the Desired Engine Speed will display the Programmed Low Idle. When J3 pin-8 is NOT connected to -Battery the Desired Engine Speed will display the Current Desired Engine Speed of 1000 rpm.

To monitor the Maintenance Clear Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-12. Use a Digital Voltmeter and signal reading probes to measure the voltage at J3 pin-12 with reference to -Battery. When the J3 pin-12 is connected to -Battery the voltage should be less than 0.5 VDC. When J3 pin-12 is not connected to -Battery, the voltage should equal the system voltage.

To monitor Overspeed Verify Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-40. Use a Digital Voltmeter and signal reading probes to measure the voltage at J3 pin-40 with reference to -Battery. When the J3 pin-40 is connected to -Battery the voltage should be less than 0.5 VDC. When J3 pin-40 is not connected to -Battery, the voltage should equal the system voltage.

NOTE: If the service tool (or voltage change) indicates a switch status change, there is a problem in the wiring form the J3 Customer Connector to the switch. Proceed to Step 3. If the service tool (or voltage change) does not indicate a switch status change proceed to step 5.

3. Use a Digital Volt Meter and measure the resistance between the -Battery Connection at the switch and a known good -Battery Connection in the same location (another switch -Battery Connection). The resistance should be less than 10 Ohms. If the resistance is greater than 10 Ohms there is an open circuit in the -Battery connection to the switch.

4. Make a jumper 4 inches long (100 mm) and short across the switch contacts so the wire is connected to -Battery. Monitor the switch status on an Electronic Service Tool. If the switch status changes with the short installed replace the switch. If the status does not change measure the voltage at the J3 Customer Connector. Use signal reading probes to monitor the voltage. Connect the positive probe to the suspect J3 input and the negative probe to -Battery. The voltage should be less than 0.9 VDC. If the voltage is not less than 0.9 VDC ensure the -Battery connection to the switch is a direct connection to -Battery. If the voltage reading is fluctuating the wire form the switch to the J3 Customer Connector has an open circuit. Replace the wire.

5. Use a Digital Volt Meter and measure the resistance between the suspect J3 input and -Battery J1 pin-21, the resistance should be greater than 10 Ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is less than 10 Ohms there is a short to -Battery. Repair as required.

6. Measure the resistance between the suspect J3 Customer Connector and the ECM connector J1. The resistance should be less than 10 Ohms. If the resistance is greater than 10 Ohms there is an open circuit in the wire. Repair as required.

7. Make a jumper long enough to reach from the -Battery terminal to the J1 ECM Connector. Strip the insulation from both ends and put a Deutsch socket on one end and a terminal that will connect -Battery on the other end. Connect the wire from -Battery to the suspect pin on the J1 ECM Connector. Turn the Keyswitch to the ON position, engine OFF. Use signal reading probes to measure the voltage at the J1 ECM Connector. Connect the positive probe to the suspect J1 input and the negative probe to J1 pin-21. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Refer to Section 2: ECM Replacement Procedure.

P-344: Cannot Communicate Over The CAT Data Link

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Faulty Electrical Connectors

* Incorrect Wiring

* Battery Voltage

* Open/Short in wiring harness

* Faulty Modules

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3, Service Tool Connectors and associated displays and wiring for damage, abrasion, corrosion or incorrect attachment. Ensure the Battery connections at the Battery posts are firmly connected and free of corrosion. Refer to P-501: Inspecting Electrical Connectors for details.

2. Verify that an error message is being displayed. The Main EMS unit displays an error message randomly, OR the EMS tachometer displays an EE message randomly (the unit may operate properly for some period of time). If any of these symptoms, are present the problem is NOT in the ECM or display module. The problem is likely in the unit wiring. Proceed to the next step. If these symptoms are not present proceed to step 4.

3. Turn the keyswitch to the OFF position. Install a 140-2588 Data Booster on the ECM if not already done.

The display module should be working properly with the 140-2588 Data Booster installed. If NOT Verify that there are good connections on the CAT Data Link wires. If OK, temporarily install another data cable run using 143-5018 cable. The combined length should not exceed 30 m (100 ft) STOP.

4. Turn the keyswitch to the ON position, engine OFF. Use signal reading probes to verify the display module is receiving the correct voltage.

The EMS display should be receiving 24 VDC (+/-3 VDC). Verify proper installation of the CAT Data Link wires on the EMS.

The CAT Data Link wires should be installed properly. If the Data Link wires are properly installed proceed to next step. If not repair as required.

5. Turn the keyswitch to the OFF position. Disconnect J1 connector Disconnect the EMS Main Module 40 pin connector. Set an ohmmeter on the 20k Ohm scale and measure the resistance between the CAT Data Link terminals at the ECM connector. Wiggle the harness during measurements to reveal an intermittent short. Continue checking the following.

Pin combinations:

CAT DATA+ to -Battery P1 pin-5

CAT DATA- to -Battery P1 pin-5

CAT DATA+ to +Battery P1 pin-4

CAT DATA- to +Battery P1 pin-4

CAT DATA+ to (Sensor Common) P2 pin-30

CAT DATA- to (Sensor Common) P2 pin-30

Check for shorts on the EMS harness. Wiggle the harness during measurements to reveal an intermittent short. The resistance should be more than 20k Ohms for each measurement. If the resistance measures greater than 20k Ohms proceed to next step. If the resistance measures less than 20k Ohms there is a short in the harness or connectors. Repair as required.

6. Turn the keyswitch to the OFF position. Disconnect the ECM connector Disconnect the EMS Main Module connector. Use a jumper wire to short the CAT Data+ and CAT Data- terminals at the ECM connector.

Set an ohmmeter on the 200 Ohm scale and measure the resistance between the CAT Data+ and CAT Data- terminals at the EMS 40 pin connector. Wiggle the harness during measurements to reveal an intermittent open condition. The resistance should be less than 10 Ohms for each measurement. If the resistance measures less than 10 Ohms proceed to next step. If the resistance is greater than 10 Ohms there is an open in the harness, repair as required.

7. Turn the keyswitch to the OFF position. Make a Bypass Harness as indicated in the Bypass Wiring Harness Diagram. Connect the EMS display directly to the J60 Service Tool Connector on the engine harness using the Bypass Harness. Reconnect all display connectors.

NOTE: The length of the bypass harness should not exceed 1m (3 ft). Refer to the Bypass Harness Wiring Diagram. The EMS display should work properly with the bypass harness installed. If the ECM and display systems are OK. The problem is due to the wiring. Proceed to step 3. If the ECM and display systems are NOT OK, connect the display on another engine. If the problem returns on the other engine, replace the display. If the problem does not return, replace the engine ECM. Refer to Section 2: ECM Replacement replacement procedure. STOP.

EMS 40 Pin Connector Schematic

P-345: Cannot Communicate With The ATA DATA Link

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Faulty Electrical Connectors

* Incorrect Wiring

* Open/Short in wiring harness

* Battery Voltage

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, Customer Connector J3/P3, Service Tool Connectors J42 and J60 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for details.

2. Turn keyswitch OFF and disconnect J1/P1 and any Electronic Service Tool connected to the Service Connectors J42 or J60. Set the multimeter on the 20k Ohm scale and using Signal Reading Probes measure the resistance from the harness side of P1 socket-1 to P1 harness side socket-7. The resistance should be greater than 20k Ohms. If the resistance does not measure greater than 20k Ohms there is a short in the harness, repair or replace the harness.

3. Set the multimeter to 20k Ohm scale and measure the resistance from the harness side of P1 socket-1 to P1 socket-5. Set the multimeter on the 20k Ohm scale and measure the resistance between P1 socket-7 and P1 socket-5. The resistance should be greater than 20k Ohms. If the resistance does not measure greater than 20k Ohms there is a short in the harness, repair or replace the harness.

4. Connect one Signal Reading Probe to the harness side of ECM connector P1 socket-1 and the other to harness side of P1 socket-7. Use a suitable piece of wire to short (connect) J3 Pin-31 and J3 pin-32. Set the Ohmmeter on the 200 Ohm scale and using Signal Reading Probes measure the resistance from the harness side of ECM Connector P1 socket-1 to P1 socket-5. The resistance should be greater less than 10 Ohms. If the resistance is not less than 10 Ohms there is an open in the vessel wiring harness. Repair of replace the harness. If the problem is still present Refer to Section 2: ECM Replacement Procedure.

P-346: Electrical Power Supply to The ECM

Probable Root Causes:

NOTE: For details regarding wiring harness Refer to Engine Electrical Schematic.

* Intermittent or Low Battery (CID-FMI) 168-02 Indicates the battery circuit to the ECM has either an intermittent or low battery condition while the engine is running. If Battery voltage disappears without returning, the ECM will not log this diagnostic code and the engine will shutdown. The engine may experience engine rpm burps, intermittent and/or complete while the conditions causing this diagnostic code are present. The CID-FMI may be viewed on the display modules or an Electronic Service Tool. It is logged only if the engine is running.

* Faulty Electrical Connectors

* Incorrect Engine Wiring

* Open/Short in wiring harness

* Battery Voltage

Perform the following tests in order:

1. Ensure the engine has not been serviced recently. Anytime the ECM Customer connector J3/P3 is disconnect this Diagnostic code will be generated. Also verify a battery disconnect switch is not the cause of the Diagnostic code before proceeding.

2. Check ECM Connector J1/P1, J2/P2 and Customer Connector J3/P3 and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors.

3. Turn keyswitch to the ON position, engine OFF. Use a digital voltmeter and signal reading probes and measure the voltage at ECM J1.

For Keyswitched Battery:

Measure the voltage between ECM Connector P1 pin-6 (+Battery Unswitched) and P1 pin-5 (-Battery).

For Unswitched Battery:

Measure the voltage between ECM Connector P1 pin-4 (+Battery Unswitched) and P1 pin-5 (-Battery).

The voltage should be between 22.0 and 27.0 VDC for a 24 Volt system and 11.0 and 13.5 VDC for a 12 Volt system. Wiggle the harness during measurement to reveal and intermittent open condition. If the voltage is in range proceed to next step. If the voltage is out of range, load test batteries, Refer to Special Instruction, SEHS9249 Use Of 4C4911 Battery Load Tester. If necessary, charge the batteries. Refer to Special Instruction, SEHS7633 Battery Test Procedure. The no-load voltage at the batteries should be at least 23.5 VDC for a 24 Volt system and 11.5 for a 12 volt system and the batteries should pass the no-load test. If the batteries pass the no-load test proceed to next step. If the voltage is out of range and cannot be charged, replace the batteries.

4. Turn keyswitch OFF. Build a bypass circuit as shown below using 14 AWG wire. Connect the battery end of the bypass DIRECTLY to the battery posts.

Remove the keyswitch +Battery pin at J1 pin-6.

Install the bypass harness. Insert the Unswitched +Battery pin into J1 pin-4 and J1 pin-6. Insert the -Battery pin into J1 pin-5.

Insert the keyswitch +Battery pin, J1 pin-6. Install the switch in the operator compartment, it will take the place of the normal keyswitch during testing. After tests are complete, restore all wiring to the original condition. If the symptoms disappear with the bypass installed, but reappear when it is removed, the problem is in the unit wiring from the battery to the ECM. Repair as required.

P-347: Engine Has A Low Coolant Level

Probable Root Causes:

* Leak in the cooling system

* Water pump seals

* High engine operating temperature

* Improper sensor installation

* Electrical Connectors and Wiring

* Wiring Harness OPEN/SHORT

* Electronic Control Module

* Low Coolant Level Warning 111-01. The engine has been running for at least 30 seconds and the Coolant Level Sensor has indicated the absence of fluid for at least ten seconds. The CID-FMI may be viewed on the display modules or an Electronic Service Tool. It is logged in memory except as noted. The ECM will activate the warning lamp.

Perform the following tests in order:

1. Perform a visual inspection of the cooling system. Refer to System Operation Test and Adjustment Manual for more details.

2. Inspect water pump seals, a small amount of coolant leakage across the surface on the "face type" seals is normal, and required to provide lubrication for this type of seal. A hole is provided in the water pump housing to allow this coolant/seal lubricant to drain from the pump housing. Intermittent leakage of small amounts of coolant from this hole is not an indication of water pump seal failure. Replace the water pump seals only if a large amount of leakage, or a constant flow of coolant is observed draining from the water pump housing. Refer to the Disassembly and Assembly Manual, for a complete description of replacement of the water pump seals.

3. Turn keyswitch OFF. Check ECM Connector J1/P1, Coolant Level Sensor Connector P34/J34 and wiring for damage, abrasion or corrosion. Refer to P-501: Inspecting Electrical Connectors for additional information. All connectors, pins, sockets should be completely mated and free of corrosion, abrasion or pinched points.

4. Turn keyswitch OFF. Connect an Electronic Service Tool to the Service Tool Connector (J13). Turn keyswitch to the ON position, engine OFF. Monitor the Coolant Level on the Display Status Screen.

5. If the complaint is Coolant Level always read OK, disconnect the Coolant Level Sensor from the harness. Observe the coolant level status on the Electronic Service Tool Display Status screen. If the status changes from OK to LOW replace the Coolant Level Sensor. If it does not change proceed to step 7.

6. If the complaint is Coolant Level always reads LOW, disconnect the Coolant Level Sensor from the harness. Observe the coolant level status on the Electronic Service Tool Display Status screen. Install a jumper from P34 pin-B (Sensor Common) to P34 pin-C (Coolant Level). The Coolant Level status should change from LOW to OK with the jumper installed and change from OK to LOW with the jumper removed. If the status changes from LOW to OK, replace the Coolant Level Sensor.

7. Turn keyswitch OFF. Disconnect the Sensor at connector P34. Set an ohmmeter on the 200 Ohm scale and measure the resistance from P1 pin-26 (Coolant Level) to P34 pin-C. Measure the resistance from P1 pin-30 (Digital Sensor Return) to P34 pin-B. Measure the resistance from P1 pin-35 (Digital Sensor +8 V) to P34 pin-A. Resistance should read less than 2 Ohms through the wires. If the resistance reads greater than 2 Ohms There is an open circuit in the harness. Repair as required.

8. Turn keyswitch OFF, disconnect J1/P1. Set an ohmmeter on the 20k Ohm scale and measure the resistance from P1 pin-35 (+8 V) to P1 pin-26 (Coolant Level). Measure the resistance from P1 pin-26 (Coolant Level) to P1 pin-30 (Sensor Common), and P1 pin-26 (Coolant Level) to the -Battery Bus Bar. Resistance should measure more than 20k Ohms through the wires. If the resistance measures less than 20k Ohms there is a short circuit in the wiring harness. Repair as required.

9. Turn keyswitch OFF. Turn keyswitch to the ON position, engine OFF. Using Signal Reading Probes measure the voltage at P1 pin-35 (+8 V) to P1 pin-30 (Sensor Common). The voltage should be 8.0 ± 0.4 VDC. If the voltage is out of range refer to P-346: Electrical Power Supply to the ECM.

10. Remove J1 pin-26 (Coolant Level Signal). Make a jumper wire long enough to reach from J1 pin-35 (Analog Sensor Common) to the J1 pin-26 (Coolant Level Signal). Strip the insulation from both ends of the wire and attach a Deutsch socket on one end and a terminal that will connect to the Analog Sensor Common.

NOTE: Do not disconnect the Analog Sensor Common from the J1 Connector. Use a signal reading probe to access the Analog Sensor Common. Turn the keyswitch to the ON position, engine OFF. Use signal reading probes to measure the voltage at the J1 ECM connector. Connect the positive probe to the suspect J1 pin-26 and the negative probe to J1 pin-21. The voltage should be less than 0.9 VDC. If the voltage is less than 0.9 VDC the ECM is not reading the switch input. Replace the ECM. Refer to Section 2: ECM Replacement Procedure. If the voltage is greater than 0.9 VDC refer to the System Operation Test and Adjustment Manual.

P-348: Inlet Air Manifold Temperature Is Too High

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Inlet Air Manifold Temp Warning 105-00 The engine is running, the Inlet Air Manifold Temperature Sensor reading is greater than 90°C (194°F) for two seconds, Code 232-03 (+5VDC Supply Above Normal) or Code 232-04 (+5VDC Supply Below Normal) is not active, and Codes 105-03 or 105-04 are not active. The fault and Diagnostic code is logged. If Caterpillar Engine Monitoring is programmed to WARNING or DERATE the Warning Lamp comes On.

* Very High Inlet Air Manifold Temp Warning 105-11. The engine is running, the Inlet Air Manifold Temperature sensor reading is greater than or equal to 109°C (228°F) for at least two seconds, Code 232-03 (+5VDC Supply Above Normal) or Code 232-04 (+5VDC Supply Below Normal) is not active, and Codes 105-03 or 105-04 are not active. The fault and event is logged. If Caterpillar Engine Monitoring is programmed to WARNING or DERATE the Warning Lamp comes On.

* Incorrect fuel injection timing calibration

* Low air inlet system pressure

* Air inlet system has a restriction

Perform the following tests in order:

1. Connect an Electronic Service Tool and check for Engine Speed/Timing error. Refer to P-614: Engine Speed/Timing Sensor Calibration.

2. Check pressure in the air inlet manifold. Check for air inlet leaks. Look for restrictions at the air cleaner. Check for leaks between inlet manifold and turbocharger. Repair or replace as necessary.

3. Check for Air Inlet restrictions. Refer to Systems Operation Testing and Adjusting manual. Repair as necessary.

P-349: Engine Has a High Fuel Temperature

NOTE: This is NOT an electronic system problem. Refer to Systems Operation, Testing & Adjusting Manual for additional information on the following tests.

Probable Root Causes:

* High Fuel Temp Warning 174-00. The engine speed is greater than 1000 rpm, the fuel temperature sensor reading is greater than 90°C (194°F) for 30 seconds, Code 232-03 (+5V Supply Above Normal) or Code 232-04 (+5V Supply Below Normal) is not active, and Codes 174-03 or 174-04 are not active. The fault and Event is logged and the warning lamp is illuminated.

* Improper Sensor Installation

* Low Fuel Level

* Poor Fuel Quality

* Low Supply Pressure

Perform the following tests in order:

1. Verify that the Fuel Temperature Sensor has been correctly installed. Refer to Disassembly and Assembly Manual.

2. Refer to P-339: Engine Has A Fuel Supply Problem

P-372: PTO

Probable Root Causes:

* Engine Wiring

* Faulty Switch

* Electronic Control Module

Perform the following tests in order:

1. Turn keyswitch OFF and check ECM Connector J1/P1, J2/P2, Customer Connector J3/P3, Service Tool Connectors and associated wiring for damage, abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors.

2. Make a jumper wire long enough to reach from the -Battery terminal to the J3 Customer Connector. Strip insulation from both ends and put a Deutsch socket on one end and a terminal that will connect to the -Battery terminal on the other end. Connect the wire from the -Battery terminal to the suspect pin on the J3 Customer Connector. Connect an Electronic Service Tool and monitor the switch status. Remove and insert the jumper wire will monitoring the Electronic Service Tool. The Electronic Service Tool should indicate a change in switch status.

To monitor the PTO Enable Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to the J3 pin-29. Monitor the PTO Enable Status on the service tool. When J3 pin-29 is connected to -Battery the PTO Enable Status should display ACTIVE. When the J3 pin-29 is NOT connected to -Battery the throttle switch should display NOT ACTIVE.

To monitor the PTO Ramp UP Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to the J3 pin-30. Monitor the PTO Accel/Decel Mode Status on the service tool. When J3 pin-30 is connected to -Battery the PTO Accel/Decel Mode Status should display ACCEL MODE. When the J3 pin-30 is NOT connected to -Battery the Accel/Decel Status should display NOT ACTIVE.

To monitor the PTO Ramp DOWN Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to the J3 pin-39. Monitor the PTO Accel/Decel Mode Status on the service tool. When J3 pin-39 is connected to -Battery the PTO Accel/Decel Mode Status should display DECEL MODE. When the J3 pin-39 is NOT connected to -Battery the Accel/Decel Status should display NOT ACTIVE.

To monitor the PTO Interrupt Switch:

Turn the keyswitch to the ON position, engine OFF. Connect -Battery to J3 pin-12. Use a Digital Voltmeter and signal reading probes to measure the voltage at J3 pin-19 with reference to -Battery. When the J3 pin-19 is connected to -Battery the voltage should be less than 0.5 VDC and system voltage when the connection is disconnected.

5. Use a Digital Volt Meter and measure the resistance between the suspect J3 input and -Battery J1 pin-5, the resistance should be greater than 20k Ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is less than 20k Ohms there is a short to -Battery. Repair as required.

P-374: Ether Injection System

Probable Root Causes:

* Electrical Connectors And Wiring

* Faulty Switch

* Faulty Valve

* Faulty Electronic Control Module

* Faulty Relay

Perform the following tests in order:

1. Turn keyswitch OFF and thoroughly inspect ECM Connector J1/P1, Customer Connector J3/P3 and engine ground stud connection. Check the harness and wiring for abrasion and pinch points from the switch through J3/P3 to the ECM.

Refer to P-501: Inspecting Electrical Connectors for additional information.

2. Turn the keyswitch to the OFF position. Remove the Ether canister from the ether solenoid. Connect an Electronic Service Tool to the J60 Service Tool Connector and access the Display Status screen. Start the engine and adjust engine rpm to low idle. Turn the Ether Manual Switch ON and observe the Ether Switch Status on the Electronic Service Tool. The ether system will not inject any ether if the coolant temperature exceeds 65 Degree C or the engine rpm is less than 30 rpm or greater than 1500 rpm. An audible click may be heard as the ether solenoid pulls in the valve. This indicates correct operation of the solenoid valve. The status should change from AUTO to MANUAL and the Ether Solenoid Energize.

If the Ether Status changed from AUTO to MANUAL and the Ether Solenoid Energized. The ether canister is empty or there is a mechanical problem with the ether injection system. Repair as required. If the Ether Status changed from AUTO to Manual but the Ether Solenoid did NOT Energize, Proceed to Step 4.

If the Ether Status did not change from AUTO to MANUAL Proceed to next step.

3. Turn the keyswitch to the OFF position. Remove P3 pin-38 from J3/P3 and install a 40-Pin Breakout T. Start the engine and adjust engine rpm to low idle. Short (connect) pin-38 to the -Battery. Observe the Ether Switch Status on an Electronic Service Tool.

NOTE: The ether system will not inject any ether if the coolant temperature exceeds 65 Degree C or the engine rpm is less than 30 rpm or greater than 1500 rpm. The status should change from AUTO to MANUAL.

If the status changed from AUTO to MANUAL the switch is faulty or there is a problem in the wiring from the switch to the J3 Customer Connector. Repair as Required.

If the status did not change from AUTO to MANUAL Proceed to Step 5.

4. Turn the keyswitch to the OFF position. Disconnect the ether valve wire connected to terminal 87 on the Ether Valve Relay and connect it to +Battery. The Ether Valve should energize.

If the Ether Valve energizes, Proceed to Step 6.

If the Ether Valve does not energize the Ether Injection Solenoid is faulty or there is problem in the wiring of the Ether Valve. Repair as required.

5. Turn keyswitch OFF. Remove P1 pin-13 (M910-OR, Starting Aid Switch) from the ECM connector. Install a 40-Pin Breakout T to J1/P1. Short (connect) pin-13 to -Battery. Observe the Ether Switch Status on the Electronic Service Tool.

NOTE: The ether system will not inject any Ether if the coolant temperature exceeds 65° C or the engine rpm is less than 30 rpm or greater than 1500 rpm. The status should change from AUTO to MANUAL.

If the status changes from AUTO to MANUAL there is a problem in the unit wiring harness. Repair as required.

If the status does NOT change, replace the ECM. Refer to Section 2: ECM Replacement Procedure.

6. Turn keyswitch OFF. Disconnect J3/P3. Short (connect) P3 pin-22 to +Battery. The Ether Relay should energize.

If the Ether Relay energizes proceed to next step.

If the Ether Relay does NOT energize the Ether relay is faulty or there is a problem in the wiring from the relay to the J3 Customer Connector.

7. Turn keyswitch OFF. Disconnect the P1 ECM connector. Short (connect) P1 pin-34 to +Battery. The ether relay should energize.

If the Ether Relay energizes replace the ECM. Refer to Section 2: ECM Replacement Procedure. If the Ether Relay does NOT energize there is a problem in the wiring harness or connectors. Repair as required.

P-375: Air Shutoff System

Probable Root Causes:

* Electrical Connectors And Wiring

* Faulty Switch

* Faulty Valve

* Faulty Electronic Control Module

* Faulty Relay

Perform the following tests in order:

NOTE: The Air Shutoff Solenoid must be manually reset after being activated.

1. Turn keyswitch OFF and thoroughly inspect ECM Connector J1/P1, Customer Connector J3/P3 Air Shutoff Relay, Air Shutoff Solenoid, Overspeed Verify Switch and wiring to all of these components for damage or abrasion and pinch points from the switch through J3/P3 to the ECM. Refer to P-501: Inspecting Electrical Connectors for additional information.

2. Turn the keyswitch to the OFF position, engine ON. Connect the Electronic Service Tool and access the Override Parameters section. Activate the Air Shutoff override.

The Air Shutoff Relay should click ON and then after two seconds the relays should click back OFF. As long as the relays are ON, the Air Shutoff Solenoids should also be ON.

If the relays turned ON but the Air Shutoff Solenoids did not turn ON proceed to next step.

If both relays and solenoids failed to turn ON when the Air Shutoff override was enabled. Proceed to Step 4.

3. Turn keyswitch OFF. Obtain two pieces of 10 AWG wire. Connect one side of the first wire to the +terminal of the Air Shutoff Solenoid. Connect the other side of this wire to -Battery. Connect one side of the second wire to +terminal of the Air Shutoff Solenoid. Connect the other end of the second wire to +Battery for one second. The Air Shutoff Solenoid should turn ON when the wire is connected to +Battery.

* If the Air Shutoff Solenoid turned ON. The problem appears to be in the system wiring. Check Air Shutoff Solenoid while concentrating on two parts of the system. The first suspect location is between -Battery and the -terminal of the Air Shutoff Solenoid. The second location is between the +terminal of the Air Shutoff Solenoid and pin-3 for the Air Shutoff Relay. Repair as required.

* If the Air Shutoff Solenoid did not turn ON. The problem appears to be in the Air Shutoff Solenoid assemblies. Temporarily install another Air Shutoff Solenoid. Test Air Shutoff Solenoid. If the problem is resolved with the new solenoid, install the old solenoid to verify the problem returns. If the new Air Shutoff Solenoid works and the old one does not work, replace the Air Shutoff Solenoid.

4. Turn keyswitch OFF. Insert a 40-Pin Breakout T at J2/P2. Remove pin-13 from P2. Connect one probe of the voltage test lamp to -Battery and the other probe to pin-13 of the 40-Pin Breakout T. Turn the keyswitch to the OFF position, engine ON. Connect an Electronic Service Tool and access the Override Parameters section. Activate the Air Shutoff override. This test will cause a 446-05 Air Shutoff Relay Open Circuit to be logged. Be sure to delete this diagnostic when this test is completed.

The voltage test lamp should turn ON for 1.5 seconds and should then turn OFF.

The problem is not with the ECM.

Proceed to next step.

Replace the ECM. Refer to Section 2: ECM Replacement Procedure.

5. Use a piece of 18 AWG wire and attach one end of this wire to -Battery. Attach the other end of the wire to pin-3 of the one-shot Relay. Turn the keyswitch to the OFF position, engine ON. Connect the Electronic Service Tool and access the Override Parameters section. Activate the Air Shutoff override. The Air Shutoff Relay should click ON and then after two seconds the relays should click back OFF. As long as the relay is ON, the Air Shutoff Solenoid should also be ON.

If the relay and solenoid of the air shutoff system are operating properly. Install a new One-Shot relay without adding the jumper wire to pin-3. Repeat this Test Step. Verify the problem is solved. STOP. Both the relay and solenoid failed to turn ON when the Air Shutoff override was enabled. Remove the jumper wire added in this step. Proceed to next step.

6. Turn keyswitch OFF. Use two pieces of 18 AWG wire. Connect one side of the first wire to pin-85 of Air Shutoff Relay. Connect the other end of the wire to -Battery. Connect one side of the second wire to pin-86 of Air Shutoff Relay. Connect the other end of the second wire to +Battery for two seconds. The Air Shutoff Solenoid should turn ON when the wire is connected to +Battery.

The Air Shutoff Relay is now operating correctly. The problem is most likely in the wiring between J2/P2 and the Air Shutoff Relay. Repair as needed. STOP.

The Air Shutoff Relay and Solenoid did not turn ON. The problem appears to be in the Air Shutoff Relay. Temporarily install a new Air Shutoff Relays. Test Air Shutoff Relay. If the problem is resolved with the new relay, replace the Air Shutoff Relay. STOP.

P-376: J1989 Data Link

Probable Root Causes:

* Incorrect Wire

* Electrical connections to The ECM

* Faulty Data Link Circuit

* Electrical Connections to the Receiving Device

Perform the following tests in order:

1. Check the ECM connectors J1/P1, J2/P2, Customer Connector J3/P3 and associated J1939 Data Link wiring for abrasion, corrosion or incorrect attachment. Refer to P-501: Inspecting Electrical Connectors for further information.

2. Verify proper installation of the J1939 Data Link wire from the ECM to the receiving device. The connections should be:

3. Turn the keyswitch OFF. Disconnect the J1 ECM connector and the receiving device(s) Data Link Connections. Remove the Terminating Resistors from the J1939 Data Link harness. Construct a jumper wire to short the J1 pin-10 (J1939 Data Link+) to J1 pin-16 (J1939 Data Link -). Set an Ohmmeter to the 200 Ohm scale and measure the resistance between the receiving device data link connection Data + and Data -. The resistance should be less than 10 Ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is out of range there is an problem with the wiring harness. Repair as required.

4. Turn the keyswitch OFF. Disconnect the J1 ECM connector and the receiving device(s) Data Link Connections. Remove the Terminating Resistors from the J1939 Data Link harness. Set an Ohmmeter on the 20k Ohms scale and measure the resistance between J1 pin-10 and J1 pin-16. The resistance should be greater than 20k Ohms. If the resistance is out of range there is a problem in the wiring harness. Repair as required.

5. Measure the resistance at the following pins on J1.

J1 pin-10 to J1 pin-5

J1 pin-16 to J1 pin-15

J1 pin-10 to J1 pin-4

J1 pin-16 to J1 pin-4

J1 pin-10 to J1 pin-5

J1 pin-16 to J1 pin-5

The resistance should be greater than 20k Ohms. Wiggle the harness during measurement to reveal an intermittent condition. If the resistance is out of range there is a problem in the wiring harness. Repair as required. Refer to P-501: Inspecting Electrical Connectors for further information.

6. Measure the resistance between the terminating resistor pin-A and Pin-B. The resistance should be 120 ± 12 ohms. If the resistance is out of range replace the terminating resistor.