The override parameters screen has multiple overrides. The parameters control various functions on the engine and the aftertreatment. These functions and features allow the technician to troubleshoot different engine systems.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate for the required override.
Override Parameters Listed in the Engine ECM Menu
Aftertreatment #1 Intake NOx Level Sensor Power Supply Override
This override can be used during troubleshooting to reset the SCR intake NOx sensor without having to cycle key power to the Engine ECM.
Aftertreatment #1 Outlet #1 NOx Level Sensor Power Supply Override
This override can be used during troubleshooting to reset the SCR Outlet NOx Sensor without having to cycle key power to the Engine ECM.
Aftertreatment #1 DEF Dosing Control Module Key Switch Line
This override resets the Dosing Control Unit (DCU) without having to cycle key power to the other ECM's. The reset ensures that the DCU completes a purge cycle, resets any active codes, and shuts down correctly.
This test turns off the key switch power from the engine ECM to the DCU for approximately 2 minutes. Once the DCU has successfully powered down and reset, the key switch power supply will be turned back on. The DCU will then be operational.
This override is used to turn ON the engine fan, if equipped. The override can be used to test the engine fan operation. The engine fan speed is entered as a percent of full speed, allowing the user to operate the fan at different speeds.
Engine Fuel Supply Lift Pump Relay Override
This override is used to energize the Electric Fuel Lift Pump (EFLP) relay. The override can be used to test the EFLP relay only when engine speed is zero. The EFLP relay is switched to either ON or OFF.
This override provides the facility to test the electrical circuit for the Engine Shutdown Lamp. The override commands the Engine Shutdown Lamp on.
This override is used to confirm the correct operation of the ether system. Remove the ether canister from the system before testing the ether injection system. Refer to Troubleshooting, "Ether Starting Aid - Test". The override requires that engine speed must be zero. The override will be unavailable for a short duration if glow plugs are active.
Glow Plug Starting Aid Override
This override is used to check that the glow plugs are functioning correctly. The override requires that engine speed must be zero. The override will be unavailable for a short duration if ether injection is active.
Override Parameters Listed in the Diesel Exhaust Fluid Controller (DCU) Menu
DEF Coolant Diverter Valve Solenoid Override
The override is used to check the solenoid and diverter valve harness. This override will open the coolant diverter valve, allowing coolant to flow through the Pump, Electronics, and Tank Unit (PETU) . This test can be used to verify that the coolant diverter valve is working correctly.
This override will only enable with the engine running at idle prior to the DEF system priming to operating pressure.
This override allows the user to test the electrical circuit for the DEF injector. The override commands the DEF injector to open. This override only operates when there is no engine speed.
System Troubleshooting Settings
The "System Troubleshooting Settings" screen will allow overrides to be enabled.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate for the required override.
System Troubleshooting Settings Listed in the Engine ECM Menu
Engine Emissions Operator Inducement Service Mode Override
The override is used by service technicians to stop the inducement counter and disable engine restrictions due to inducement. The override is necessary for troubleshooting. Once the override is activated, the operator can navigate to other functions in the electronic service tool.
Factory passwords are required to perform this override as the engine will be operating outside of the emissions window.
This override will allow the user to disable the injectors from activating when performing certain troubleshooting procedures.
The purpose of this screen is to show all the active diagnostic codes.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
Select the "Diagnostics" tab.
Select the "Active Diagnostic Codes" tab.
Tab Functions At Bottom of Screen
This tab will reset all the active codes.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
The purpose of this screen is to show all the logged diagnostic codes.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
Select the "Diagnostics" tab.
Select the "Logged Diagnostic Codes" tab.
Tab Functions At Bottom of Screen
This tab will clear specific codes when highlighted.
This tab will clear all logged diagnostic codes.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
The purpose of this screen is to show all the active event codes.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
Select the "Diagnostics" tab.
Select the "Events" tab.
Tab Function At Bottom of Screen
This tab will reset all the active codes. Some of the event codes will "latch" to active status. Repairing the system will not "unlatch" the event codes and the event codes must be reset with the electronic service tool.
The purpose of this screen is to show all the logged event codes.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
Select the "Diagnostics" tab.
Select the "Events" tab.
Select the "Logged Events" tab.
Tab Functions At Bottom of Screen
This tab will clear specific codes when highlighted.
This tab will clear all logged diagnostic codes.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
This tab is not currently available for Tier 4 engines. Refer to Troubleshooting, "Diagnostic Trouble Codes" for further information.
Electronic service tool diagnostic tests are listed below.
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
Select the "Diagnostics" tab.
Select the "Diagnostic Tests" tab.
Diagnostic Tests Listed in the Engine ECM Menu
The purpose of the injector solenoid test is to diagnose injector wiring and injector solenoid functionality.
This test identifies an open circuit or a short circuit in the circuit for the injector solenoids. The test activates the injector solenoids one at a time with the engine is not running. A good solenoid will create an audible click when the solenoid is activated. The electronic service tool indicates the status of the solenoid as "OK", "Open", or "Short".
The injectors must be powered to enable the automatic test to be run. To start the test, select the "Start" button. The automatic test will continually cycle through the injectors until the "Stop" button is selected.
There are no test results if the "Change" button is selected to power or cutout an individual injector. When selected, the "Power All" and "Cutout All" buttons do not give test results.
The cylinder cutout test allows one cylinder or multiple cylinders to be cut out. The cylinder cutout test is useful when troubleshooting poor engine performance or a suspected injector failure
The process involves cutting out power and restoring power to a selected cylinder. The remaining powered cylinders are then monitored for expected increases in delivered fuel volume. If the fuel volume does not increase, the cylinder that was not powered was not working prior to being cut out for the test.
A cylinder that is not working means that the power produced by that cylinder is comparatively less than the other cylinders. This fault can have numerous root causes relating to the cylinder including the injector, valves, and piston.
The cylinder cutout test can be performed on one injector or multiple injectors at once. This function provides a way to identify misfiring cylinders when the engine is running.
The purpose of the Wiggle Test is to detect intermittent electrical faults in electronic control systems. The Wiggle Test function allows the user to determine if there is an intermittent wiring fault. The test will indicate (by changing the value reading) which parameter moved beyond a predetermined range when wiggling the wiring harness, sensor, or connector.
This test requires that the engine is OFF and the key switch is in the ON position (or ECM energized and 0 engine speed). If the engine is started with the wiggle test active, the wiggle test will abort.
The Wiggle Test will reduce all ECM requirements to trip fault codes, making the diagnostics sensitive. Under normal operation some fault codes need multiple occurrences before the code will log. But during this test the fault codes will trip the first time.
The technician must wiggle and shake the wiring to check if codes go active. If any parameter changes state electrically, an audible alarm is also activated. Once the test has ended, the ECM returns to normal diagnostic trip requirements.
DPF Soot Loading Sensor Functional Test
This test is used to determine if the mean soot level and standard deviation are within range.
Fuel Rail Pressure Relief Valve Test
The purpose of this test is check that the opening pressure for the pressure relief valve is above
The purpose of this test is check the integrity of the high-pressure fuel system after work has been completed. The test can also help with troubleshooting general fuel system-related issues.
The engine speed is automatically increased above a minimum threshold when this test is run. The rail pressure is increased to
Aftertreatment Regeneration System Test
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This test must be run with the engine running but not under load. The engine must reach a minimum coolant temperature. Once the conditions are met, engine speed and load must be reduced to the minimum level that can be achieved with the engine/equipment configuration.
The ECM software performs the necessary checks to ensure that the test runs under the required conditions. If the test aborts before completion, the electronic service tool displays any relevant error identifiers.
The following conditions must be met before the Aftertreatment Regeneration System Test can begin:
- No related active diagnostic codes
- Coolant at the minimum required temperature
- Engine speed and load in the required range
The ECM will gradually close the Exhaust Back Pressure Regulator (EBPR) to establish a desired cylinder head pressure differential. If the target pressure differential is not achieved, an error identifier will be displayed, indicating that the EGR intake pressure is not responding.
If the pressure differential is achieved, the test will wait for the DPF intake temperature to stabilize. The test will then check if the DPF intake temperature is above a minimum threshold. If the minimum temperature threshold is not met, an error identifier will be displayed to indicate that the DPF intake temperature is too low.
Air System Motor Valves Verification Test
The Air System Motor Valve Verification Test will identify whether the EGR valve, and the EBPR are working correctly. This test must be run when the engine speed is zero and the battery voltage is within an acceptable range. For a 12VDC system, the service test must only be executed if the battery voltage is between 9VDC and 16VDC. For a 24VDC system, the battery voltage must be between 18VDC and 32VDC. If the battery voltage is outside of these ranges at any time, the test must be aborted. The test will also be aborted if a position sensor diagnostic, a motor short diagnostic, or a motor open circuit diagnostic become active.
If at any point during the test the engine speed is not zero, the test will abort. The test moves the valves to various positions and then checks the position sensor within each valve to confirm that the valve has responded correctly. Each valve will be tested in turn, starting with the EGR valve. If a test threshold is exceeded or any related diagnostics become active, the test will abort and generate an error identifier.
Aftertreatment System Functional Test
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This test is used to verify that the SCR System is functioning correctly. The EBPR and elevated engine speed are used to increase the exhaust gas temperature. The higher temperature allows the NOx sensors and SCR system to control active DEF dosing.
When the NOx sensors are ready for use, the sensors control DEF dosing and check that the NOx conversion efficiency meets the test target value.
The following conditions must be met for the test to start:
- Coolant at the minimum required temperature
- DEF at the minimum required temperature
- Exhaust gas at the minimum required temperature
- Sufficient DEF in the tank
- No related active diagnostic codes
- Engine speed and load in the required range
Once the target SCR inlet temperature has been achieved and the NOx conversion level has been met, the test will complete successfully.
If a related diagnostic code is generated during the test, the test will be aborted.
If the test times out with no active codes and NOx conversion test criteria is not met, a low NOx conversion error identifier is logged.
If certain DCU faults are active, the test will cycle power to the DCU in an attempt to clear these faults before continuing the test.
If an active low DEF concentration event or low NOx conversion ratio event is present, the test will be modified. This mode will request that DEF dosing be reduced to a minimum to remove all stored ammonia in the catalyst. The test will then attempt to clear the NOx conversion and DEF concentration events in an abbreviated time period. If the events are cleared, the test will complete successfully. If the events are still active, the test will fail after a timeout period.
Manual HC Dosing Capability Test
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This test is used to check the HC dosing process. Periodic HC dosing elevates the exhaust gas temperature to clean the SCR system so that acceptable NOx conversion is maintained. The test checks that HC dosing raises the SCR intake temperature to the correct level.
The test must be performed at low engine speed and low load. The test will only start when all the following criteria are met:
- The engine is running
- Coolant at the minimum required temperature
- No active diagnostic codes
The test will initially use the EBPR to increase the DOC intake temperature. When the target DOC inlet temperature is reached, HC dosing will begin and the initial temperature rise across the DOC is assessed. If the temperature rise is insufficient, the EBPR will be used to raise the DOC intake temperature further. If the required temperature rise is achieved, HC dosing will increase until the DPF intake temperature reaches approximately
Diagnostic Tests Listed in the Diesel Exhaust Fluid Controller #1 Menu
This test verifies that the DEF purging process is working correctly by purging the DEF pump and lines.
This service test is used to purge the DEF system. This test turns on the DEF pump and opens the reversing valve, causing the DEF to be pumped from the injector back into the tank. Purging allows the system to de-pressurize and empty prior to repair work.
DEF Dosing System Accuracy Test
This test is used with the 441-0451 DEF Test Kit to measure the amount of DEF that the SCR dosing system is delivering. The test can also be used to confirm that there is an acceptable spray pattern from the DEF Injector.
Note: The DEF injector must be removed from the exhaust system during this test and placed in an appropriate container. Failure to do so could result in issues with the SCR system operation. Refer to Testing and Adjusting, "Aftertreatment SCR System Dosing Test".
This test turns on the DEF pump and opens the DEF injector. The DEF injector atomizes the DEF and the spray pattern must be uniform in order for the SCR system to work properly. Once the test completes, the system will purge and the amount of DEF in the container must be confirmed to meet the specification.
This test checks the electrical circuit integrity by activating the line heaters. The test is used to validate a repair made to any of the heated line circuits.
This test turns on all the line heaters. The test will cycle the line heaters on and off for 5 minutes. After 5 minutes, the test will turn off. This test is used to check the line heater circuit for faults.
DEF Dosing System Verification Test
This test primes the dosing system. The test is used to ensure that the DEF pump is able to build adequate pressure.
This test turns on the DEF pump for 5 minutes. During this time, the DEF pump will pressurize the entire DEF dosing system. The DEF injector will remain closed to maintain a constant pressure within the dosing system. The DEF pump will purge the system at the end of the test.
Electronic service tool calibration procedures are listed below.
In the electronic service tool, select the engine ECM.
Select the "Service" tab.
Select the "Calibrations" tab.
Calibrations Listed in the Engine ECM Menu
Whenever an injector is replaced, the injector must be trimmed. Trimming the injector calibrates all the injectors to deliver the same amount of fuel. The injector trim code is on the injector. The Injector Codes Calibration allows the injector trim code information to be programmed into the ECM. After the injector is calibrated, the calibration data is checked for validity. For further information, refer to Troubleshooting, "Injector Code - Calibrate".
High-Pressure Fuel Pump Calibration
High-pressure fuel pump calibration is used to perform a pump calibration manually. In normal operation, this calibration procedure will occur automatically. The calibration must only be performed as instructed during troubleshooting procedures. The pump calibration is used to optimize the dynamic characteristics of the rail pressure control. If there are issues with overshooting or undershooting the desired rail pressure, a pump calibration will improve the rail pressure control.
In the electronic service tool, select the engine ECM.
Select the "Service" tab.
Select the "Dyno Mode" tab.
When the engine is installed in a machine, the engine ECM receives inputs from various machine components, such as the transmission ECM or machine ECM. If the ECM does not see the inputs, the ECM assumes that something is wrong and sets a diagnostic trouble code.
Dyno Mode is used to run an engine on a dynamometer without derates or diagnostic trouble codes tripping from missing inputs. Dyno Mode does not require the CEM to be installed.
- Select "Enable" to enable Dyno Mode.
- Return to the "Service" tab.
- Select the "Service Procedures" tab.
Show/hide table
Illustration 1 g03826879 - Select the "Powertrain Protection Reset" ( Available on select models).
Show/hide table
Illustration 2 g03826882 - Select "Reset Protection".
If the engine has multiple power ratings, select the highest rating.
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| Illustration 3 | g03826884 |
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| Illustration 4 | g03826886 |
Electronic service tool service procedures are listed below.
In the electronic service tool, select the engine ECM.
Select the "Service" tab.
Select the "Service Procedures" tab.
Service Procedures Listed in the Engine ECM Menu
Aftertreatment Recovery Procedure
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This procedure is used specifically for engines which require periodic HC dosing to clean the SCR system. The test is performed at elevated temperatures so that acceptable NOx conversion is maintained. The purpose of the procedure is to recover performance of the complete aftertreatment system.
The ECM software will perform the necessary checks to ensure that the procedure runs under the required conditions. The checks will generate any relevant error identifiers if the procedure aborts before completion.
The following engine conditions must be met before the procedure will start:
- No related active diagnostic codes
- Coolant temperature condition met
- Engine speed and load in the required range
An EBPR check is performed by the service test before starting the regeneration process.
If an EBPR issue is present, the procedure will abort and an error identifier will be generated.
The procedure assesses the DPF soot load. If soot loading is too high to allow HC Dosing, the procedure will use elevated idle and the EBPR to reduce the soot load. The procedure will target a desulfation-specific desired cylinder head pressure differential. The procedure waits for several seconds before taking an average of the measured pressure differential. If the target is not met, an error identifier will be displayed, indicating EGR intake pressure is not responding.
If the pressure differential check passes, the procedure checks that the DPF intake temperature is above a minimum pass threshold. If the minimum temperature threshold is not met, an error identifier is displayed, indicating that the DPF intake temperature is too low. Once the system verification steps are complete, the procedure will continue to run for a set time to desulfate the DPF.
If the soot load is reduced sufficiently, the procedure assesses whether the system can generate the required SCR intake temperature. This temperature is required to remove any urea or sulfur from the aftertreatment. A higher DOC intake temperature than normal is targeted to ensure that light-off occurs the first time.
If the DOC intake temperature is reached, HC dosing will be initiated automatically. The procedure will check for adequate heat rise across the DOC during the HC dosing ignition phase. If the temperature rise is not sufficient, the procedure will perform the DPF desulfation procedure before attempting HC Dosing again. If the DOC fails to ignite again, the procedure will abort with an error identifier.
Note: If DPF desulfation had been previously performed due to high soot load, the test will abort immediately with an error identifier. HC dosing will not be attempted.
If the heat rise target is achieved, the procedure will continue to increase the amount of HC dosing. HC dosing will increase until the DPF intake temperature stabilizes at the target value of approximately
If this part of the procedure is successful, HC dosing will continue until the required SCR intake temperature of
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This test must be performed under the following conditions:
- There are no related active diagnostic codes
- The engine must be running
- The engine must be under minimum load
- Coolant must be at a minimum required temperature
If the required conditions are not maintained throughout the test, error identifiers will be displayed.
Once the pre-conditions are met, the EBPR will start to close until a target cylinder head pressure differential is achieved. If the target is not met, an error identifier will be displayed to indicate that EGR intake pressure is not responding. If the target pressure is achieved, the test will wait for the temperature to stabilize. The test will then check if the DPF intake temperature is above a minimum threshold. If the minimum temperature is not achieved, an error identifier will be displayed to indicate that DPF intake temperature is too low.
Once the system verification steps are complete, the test will monitor the soot load. If the soot has already reduced below the required level, the test will pass successfully. If the soot has not dropped below the required level, the test will monitor the soot reduction rate. If the rate is too slow, the test will send an error identifier. If the soot reduction rate is acceptable, the test will continue until the target soot level is achieved.
Aftertreatment Sulfation Recovery Procedure
Before performing this test, make sure that loads that can cause power fluctuations are inhibited. An example of a fluctuating load is air conditioning.
This test must be performed under the following conditions:
- There are no related active diagnostic codes
- The engine must be running
- Engine speed must be sufficient for desulfation to occur
- The engine must be under minimum load
- Coolant must be at a minimum required temperature
If engine speed is not within the required range during warmup, the option to continue will be offered. If the test continues, a minimum coolant temperature must be achieved. If the target parameters are not met, error identifiers will be displayed.
Once the pre-conditions are met, the EBPR will start to close until a target cylinder head pressure differential is achieved. If the target is not met, an error identifier will be displayed to indicate that EGR intake pressure is not responding. If the target pressure is achieved, the test will wait for the temperature to stabilize. The test will then check if the DPF intake temperature is above a minimum threshold. If the minimum temperature is not achieved, an error identifier will be displayed to indicate that DPF intake temperature is too low.
Once the system verification steps are complete, the test will continue to run for a set time to desulfate the DPF. This test will run for up to an hour and a percent complete signal will be displayed to indicate progress.
Service Tool Error Identifiers
Error identifiers are displayed when an electronic service tool service test has failed. The error identifiers explain the reason for the service test failure. The service test error identifier may identify the failed component. For a list of error identifiers, refer to Troubleshooting, "Service Tool Error Identifiers". If necessary, refer to the troubleshooting guide for the appropriate troubleshooting procedure.
Connect to the electronic service tool.
Select the Engine ECM.
Select the Information tab.
Aftertreatment Abnormal Shutdown History
This feature allows the user to see when the engine was stopped incorrectly. This screen shows hot shutdown events, and cold shutdown events.
A hot shutdown can damage the aftertreatment or SCR system.
A cold shutdown can damage the SCR dosing system.
Low Temperature Regeneration History
Connect to the electronic service tool.
Select the Engine ECM.
Select the Information tab.
Select History.
Select Low Temperature Regeneration History.
The ECM logs timestamp and engine data at the start and end of a low temperature regeneration. Data can be viewed via the electronic service tool to analyze the process when low temperature regeneration occurs.
Snapshots are only available for fuel system faults. Other faults will not trigger a snapshot.
Snapshots provide data in the electronic service tool for approximately 9.5 seconds before and 3.5 seconds after the time a diagnostic trouble code was recorded.
- Select the "Information" tab. Select the "Snapshot" tab and then select the "Viewer" tab.
Show/hide table
Illustration 5 g03826898 - Select the diagnostic trouble code to be viewed. Select "View Data".
Show/hide table
Illustration 6 g03826900 - Select a group or select "Temporary Group"
Show/hide table
Illustration 7 g03826902 - Select the channels to view and add the channels to the group. Select "OK".
Show/hide table
Illustration 8 g03826904 - The sliding time bar indicates when the diagnostic trouble code was recorded. Data can be viewed 9.5 seconds before and 3.5 seconds after the time the code was recorded.
Show/hide table
Illustration 9 g03826906 - Select the "View Graph" tab for graphic illustrations. Select the channels to be viewed and then select "OK".
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| Illustration 10 | g03826908 |
Tab Functions At Bottom of Screen
This tab pulls up the histogram menu.
This tab is not currently not available for Tier 4 engines.
This tab will clear the current histogram data for this key cycle.
This tab labels all bars in the graph.
This tab labels each bar in the graph as the mouse pointer is moved over the bar.
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| Illustration 11 | g03826913 |
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The total number of occurrences. | |
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| Illustration 12 | g03826916 |
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The amount of engine hours operated at indicated inlet temperature. | |
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| Illustration 13 | g03826917 |
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The amount of engine hours operated at indicated coolant temperature. | |
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| Illustration 14 | g03826918 |
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The amount of engine hours operated at indicated engine speed. | |
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| Illustration 15 | g03826920 |
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The amount of engine hours operated at indicated intake manifold air temperature. | |
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| Illustration 16 | g03826921 |
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The amount of engine hours operated at indicated intake manifold pressure. | |
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| Illustration 17 | g03826922 |
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This screen is used to help understand the operator use of the disable switch and at what soot load the regenerations take place. Manual disable status 0 = regenerations allowed due to switch position. Manual disable status 1= regenerations not allowed due to switch position. | |
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| Illustration 18 | g03826923 |
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This screen is used to illustrate load percentage at the current engine speed. This screen can be helpful in understanding how the engine is being used. The screen can also be used for comparison between similar machines and/or operators. | |
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| Illustration 19 | g03826926 |
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This histogram is populated when the engine system has calculated a condition in which high exhaust temperatures are present. A fault code for high exhaust temperature is not logged, but the engine will derate to protect the engine system. This situation is normal under most circumstances and no additional troubleshooting is necessary. Refer to Troubleshooting, "Exhaust Temperature is High" for additional information. | |
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| Illustration 20 | g03826928 |
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There are certain engine conditions that risk turbocharger overspeed. The engine is calibrated and certified up to a certain altitude and ambient temperature limit. If the engine is operated outside this limit, the engine is more likely to experience overspeed of the turbo. This situation occurs because the turbo has to work harder to maintain the desired boost pressure. This situation is normal under most circumstances and no additional troubleshooting is necessary. | |
Connect to the electronic service tool.
Select the engine ECM.
Select the "Diagnostics" tab.
This feature provides a means of troubleshooting J1939 data link issues. The feature shows which modules are not responding and which data link parameters are missing. Refer to Troubleshooting, "Data Link - Test" for further information.
Connect to the electronic service tool.
Select the engine ECM.
Select the "Service" tab.
This function allows the soot load value to be reset. This function must only be used when a new or clean DPF is installed.
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| Illustration 21 | g06003289 |
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Menu selection for "DPF Replacement Reset" | |
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| Illustration 22 | g06003370 |
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Initial screen for "DPF Replacement Reset" | |
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| Illustration 23 | g03826939 |
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Warning screen | |
The screen will display the current soot load. When the "Reset" button is selected, a warning is displayed. The warning must be accepted before the process can continue.
When the soot load has reset, the screen will display a soot load of 0% and a"Reset was successful" message will be displayed.
The throttle configuration screen allows the ECM to be configured with up to two channel inputs. The inputs can be a combination of three types of speed control input. The three types of speed control input are:
- PWM throttle input providing a variable duty cycle input to control engine speed
- Analog throttle input providing a variable voltage signal to control engine speed
- Multi-Position Throttle Switch (MPTS) which uses up to four switch inputs giving a total of 16 combinations. Each switch combination can then be programmed with a desired engine speed, which can be selected by the operator.
The permitted throttle combinations are shown in the following table:
| Channel 1 | Channel 2 |
| None | None |
| PWM | None |
| None | PWM |
| PWM | PWM |
| Analog | None |
| None | Analog |
| Analog | Analog |
| PWM | Analog |
| Analog | PWM |
| MPTS | None |
| MPTS | PWM |
| MPTS | Analog |
| None | MPTS |
| PWM | MPTS |
| Analog | MPTS |
Note: The MPTS input can only be used on one channel.
There is also the option of using an Idle Validation Switch (IVS) on the analog throttle. This switch is used to confirm that the throttle pedal has been physically moved, before reacting to the analog speed demand signal. The IVS and software logic is designed to protect against signal faults which could cause unintended engine speed increases.
Programming each throttle input requires some technical knowledge of the throttle specification that is being used. Knowledge is required to program the specifications into the correct ECM parameter values.
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| Illustration 24 | g03826943 |
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Screen 1 | |
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| Illustration 25 | g03826947 |
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Screen 2 | |
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| Illustration 26 | g03826949 |
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Screen 3 | |
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| Illustration 27 | g03826950 |
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Screen 4 | |
Engine Operating Mode Configuration
The engine operating mode configuration feature allows the configuration of up to four separate modes that can be selected via two switch inputs.
If only one mode is required, no switch inputs are required and Mode 1 will always be used.
If two modes are required, one switch input can be selected to toggle between Mode 1 and Mode 2. If three or four modes are required, two switch inputs will be required. The numbers of switches are selected in the drop-down box at the top of the screen.
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| Illustration 28 | g03422567 |
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Screen 1 | |
Once the number of required modes and switches has been selected, each mode must be configured. Each mode is defined by the following selection:
- Mode Number - (1-4)
- Switch input 1 and 2 combinations to enable the mode
- Enabled - For example, if only three modes are required then mode 4 would be set to "NO". If the switch combination was active for Mode 4, the ECM would display a fault code.
- Rating number – This parameter allows any available ratings in the flash file to be selected. The specific rating information can be found in the main configuration screen under "Ratings".
- Rated Speed – This parameter is configurable between defined limits in the ECM (for example – 1800 rpm to 2200 rpm).
- High Idle – This parameter is configurable between 1800 rpm and 2800 rpm but also limited to 112% of the programmed rated speed.
- Throttle Channel 1 Droop Value – This parameter is configurable between 0-10%.
- Throttle Channel 2 Droop Value – This parameter is configurable between 0-10%.
- TSC1 Droop Value – This parameter is configurable between 0-10%.
- Governor Type – This parameter can be configured to "All Speed" governing or "Min Max" governing using the drop-down box.
Once the mode configuration has been set, the submit button must be clicked at the bottom of the page. The ECM power must be cycled from off to on.
The status of the mode switch inputs can be monitored on the status screen in the electronic service tool.
This feature is configured through the main configuration screen in the electronic service tool.
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| Illustration 29 | g03422642 |
When this feature is installed, the number of maintenance cycle hours can be set. The ECM will then countdown these hours and flag an Event code and send a J1939 message once the cycle interval reaches 0.
This parameter can then be reset via the electronic service tool or over the CAN data link after the service has been completed.
The "PM1 Interval" is not applicable to this engine.