1 4045T Engine Service

PowerTech® 4.5 & 6.8 L DieselEngines—Level 12 Electronic Fuel

CTM331 09APR02 (English)

COMPONENT TECHNICAL MANUAL

System with DE10 Pump

POWERTECH 4.5L & 6.8LDiesel Engines

Level 12 ElectronicFuel System With

Stanadyne DE10 Pump

TECHNICAL MANUALPOWERTECH 4.5 L & 6.8 L Diesel

Engines—Level 12 Electronic FuelSystem with DE10 Pump

CTM331 09APR02 (ENGLISH)

For complete service information also see:

POWERTECH 4.5 L and 6.8 L DieselEngines—Base Engine . . . . . . . . . . . . . . . . . CTM104Alternators and Starter Motors. . . . . . . . . . . CTM77OEM Engine Accessories . . . . . . CTM67 (English Only)

John Deere Power Systems

LITHO IN U.S.A.

Introduction

OUO1080,00001FE –19–16NOV01–1/1

Forward

This manual is written for an experienced technician.Essential tools required in performing certain servicework are identified in this manual and arerecommended for use.

This manual (CTM331) covers only Level 12 ElectronicFuel System with the Stanadyne DE10 injection pump.It is one of five volumes on 4.5 L and 6.8 L engines.The following four companion manuals cover the baseengine, mechanical fuel system, level 4 electronic fuelsystem and level 1 electronic fuel system repair,operation and diagnostics:

• CTM104—Base Engine• CTM170—Level 4 Electronic Fuel System with

Bosch VP44 Pump• CTM207—Mechanical Fuel Systems• CTM284—Level 1 Electronic Fuel Systems with

Delphi (Lucas) DP201 Pump

Other manuals will be added in the future to provideadditional information on electronic fuel systems asneeded.

Live with safety: Read the safety messages in theintroduction of this manual and the cautions presentedthroughout the text of the manual.

This is the safety-alert symbol. When you see thissymbol on the machine or in this manual, be alert tothe potential for personal injury.

Use this component technical manual in conjunctionwith the machine technical manual. An applicationlisting in Section 01, Group 001 identifiesproduct-model/component type-model relationship. Seethe machine technical manual for information on

component removal and installation, and gainingaccess to the components.

Information is organized in sections and groups for thevarious components requiring service instruction.Section 05 summarizes all applicable essential tools,service equipment and tools, other materials needed todo the job, and service parts kits. Section 06summarizes all specifications, wear tolerances, andtorque values.

Before beginning diagnosis or repair on an engine,clean the engine.

This manual contains SI Metric units of measurefollowed immediately by the U.S. customary units ofmeasure. Most hardware on these engines is metricsized.

Some components of this engine may be servicedwithout removing the engine from the machine. Referto the specific machine technical manual forinformation on components that can be servicedwithout removing the engine from the machine and forengine removal and installation procedures.

Read each block of material completely beforeperforming service to check for differences inprocedures or specifications. Follow only theprocedures that apply to the engine model number youare working on. If only one procedure is given, thatprocedure applies to all the engines in the manual.

CALIFORNIA PROPOSITION 65 WARNINGDiesel engine exhaust and some of its constituentsare known to the State of California to causecancer, birth defects and other reproductive harm.

CTM331 (09APR02) 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

PN=2

Introduction

DPSG,OUO1004,129 –19–15MAY98–1/1

POWERTECH 4.5 L Engine with Level 12 Electronic Fuel System and Stanadyne DE10Pump

RG

1193

1–U

N–0

6NO

V01

Right Side of Engine

RG

1193

2–U

N–0

6NO

V01

Left Side of Engine

POWERTECH is a registered trademark of Deere & Company


PN=3

Introduction


PN=4

Contents01

SECTION 01—General InformationGroup 000—SafetyGroup 001—Engine IdentificationGroup 002—Fuels

02SECTION 02—Repair and AdjustmentsGroup 090—Electronic Fuel System Repair and

AdjustmentsGroup 110—Electrical Engine Control Repair and

Adjustment

SECTION 03—Theory of OperationGroup 130—Electronic Fuel System OperationGroup 140—Electronic Control System Operation

SECTION 04—Diagnostics

03

Group 150—Observable Diagnostics and TestsGroup 160—Trouble Code Diagnostics and Tests

SECTION 05—Tools and Other MaterialsGroup 170—Electronic Fuel/Control System Repair

Tools and Other MaterialsGroup 180—Diagnostic Service Tools

SECTION 06—SpecificationsGroup 200—Repair SpecificationsGroup 210—Diagnostic Specifications

04

05

All information, illustrations and specifications in this manual are based onthe latest information available at the time of publication. The right isreserved to make changes at any time without notice.

06

COPYRIGHT 2002DEERE & COMPANY

Moline, IllinoisAll rights reserved

A John Deere ILLUSTRUCTION Manual

INDX

CTM331 (09APR02) i 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

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Contents

01

02

03

04

05

06

INDX

CTM331 (09APR02) ii 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

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01

Section 01General Information

Contents

Page

Group 000—Safety . . . . . . . . . . . . . . . . . . . .01-000-1

Group 001—Engine IdentificationEngine Model Designation. . . . . . . . . . . . . . . .01-001-1Engine Serial Number Plate Information . . . . .01-001-2OEM Engine Option Code Label . . . . . . . . . . .01-001-3Information Relative to Emissions

Regulations . . . . . . . . . . . . . . . . . . . . . . . . .01-001-3Engine Application Charts . . . . . . . . . . . . . . . .01-001-4

Group 002—FuelsLubricants and Coolant . . . . . . . . . . . . . . . . . .01-002-1Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-1Bio-Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . .01-002-2Dieselscan Fuel Analysis. . . . . . . . . . . . . . . . .01-002-2Lubricity of Diesel Fuel . . . . . . . . . . . . . . . . . .01-002-3

CTM331 (09APR02) 01-1 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

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Contents

01


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Group 000Safety

010001

DX,FLAME –19–29SEP98–1/1

Handle Fluids Safely—Avoid Fires

TS

227

–UN

–23A

UG

88

When you work around fuel, do not smoke or work nearheaters or other fire hazards.

Store flammable fluids away from fire hazards. Do notincinerate or puncture pressurized containers.

Make sure machine is clean of trash, grease, and debris.

Do not store oily rags; they can ignite and burnspontaneously.

DX,FIRE3 –19–16APR92–1/1

Handle Starting Fluid Safely

TS

1356

–UN

–18M

AR

92

Starting fluid is highly flammable.

Keep all sparks and flame away when using it. Keepstarting fluid away from batteries and cables.

To prevent accidental discharge when storing thepressurized can, keep the cap on the container, and storein a cool, protected location.

Do not incinerate or puncture a starting fluid container.

DX,FIRE2 –19–03MAR93–1/1

Prepare for Emergencies

TS

291

–UN

–23A

UG

88

Be prepared if a fire starts.

Keep a first aid kit and fire extinguisher handy.

Keep emergency numbers for doctors, ambulance service,hospital, and fire department near your telephone.

CTM331 (09APR02) 01-000-1 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

PN=9

Safety

01000

2

DX,FLUID –19–03MAR93–1/1

Avoid High-Pressure Fluids

X98

11–U

N–2

3AU

G88

Escaping fluid under pressure can penetrate the skincausing serious injury.

Avoid the hazard by relieving pressure beforedisconnecting hydraulic or other lines. Tighten allconnections before applying pressure.

Search for leaks with a piece of cardboard. Protect handsand body from high pressure fluids.

If an accident occurs, see a doctor immediately. Any fluidinjected into the skin must be surgically removed within afew hours or gangrene may result. Doctors unfamiliar withthis type of injury should reference a knowledgeablemedical source. Such information is available from Deere& Company Medical Department in Moline, Illinois, U.S.A.

DX,WEAR –19–10SEP90–1/1

Wear Protective Clothing

TS

206

–UN

–23A

UG

88

Wear close fitting clothing and safety equipmentappropriate to the job.

Prolonged exposure to loud noise can cause impairmentor loss of hearing.

Wear a suitable hearing protective device such asearmuffs or earplugs to protect against objectionable oruncomfortable loud noises.

Operating equipment safely requires the full attention ofthe operator. Do not wear radio or music headphoneswhile operating machine.


PN=10

Safety

010003

DX,LOOSE –19–04JUN90–1/1

Service Machines Safely

TS

228

–UN

–23A

UG

88

Tie long hair behind your head. Do not wear a necktie,scarf, loose clothing, or necklace when you work nearmachine tools or moving parts. If these items were to getcaught, severe injury could result.

Remove rings and other jewelry to prevent electricalshorts and entanglement in moving parts.

DX,AIR –19–17FEB99–1/1

Work In Ventilated Area

TS

220

–UN

–23A

UG

88

Engine exhaust fumes can cause sickness or death. If it isnecessary to run an engine in an enclosed area, removethe exhaust fumes from the area with an exhaust pipeextension.

If you do not have an exhaust pipe extension, open thedoors and get outside air into the area

DX,CLEAN –19–04JUN90–1/1

Work in Clean Area

T66

42E

J–U

N–1

8OC

T88

Before starting a job:

• Clean work area and machine.• Make sure you have all necessary tools to do your job.• Have the right parts on hand.• Read all instructions thoroughly; do not attempt

shortcuts.


PN=11

Safety

01000

4

DX,PAINT –19–19JUL01–1/1

Remove Paint Before Welding or Heating

TS

220

–UN

–23A

UG

88

Avoid potentially toxic fumes and dust.

Hazardous fumes can be generated when paint is heatedby welding, soldering, or using a torch.

Remove paint before heating:

• Remove paint a minimum of 76 mm (3 in.) from area tobe affected by heating.

• If you sand or grind paint, avoid breathing the dust.Wear an approved respirator.

• If you use solvent or paint stripper, remove stripper withsoap and water before welding. Remove solvent orpaint stripper containers and other flammable materialfrom area. Allow fumes to disperse at least 15 minutesbefore welding or heating.

Do not use a chlorinated solvent in areas where weldingwill take place.

Do all work in an area that is well ventilated to carry toxicfumes and dust away.

Dispose of paint and solvent properly.

DX,TORCH –19–03MAR93–1/1

Avoid Heating Near Pressurized Fluid Lines

TS

953

–UN

–15M

AY

90Flammable spray can be generated by heating nearpressurized fluid lines, resulting in severe burns toyourself and bystanders. Do not heat by welding,soldering, or using a torch near pressurized fluid lines orother flammable materials. Pressurized lines can beaccidentally cut when heat goes beyond the immediateflame area.


PN=12

Safety

010005

DX,LIGHT –19–04JUN90–1/1

Illuminate Work Area Safely

TS

223

–UN

–23A

UG

88

Illuminate your work area adequately but safely. Use aportable safety light for working inside or under themachine. Make sure the bulb is enclosed by a wire cage.The hot filament of an accidentally broken bulb can ignitespilled fuel or oil.

DX,SAFE,TOOLS –19–10OCT97–1/1

Construct Dealer-Made Tools Safely

LX10

1674

9–U

N–0

1JU

L97

Faulty or broken tools can result in serious injury. Whenconstructing tools, use proper, quality materials, and goodworkmanship.

Do not weld tools unless you have the proper equipmentand experience to perform the job.


PN=13

Safety

01000

6

DX,SERV –19–17FEB99–1/1

Practice Safe Maintenance

TS

218

–UN

–23A

UG

88

Understand service procedure before doing work. Keeparea clean and dry.

Never lubricate, service, or adjust machine while it ismoving. Keep hands, feet , and clothing frompower-driven parts. Disengage all power and operatecontrols to relieve pressure. Lower equipment to theground. Stop the engine. Remove the key. Allow machineto cool.

Securely support any machine elements that must beraised for service work.

Keep all parts in good condition and properly installed. Fixdamage immediately. Replace worn or broken parts.Remove any buildup of grease, oil, or debris.

On self-propelled equipment, disconnect battery groundcable (—) before making adjustments on electricalsystems or welding on machine.

On towed implements, disconnect wiring harnesses fromtractor before servicing electrical system components orwelding on machine.

DX,REPAIR –19–17FEB99–1/1

Use Proper Tools

TS

779

–UN

–08N

OV

89Use tools appropriate to the work. Makeshift tools andprocedures can create safety hazards.

Use power tools only to loosen threaded parts andfasteners.

For loosening and tightening hardware, use the correctsize tools. DO NOT use U.S. measurement tools onmetric fasteners. Avoid bodily injury caused by slippingwrenches.

Use only service parts meeting John Deere specifications.


PN=14

Safety

010007

DX,DRAIN –19–03MAR93–1/1

Dispose of Waste Properly

TS

1133

–UN

–26N

OV

90

Improperly disposing of waste can threaten theenvironment and ecology. Potentially harmful waste usedwith John Deere equipment include such items as oil, fuel,coolant, brake fluid, filters, and batteries.

Use leakproof containers when draining fluids. Do not usefood or beverage containers that may mislead someoneinto drinking from them.

Do not pour waste onto the ground, down a drain, or intoany water source.

Air conditioning refrigerants escaping into the air candamage the Earth’s atmosphere. Government regulationsmay require a certified air conditioning service center torecover and recycle used air conditioning refrigerants.

Inquire on the proper way to recycle or dispose of wastefrom your local environmental or recycling center, or fromyour John Deere dealer.

DX,LIVE –19–25SEP92–1/1

Live With Safety

TS

231

–19–

07O

CT

88

Before returning machine to customer, make suremachine is functioning properly, especially the safetysystems. Install all guards and shields.


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Safety

01000

8


PN=16

Group 001Engine Identification

010011

OUO1080,00001FA –19–15NOV01–1/1

Engine Model Designation

John Deere Engine Model—4045 and 6068 Engines

John Deere engine model designation includes number ofcylinders, displacement in liters, aspiration, user code, andapplication code. For example:

4045TF275 Engine4 ................................................................ Number of cylinders4.5 ............................................................. Liter displacementT ............................................................... Aspiration codeF ............................................................... User code275 ............................................................ POWERTECH application codeAspiration CodeD ............................................................... Naturally aspiratedT ............................................................... Turbocharged, no aftercoolingA ............................................................... Turbocharged and Air-to-Coolant AftercooledH ............................................................... Turbocharged and Air-to-Air AftercooledUser Factory CodeAT ............................................................. Agritalia srl (Vittoria, Sicily, Italy)CQ ............................................................ John Deere Brazil (Horizontina, Brazil)DW ............................................................ John Deere Davenport Works (Davenport, Iowa)E ............................................................... John Deere Ottumwa Works (Ottumwa, Iowa)F ............................................................... OEM (Outside Equipment Manufacturers)FF ............................................................. Deere-Hitachi (Kernersville, North Carolina)FG ............................................................. Goldoni S.P.A. (Modena, Italy)FM ............................................................ Marine EnginesH ............................................................... John Deere Harvester Works (East Moline, Illinois)KV ............................................................. John Deere Commercial Worksite Products (Knoxville, Tennessee)L ................................................................ John Deere Werke Mannheim (Germany)LA ............................................................. John Deere Werke Mannheim (Germany) (Engines with Bosch VP44 Injection Pump)LV ............................................................. John Deere Commercial Products (Augusta, Georgia)N ............................................................... John Deere Des Moines Works (Des Moines, Iowa)P ............................................................... Industrias John Deere Mexico S.A. de C.V. (Saltillo/Monterrey, Mexico)PY ............................................................. Larson & Toubro Ltd. (Pune, India)RW ............................................................ John Deere Waterloo Tractor Works (Waterloo, Iowa)T ............................................................... John Deere Dubuque Works (Dubuque, Iowa)T8 ............................................................. Cameco Industries (Thibodaux, Louisiana)TJ .............................................................. Timberjack (Deere) (Sweden/Finland/Canada)YC ............................................................. John Deere Jialian Harvester Co. Limited (China)Z ............................................................... John Deere WERKE Zweibrucken (Germany)Application Code001, etc. .................................................... See ENGINE APPLICATION CHARTS, later in this Group

POWERTECH is a registered trademark of Deere & Company


PN=17

Engine Identification

01001

2

OUO1080,00001FB –19–15NOV01–1/1

Engine Serial Number Plate Information

RG

1181

6–U

N–1

5NO

V01

Engine Serial Number Plate

RG

9060

–UN

–16M

AR

98

Dubuque Engine Serial Number Plate

RG

1194

9–U

N–0

7NO

V01

Saran Engine Serial Number Plate

RG

1194

8–U

N–0

6NO

V01

Torreon Engine Serial Number Plate

A—Engine Serial Number PlateB—Engine Serial NumberC—Engine Application DataD—Coefficient of Absorption (Saran Engines Only)

IMPORTANT: The engine serial number plate (A) canbe easily destroyed. Before “hot tank”cleaning the block, remove the plate.

Engine Serial Number (B)

Each engine has a 13-digit John Deere engine serialnumber identifying the producing factory, engine modeldesignation, and a 6-digit sequential number. Thefollowing is an example:

CD4045T000000CD .......................... Factory producing engine4045T ..................... Engine model designation000000 ................... Sequential serial numberFactory Code (Engine Manufacturer)T0 ........................... Dubuque, IowaCD .......................... Saran, FrancePE .......................... Torreon, MexicoJ0 ........................... Rosario, ArgentinaEngine Model Designation4045T ..................... Definition explained previously. See ENGINE

MODEL DESIGNATION earlier in this group.Sequential Number000000 ................... 6-digit sequential serial number

Engine Application Data (C)

The second line of information on the serial number plateidentifies the engine/machine or OEM relationship. SeeENGINE APPLICATION CHARTS later in this group.

Coefficient of Absorption (D) — (Saran-Built EnginesOnly)

The second line of information on the Saran serial numberplate also contains the coefficient of absorption value forsmoke emissions.


PN=18


010013

OUO1080,000020E –19–26NOV01–1/1

OEM Engine Option Code Label

RG

1202

7–U

N–0

3DE

C01

An option code label is secured to the top of the valvecover and identifies the factory installed options on eachOEM engine to ensure correct parts acquisition.

Always provide option code information and engine basecode when ordering repair parts. A listing of option codesis given in parts catalogs and operator’s manuals.

NOTE: Before “hot tank” cleaning, ensure that optioncodes are recorded elsewhere.

OUO1080,0000035 –19–29AUG01–1/1

Information Relative to Emissions Regulations

Depending on the final destination, engines can meetthe emissions regulations according to the USEnvironmental Protection Agency (EPA), California AirResources Board (CARB) and for Europe, theDirective 97/68/EC relating the measures against theemissions of particles and gaseous pollutant frominternal combustion engines. Such engines are called“CERTIFIED” and receive an emission label stuck onthe engine.

The regulations prohibit tampering with theemission-related components listed below which wouldrender that component inoperative or to make anyadjustment on the engine beyond publishedspecifications. It is also illegal to install a part or

component where the principle effect of thatcomponent is to bypass, defeat, or render inoperativeany engine component or device which would affectthe engine’s conformance to the emission regulations.To summarize, it is illegal to do anything exceptreturn the engine to its original publishedspecifications.

List of emission-related components:

• Fuel injection system• Intake manifold• Turbocharger• Charge air cooling system• Piston


PN=19


01001

4

OUO1089,0000205 –19–09NOV01–1/1

Engine Application Charts

JOHN DEERE CONSTRUCTION & FORESTRY EQUIPMENT

Machine Model Engine Model

Dubuque

310G Backhoe Loader (XXXXXX—) PE4045DT058, T04045DT058

310G Backhoe Loader (Alt Comp) (XXXXXX—) PE4045TT088, T04045TT088

310SG Backhoe Loader (XXXXXX—) PE4045TT089, T04045TT089

315SG Backhoe Loader (XXXXXX—)

450H Crawler Dozer (Alt Comp) (XXXXXX—) PE4045TT084, T04045TT084

450H Crawler Dozer (Nat Asp) (XXXXXX—) PE4045DT058, T04045DT058

450H LGP Crawler Dozer (XXXXXX—) PE4045TT085, T04045TT085

550H Crawler Dozer (XXXXXX—) PE4045TT087, T04045TT087

550H LGP Crawler Dozer (XXXXXX—) PE4045TT086, T04045TT086

Saltillo, Mexico

120C Excavator PE4045HP050

160C LC Excavator PE4045HP051

Timberjack

810 Forwarder CD4045HTJ01

1010 (1058) Forwarder T04045HTJ76

1410 (1458) Forwarder CD6068HTJ02

770 (863) Harvester CD4045HTJ03

1070 (1063) Harvester CD6068HTJ03

JOHN DEERE AGRICULTURAL EQUIPMENT

Machine Model Engine Model

Zweibrucken, Germany

3800 TeleHandler CD4045HZ050

JOHN DEERE OEM (OUTSIDE EQUIPMENT MANUFACTURERS)

CD4045TF275

PE4045HF275

CD4045TF275

PE4045TF275

CD6068HF275

PE6068HF275

CD6068TF275

PE6068TF275


PN=20

Group 002Fuels

010021

DPSG,OUO1004,2761 –19–16MAY00–1/1

Lubricants and Coolant

NOTE: Refer to Section 01, Group 002 of CTM104 BaseEngine Manual for information on lubricants andcoolants.

OUOD002,0000171 –19–18DEC01–1/1

Diesel Fuel

Consult your local fuel distributor for properties of thediesel fuel available in your area.

In general, diesel fuels are blended to satisfy the lowtemperature requirements of the geographical area inwhich they are marketed.

Diesel fuels specified to EN 590 or ASTM D975 arerecommended.

Required fuel properties

In all cases, the fuel must meet the followingproperties:

Cetane number of 45 minimum. Cetane numbergreater than 50 is preferred, especially fortemperatures below -20°C (-4°F) or elevations above1500 m (5000 ft).

Cold Filter Plugging Point (CFPP) below theexpected low temperature OR Cloud Point at least5°C (9°F) below the expected low temperature.

Fuel lubricity should pass a minimum load level of3100 grams as measured by ASTM D6078 or,maximum scar diameter of 0.45 mm as measured byASTM D6079.

Sulfur content:

• Diesel fuel quality and fuel sulfur content mustcomply with all existing regulations for the area inwhich the engine operates.

• Sulfur content less than 0.05% (500 ppm) ispreferred.

• If diesel fuel with sulfur content greater than 0.05%(500 ppm) is used, crankcse oil service intervalsmay be affected. (See recommendation for DieselEngine Oil.)

• DO NOT use diesel fuel with sulfur content greaterthan 1.0%.

IMPORTANT: DO NOT mix used engine oil or anyother type of lubricating oil withdiesel fuel.


PN=21

Fuels

01002

2

RG41183,0000046 –19–18DEC01–1/1

Bio-Diesel Fuel

Consult your local fuel distributor for properties of thebio-diesel fuel available in your area.

Bio-diesel fuels may be used ONLY if the bio-dieselfuel properties meet the latest edition of ASTM PS121,DIN 51606 or equivalent specification.

It has been found that bio-diesel fuels may improvelubricity in concentrations up to a 5% blend inpetroleum diesel fuel.

When using a blend of bio-diesel fuel, the engine oillevel must be checked daily when the air temperatureis -10°C (14°F) or lower. If the oil becomes diluted withfuel, shorten oil change intervals accordingly.

IMPORTANT: Raw pressed vegetable oils are NOTacceptable for use for fuel in anyconcentration in John Deereengines.

These oils do not burn completely,and will cause engine failure byleaving deposits on injectors and inthe combustion chamber.

A major environmental benefit of bio-diesel fuel is itsability to biodegrade. This makes proper storage andhandling of bio-diesel fuel especially important. Areasof concern include:

• Quality of new fuel• Water content of the fuel• Problems due to aging of the fuel

Potential problems resulting from deficiencies in theabove areas when using bio-diesel fuel inconcentrations above 5% may lead to the followingsymptoms:

• Power loss and deterioration of performance• Fuel leakage• Corrosion of fuel injection equipment• Coked and/or blocked injector nozzles, resulting in

engine misfire• Filter plugging• Lacquering and/or seizure of internal components• Sludge and sediments• Reduced service life of engine components

DX,FUEL6 –19–06DEC00–1/1

Dieselscan Fuel Analysis

DIESELSCAN is a John Deere fuel sampling program tohelp you monitor the quality of your fuel source. It verifiesfuel type, cleanliness, water content, suitability for coldweather operation, and if fuel is within ASTMspecifications. Check with your John Deere dealer foravailability of DIESELSCAN kits.

DIESELSCAN is a trademark of Deere & Company


PN=22

Fuels

010023

OUOD002,0000179 –19–18DEC01–1/1

Lubricity of Diesel Fuel

Diesel fuel must have adequate lubricity to ensureproper operation and durability of fuel injection systemcomponents.

Diesel fuels for highway use in the United States andCanada require sulfur content less than 0.05% (500ppm).

Diesel fuel in the European Union requires sulfurcontent less than 0.05% (500 ppm).

Experience shows that some low sulfur diesel fuelsmay have inadequate lubricity and their use mayreduce performance in fuel injection systems due toinadequate lubrication of injection pump components.The lower concentration of aromatic compounds inthese fuels also adversely affects injection pump sealsand may result in leaks.

Use of low lubricity diesel fuels may also causeaccelerated wear, injection nozzle erosion or corrosion,engine speed instability, hard starting, low power, andengine smoke.

Fuel lubricity should pass a minimum load level of3100 gram as measured by the ASTM D6078 ormaximum scar diameter of 0.45 mm as measured byASTM D6079.

ASTM D975 and EN 590 specifications do not requirefuels to pass a fuel lubricity test.

If fuel of low or unknown lubricity is used, add JohnDeere PREMIUM DIESEL FUEL CONDITIONER (orequivalent) at the specified concentration.


PN=23

Fuels

01002

4


PN=24

Section 02Repair and AdjustmentsContents 02

Page Page

Group 090—Electronic Fuel System Repair and Remove Blade Terminals from ConnectorAdjustments Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-11

Fuel System—General Information . . . . . . . . .02-090-1 Repair (Pull Type) METRI-PACKRelieve Fuel System Pressure . . . . . . . . . . . .02-090-1 Connectors . . . . . . . . . . . . . . . . . . . . . . . .02-110-12Remove and Install Final Fuel Filter/Water Repair (Push Type) METRI-PACK

Bowl and/or Pre-Filter/Water Bowl Base . . .02-090-2 Connectors . . . . . . . . . . . . . . . . . . . . . . . .02-110-14Fuel Pre-Filter/Water Bowl Assembly Repair DEUTSCH Connectors . . . . . . . . . .02-110-17

(Optional). . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-5 Repair AMP Connector . . . . . . . . . . . . . . . . .02-110-20Final Fuel Filter Assembly . . . . . . . . . . . . . . . .02-090-6Replace Final Fuel Filter/Water Bowl and

Pre-Filter/Water Bowl. . . . . . . . . . . . . . . . . .02-090-7Remove Fuel Supply Pump. . . . . . . . . . . . . . .02-090-9Install Fuel Supply Pump. . . . . . . . . . . . . . . .02-090-10Injection Pump Static Timing . . . . . . . . . . . . .02-090-10Remove Injection Pump . . . . . . . . . . . . . . . .02-090-11Inspect Injection Pump Drive Gear ID and

Shaft OD . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-13Install Injection Pump . . . . . . . . . . . . . . . . . .02-090-13Remove Fuel Injection Nozzles . . . . . . . . . . .02-090-16Clean Fuel Injection Nozzle Bore . . . . . . . . .02-090-18Clean Fuel Injection Nozzles . . . . . . . . . . . . .02-090-18Fuel Injection Nozzle Test . . . . . . . . . . . . . . .02-090-19Disassemble Fuel Injection Nozzles . . . . . . .02-090-22Adjust Fuel Injection Nozzle . . . . . . . . . . . . .02-090-23Install Seals on Fuel Injection Nozzle . . . . . .02-090-24Install Fuel Injection Nozzles . . . . . . . . . . . . .02-090-25Bleed the Fuel System . . . . . . . . . . . . . . . . .02-090-26

Group 110—Electrical Engine Control Repair andAdjustment

Engine Control Unit (ECU) . . . . . . . . . . . . . . .02-110-1Remove and Install Engine Coolant

Temperature Sensor . . . . . . . . . . . . . . . . . .02-110-2Remove and Install Loss of Coolant

Temperature Sensor . . . . . . . . . . . . . . . . . .02-110-2Replace Crankshaft Position Sensor . . . . . . . .02-110-3Remove and Install Oil Pressure Sensor . . . . .02-110-3Remove and Install Manifold Air Temperature

Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-4Remove and Install Fuel Temperature

Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-4Remove and Install Fuel Heater . . . . . . . . . . .02-110-5Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-6Use Electrical Insulating Compound . . . . . . . .02-110-6Using High-Pressure Washer . . . . . . . . . . . . .02-110-7Repair WEATHERPACK Connector . . . . . . .02-110-8


PN=1

Contents

02


PN=2

Group 090Electronic Fuel System Repair and Adjustments

020901

OUO1089,00001F7 –19–06NOV01–1/1

Fuel System—General Information

Stanadyne DE10 pumps are static lock-pin timedduring installation of the injection pump.

The fuel supply pump is a separate componentmounted on upper right-hand side of engine block andis actuated by a pin in block that rides on enginecamshaft lobe.

Engines may be equipped with an optional fuelpre-filter/water bowl.

All engines are equipped with a round final fuel filterwith water bowl. Hand primer on top of filter element isoptional.

All engines use Stanadyne Rate Shaping Nozzles(RSN).

Field-installed options include fuel heater, water bowland hand fuel primer.

RG,35,JW7625 –19–20NOV97–1/1

Relieve Fuel System Pressure

X98

11–U

N–2

3AU

G88

High Pressure Fluids

CAUTION: Escaping diesel fuel under pressurecan have sufficient force to penetrate the skin,causing serious injury. Before disconnectinglines, be sure to relieve pressure. Beforeapplying pressure to the system, be sure ALLconnections are tight and lines, pipes andhoses are not damaged. Keep hands and bodyaway from pinholes and nozzles which ejectfluid under pressure. Use a piece of cardboardor wood, rather than hands, to search forsuspected leaks.

If ANY fluid is injected into the skin, it must besurgically removed within a few hours by adoctor familiar with this type injury or gangrenemay result. Doctors unfamiliar with this type ofinjury may call the Deere & Company MedicalDepartment in Moline, Illinois, or otherknowledgeable medical source.

Any time the fuel system has been opened up for service(lines disconnected or filters removed), it will be necessaryto bleed air from the system. See BLEED THE FUELSYSTEM in this group.


PN=27

Electronic Fuel System Repair and Adjustments

02090

2

OUO1089,00001F6 –19–06NOV01–1/3

Remove and Install Final Fuel Filter/WaterBowl and/or Pre-Filter/Water Bowl Base

RG

1198

9–U

N–1

5NO

V01

Final Fuel Filter

A—Final Fuel Filter/Water Bowl

Refer to operator’s manual for proper servicing and(hourly) replacement intervals.

Engines are equipped with a final fuel filter/water bowl (A)and may have an optional pre-filter/water bowl.

Final fuel filters/water bowls can be equipped with atransparent (see-through) water collection bowl and/orhand primer on machines equipped with only one filter.

Continued on next page


PN=28


020903

OUO1089,00001F6 –19–06NOV01–2/3

RG

1202

1–U

N–2

6NO

V01

Final Fuel Filter Base

A—Final Fuel Filter Base

1. Thoroughly clean fuel filter/pre-filter assemblies andsurrounding area to keep from getting dirt and debrisinto fuel system.

2. Connect a drain line to filter drain adapters and drainall fuel from system.

NOTE: The fuel filters are keyed to the filter header. Ifboth pre-filter and final filter are removed, ensurethat they are reinstalled in the correct headers.

3. Remove final fuel filter element and pre-filter/waterbowl, if desired. See REPLACE FINAL FUELFILTER/WATER BOWL AND PRE-FILTER/WATERBOWL, in this group.

NOTE: Pre-filter and final filter fuel lines may beconnected to different filter inlet and outlet portsdepending on engine application. Mark fuel linelocation to aid during assembly. Refer to markingson fuel filter base for fuel inlet/outlet ports, as theyare different between the pre- and final filterbases.

4. Disconnect fuel lines from all ports.

5. Remove final fuel filter base (A).

6. If equipped, remove pre-filter base.

7. Replace parts as necessary.

8. Install mounting brackets and tighten to torquespecifications provided below.

SpecificationFinal Fuel FilterBracket-to-Cylinder Head—Torque 73 N•m (54 lb-ft).............................................................................Final Fuel Filter MountingBase-to-Bracket—Torque 73 N•m (54 lb-ft)................................................Fuel Pre-Filter Bracket-to-CylinderHead and Alternator—Torque 73 N•m (54 lb-ft).........................................Fuel Pre-Filter/Water BowlMounting Base-to-Bracket—Torque 50 N•m (36 lb-ft).............................................................................


PN=29



02090

4

OUO1089,00001F6 –19–06NOV01–3/3

9. Install pre-filter and final filter fuel filter/water bowlelements. See REPLACE FINAL FUELFILTER/WATER BOWL AND PRE-FILTER/WATERBOWL, in this group.

10. Connect fuel lines to all ports.

11. Bleed the fuel system. See BLEED THE FUELSYSTEM in this group.


PN=30


020905

RG,35,JW7623 –19–21JAN02–1/1

Fuel Pre-Filter/Water Bowl Assembly(Optional)

RG

T77

51H

R–U

N–1

9NO

V97

RG

T77

51H

S–U

N–1

9NO

V97

Primary Filter/Water Bowl Assembly

A—Drain AdapterB—PackingC—Cap ScrewD—Water BowlE—Retaining RingF—Filter ElementG—Filter Base with Seal RingH—Vent PlugI—PackingJ—Plug (2 used)K—DiaphragmL—Spring SeatM—SpringN—Spring CoverO—Pump KnobP—Retaining Ring


PN=31


02090

6

OUO1080,00001FC –19–15NOV01–1/1

Final Fuel Filter Assembly

RG

1201

5–U

N–1

6NO

V01

Final Fuel Filter

1—Retaining Ring2—O-Ring3—Stem4—O-Ring5—Retaining Ring6—Filter7—O-Ring8—O-Ring9—Drain Adapter10—Screw11—O-Ring12—Water Bowl13—Adapter14—O-Ring15—Fuel Heater (Optional)16—O-Ring17—Filter Base18—Primer Assembly (Optional)19—Cap


PN=32


020907

OUO1089,00001F5 –19–06NOV01–1/2

Replace Final Fuel Filter/Water Bowl andPre-Filter/Water Bowl

RG

1199

0–U

N–1

5NO

V01

Final Fuel Filter Shown

A—Retaining RingB—Filter Element

NOTE: Refer to operator’s manual for proper servicingand (hourly) replacement intervals.

Final fuel filters can be equipped with atransparent (see-through) water bowl and/or handprimer on machines equipped with only one filter.

Replacement of pre- and final fuel filter elementsare similar. Differences will be noted. Make surecorrect embossments on filter elements match theslots in the mounting header.

1. Thoroughly clean fuel filter/water bowl assembly andsurrounding area, if not previously done.

2. Connect a drain line to filter drain adapters and drainall fuel from filters.

NOTE: Lifting up on retaining ring (A) as it is rotatedhelps to get it past raised locators.

3. Firmly grasp the retaining ring (A) and rotate itcounterclockwise 1/4 turn. Remove ring with filterelement (B).

4. Inspect filter mounting base for cleanliness. Clean asrequired.

5. Remove transparent (see-through) water bowl, ifequipped. Drain and clean water bowl. Dry withcompressed air.

6. Install transparent (see-through) water bowl, ifequipped, onto new filter element. Make sure O-ring isproperly installed in the top groove of bowl.

7. Thoroughly inspect filter base dust seal ring. Replaceas needed.



PN=33


02090

8

OUO1089,00001F5 –19–06NOV01–2/2

NOTE: The fuel filters must be indexed properly and thekey on canister must be oriented in slot ofmounting base for correct installation.

8. Install new filter element onto mounting base andposition element using a slight rocking motion. Be sureelement is properly indexed on mounting base.

9. Install retaining ring onto mounting base and tightenabout 1/3 turn until ring “snaps” into the detent. DONOT overtighten the retaining ring.

10. Bleed fuel system. See BLEED THE FUEL SYSTEM,in this group.


PN=34


020909

OUO1089,00001F8 –19–06NOV01–1/1

Remove Fuel Supply Pump

RG

1199

1–U

N–1

5NO

V01

Fuel Supply Pump Lines

RG

9051

–UN

–16M

AR

98

Remove Fuel Supply Pump

RG

1202

2–U

N–2

7NO

V01

Fuel Supply Pump Push Rod

A—Supply Pump Inlet from Fuel TankB—Supply Pump Outlet to Final Fuel FilterC—Cap ScrewsD—Push Rod

IMPORTANT: A backup wrench must always be usedwhen disconnecting fittings or fuel linesfrom supply pump to avoid damage tofittings.

1. Disconnect fuel inlet line (A) and outlet line (B) and capconnections on fuel supply pump and fuel lines to keepdebris out of fuel system.

2. Remove cap screws (C) and remove fuel supply pumpassembly from cylinder block.

NOTE: The fuel supply pump is driven by a push rod (D)that rides on an eccentric camshaft lobe. Thecylinder head must be removed to remove thispush rod.

3. Cover opening on cylinder block to prevent dirt fromentering the engine.

4. Inspect face of pump lever for wear. If lever face isworn flat or concave, replace pump.


PN=35


02090

10

OUO1089,00001FA –19–06NOV01–1/1

Install Fuel Supply Pump

RG

1199

1–U

N–1

5NO

V01

Fuel Supply Pump Lines

A—Supply Pump Inlet from Fuel TankB—Supply Pump Outlet to Final Fuel FilterC—Cap Screws

IMPORTANT: Apply LOCTITE 242 to threads of supplypump mounting cap screws (C) and fuelline fittings when reinstalling supplypump. DO NOT allow sealant to get intofuel system.

1. Install the fuel supply pump to cylinder block withpumping lever resting on top of push rod, using a newO-ring. Tighten cap screws (C) to specifications.

SpecificationFuel Supply Pump Cap Screws—Torque 30 N•m (22 lb-ft).............................................................................

IMPORTANT: ALWAYS use a backup wrench wheninstalling fittings and/or fuel lines ontosupply pump to avoid damage tofittings.

2. Connect supply pump inlet line (A) and outlet line (B)and tighten securely.

3. Bleed fuel system. See BLEED THE FUEL SYSTEM inthis group.

OUO1089,00001FB –19–06NOV01–1/1

Injection Pump Static Timing

Static lock-pin timing is accomplished during installation ofthe injection pump. See INSTALL INJECTION PUMP laterin this group.


PN=36


0209011

OUO1089,00001FE –19–07NOV01–1/2

Remove Injection Pump

RG

1200

2–U

N–1

6NO

V01

Stanadyne DE10 Fuel Injection Pump

RG

1203

6–U

N–2

1JA

N02

JDG1559 Injection Pump Timing Pin

RG

1200

0–U

N–2

1JA

N02

Injection Pump Drive Gear Removal

A—JDG1559 Timing PinB—Injection Pump Drive GearC—Screws (2 used)D—Center Forcing Screw

IMPORTANT: Never steam clean or pour cold wateron a fuel injection pump while the pumpis running or while it is warm. Doing somay cause seizure of internal rotatingpump parts.

1. Clean the fuel injection pump, lines and area aroundthe pump with cleaning solvent or a steam cleaner.

2. Rotate engine to TDC of number 1 cylindercompression stroke and install JDG1571 Timing Pin inflywheel.

3. Before removing injection pump from engine, installJDG1559 Injection Pump Timing Pin (A) into pumptiming pin bore.

4. Remove injection pump drive gear cover (shownremoved). Remove drive gear retaining nut and washerfrom end of pump shaft. Be careful not to let washerfall inside timing gear cover.

5. Attach JDG1560 Drive Gear Puller to injection pumpdrive gear (B) using two screws (C).

6. Evenly tighten the two screws (C) and snugly tightencenter forcing screw (D) against end of pump shaft.

7. Tighten center forcing screw (D) until pump drive gearis free from tapered shaft. Remove JDG1560 Pullerfrom drive gear.


PN=37



02090

12

OUO1089,00001FE –19–07NOV01–2/2

RG

1200

1–U

N–1

6NO

V01

Injector Pump Electrical Connector Removal

RG

1200

3–U

N–1

6NO

V01

Disconnect Fuel Delivery Lines

A—Temperature Sensor ConnectorB—Fuel Control Solenoid ConnectorC—Fuel Return LineD—Fuel Supply LineE—ClampF—Fuel Delivery LinesG—Nut (3 used)

8. Remove temperature sensor connector (A) and fuelcontrol solenoid connector (B).

IMPORTANT: ALWAYS use a backup wrench whenloosening or tightening fuel deliverylines at fuel injection pump, so that thepump discharge fittings are not altered.This prevents possible internal pumpdamage.

9. Disconnect fuel supply line (D) and return line (C).

10. Remove clamp (E) retaining fuel delivery (pressure)lines (F).

11. Disconnect all fuel delivery lines (F) from injectionpump and install protective caps.

12. Remove three injection pump mounting stud nuts (G).Remove injection pump from mounting studs. Placepump on a clean flat surface and inspect shaft ODand drive gear as outlined later in this group. SeeINSPECT INJECTION PUMP DRIVE GEAR ID ANDSHAFT OD later in this group.


PN=38


0209013

OUO1089,00001FC –19–06NOV01–1/1

Inspect Injection Pump Drive Gear ID and Shaft OD

IMPORTANT: Use a good light source tothoroughly inspect gear ID and shaftOD.

1. Inspect injection pump drive gear ID full 360° formetal transfer as a result of slippage on shaft.

2. Inspect injection pump drive shaft OD full 360° forpresence of metal transfer from gear slippage. Ifthere is clear evidence of metal transfer on pumpshaft OD or in drive gear ID, injection pump anddrive gear MUST BE replaced.

IMPORTANT: When replacing injection pump drivegear or installing a new pump, thetapered surfaces of the pump driveshaft OD and drive gear ID MUST BEcleaned to remove protectivecoatings and oily residue. Use asuitable cleaner that does not leavea residue. Mating surfaces MUST BEASSEMBLED DRY and LUBRICANTSMUST NOT BE USED.

OUO1089,0000204 –19–08NOV01–1/3

Install Injection Pump

B

A

RG

1201

9–U

N–1

9NO

V01

Install Timing Pin

A—JDG1559 Timing PinB—Hole in Drive Shaft

1. Before installing injection pump on engine, installJDG1559 Injection Pump Timing Pin (A) into pumptiming pin bore. Install a small punch or screwdriverinto hole in pump drive shaft (B) and turn shaft untiltiming pin drops into recess in injection pump driveshaft.



PN=39


02090

14

OUO1089,0000204 –19–08NOV01–2/3

RG

1200

4–U

N–1

6NO

V01

Injection Pump Mounting Stud Nuts

RG

1200

7–U

N–1

6NO

V01

Injection Pump Timing Pin

RG

1200

8–U

N–1

6NO

V01

Injection Pump Gear Installation

A—Injection Pump Mounting Stud Nut (3 used)B—JDG1559 Injection Pump Lock Timing PinC—Gear Mounting NutD—Pump Gear

NOTE: When rotating engine to TDC of compressionstroke on number 1 cylinder, turn engine only indirection of rotation to prevent gear backlash.Backlash of gears is enough to throw the injectionpump timing off by several degrees, resulting inpoor engine performance.

2. Make sure that number 1 cylinder is locked at TDC ofcompression stroke and install JDG1571 Timing Pin inflywheel.

NOTE: Retain JDG1559 Timing Pin (B) in pump duringinstallation.

3. Install injection pump onto mounting studs and tightenthree pump mounting stud nuts (A) to specification.Position drive gear while installing pump.

SpecificationInjection Pump Mounting StudNuts—Torque 25 N•m (19 lb-ft)..................................................................

4. Install injection pump gear (D) on drive shaft. Install,but do not tighten, injection pump gear mounting nut(C).

NOTE: Hold the injection pump gear while applyingtorque to prevent the gear from rotating.

5. Rotate gear counterclockwise (viewed from front ofengine) to remove any backlash, and tighten gearmounting nut to specification.

SpecificationInjection Pump Gear MountingNut—Torque 195 N•m (145 lb-ft)................................................................

6. Install injection pump gear access plate and removetiming pin (B) from pump. Install plug in injection pumptiming pin hole and tighten to specification.

SpecificationInjection Pump Timing Pin Plug—Torque 9.5 N•m (7.5 lb-ft)...........................................................................

7. Remove JDG1571 Timing Pin from flywheel.


PN=40



0209015

OUO1089,0000204 –19–08NOV01–3/3

RG

1200

1–U

N–1

6NO

V01

Injector Pump Electrical Connectors

RG

1200

3–U

N–1

6NO

V01

Connect Fuel Delivery Lines

RG

1203

5–U

N–1

1JA

N02

A—Temperature Sensor ConnectorB—Fuel Control Solenoid ConnectorC—Fuel Return LineD—Fuel Supply LineE—ClampF—Fuel Delivery LinesG—Nut (3 used)H—Engine Block SideI—Outlet Connection to No. 1 Cylinder

8. Connect injection pump fuel delivery (pressure) lines(F). Beginning with outlet (I) and continuing around thepump head in counterclockwise direction, attach linesin same order as engine firing (1-5-3-6-2-4 on6-cylinder engines and 1-3-4-2 on 4-cylinder engines).

IMPORTANT: ALWAYS use a backup wrench whenloosening or tightening fuel deliverylines at fuel injection pump, so that thepump discharge fittings are not altered.This prevents possible internal pumpdamage.

9. Tighten fuel delivery lines at pump to specification.

SpecificationInjection Pump Fuel Delivery(Pressure) Lines—Torque 27 N•m (20 lb-ft)...............................................

10. Install clamp (E).

11. Connect fuel supply line (D) and fuel return line (C).

12. Install temperature sensor connector (A) and fuelcontrol solenoid connector (B).

13. Bleed air from fuel system as outlined in this group.See BLEED THE FUEL SYSTEM in this group. Startengine, run for several minutes and check entire fuelsystem for leaks.


PN=41


02090

16

OUO1089,00001FF –19–07NOV01–1/4

Remove Fuel Injection Nozzles

RG

1199

3–U

N–1

5NO

V01

Fuel Injection Nozzle

General Nozzle Service Precautions

Before removal, thoroughly remove all dirt from thecylinder head around fuel injection nozzles. Clean withcompressed air to prevent dirt from entering the cylinders.Plug the bore in the cylinder head after each nozzle hasbeen removed. Cap fuel line openings as soon as theyare disconnected.

Immediately fit protective caps over the nozzle tips andthe line connections to avoid handling damage and gettingdebris in fuel system.

Do not bend the fuel delivery lines, as this may affect theirdurability. When loosening the fuel pressure lines, holdmale union of nozzle line stationary with a backup wrench.

OUO1089,00001FF –19–07NOV01–2/4

RG

1199

4–U

N–1

5NO

V01

Fuel Leak-Off Lines

A—Tube Nuts

1. Loosen tube nuts (A) at each nozzle to remove leak-offlines and T-fittings as an assembly.



PN=42


0209017

OUO1089,00001FF –19–07NOV01–3/4

RG

1199

9–U

N–1

9NO

V01

Fuel Injection Line at Nozzle

2. Disconnect fuel injection line from nozzle using abackup wrench on nozzle connection as shown.

3. Remove cap screw securing nozzle in cylinder headnozzle bore.

OUO1089,00001FF –19–07NOV01–4/4R

G12

018

–UN

–16N

OV

01

Injection Nozzle Puller Set

A—JDG1515-1 Nozzle Puller

4. Pull injection nozzle out of cylinder head usingJDG1515-1 Nozzle Puller (A).

IMPORTANT: Do not use screwdrivers, pry bars, orsimilar tools for this as they mightdamage the injection nozzle beyondrepair.


PN=43


02090

18

RG,35,JW7596 –19–20NOV97–1/1

Clean Fuel Injection Nozzle Bore

RG

7743

–UN

–07N

OV

97

Clean Injection Nozzle BoreA—Nozzle Bore Cleaning Tool

IMPORTANT: Always turn tool clockwise in bore toprevent dulling of cutting edges, evenwhen removing tool from bore.

Clean injection nozzle bore using JDE39 Nozzle BoreCleaning Tool (A). Blow debris from bore usingcompressed air, and plug the bore to prevent entry offoreign material.

OUO1080,00001FD –19–15NOV01–1/1

Clean Fuel Injection Nozzles

RG

1199

5–U

N–1

5NO

V01

Clean Fuel Injection Nozzle

A—Carbon Stop SealB—Upper Sealing Washer

1. Remove carbon stop seal (A) from groove in nozzlebody using razor blade or sharp knife and removeupper sealing washer (B). Discard seal and washer.

2. Place nozzle in solvent or clean diesel fuel, so carbonstop seal groove is submerged, and soak for a while.

IMPORTANT: Do not scrape or disturb the TEFLON

coating on the nozzle body above thecarbon stop seal groove. This coatingwill become discolored during normaloperation, but this is not harmful. Donot use a motor-driven brush to cleannozzle body.

3. After soaking, clean nozzle tip with brass wire brush.Never use a steel wire brush or scraper.

TEFLON is a registered trademark of the DuPont Co.


PN=44


0209019

OUO1089,0000200 –19–07NOV01–1/3

Fuel Injection Nozzle Test

X98

11–U

N–2

3AU

G88

High Pressure Fluid

L307

41–U

N–0

8AU

G89

Fuel Injection Nozzle Test

1—Nozzle Tester2—Pressure Line

CAUTION: The nozzle tip should always bedirected away from the operator. Fuel from thespray orifices can penetrate clothing and skincausing serious personal injury. Enclosing thenozzle in a clear glass beaker is recommended.

Before applying pressure to the nozzle tester,be sure that all connections are tight, and thatthe fittings are not damaged. Fluid escapingfrom a very small hole can be almost invisible.To search for suspected leaks, use a piece ofcardboard or wood, rather than hands.

If ANY fluid is injected into the skin, it must besurgically removed within a few hours by adoctor familiar with this type injury or gangrenemay result.

NOTE: Testing the performance of a nozzle while theengine is running is just a rough test. To obtain atrue check of nozzle performance, use a nozzletester JT25510 (1) and pressure line KJD10109(2).

Use only carefully filtered diesel fuel for testingthe injection nozzles, since dirty fuel will severelydamage the precision parts of a nozzle.

Connect the nozzle to the tester so that the axis of thenozzle forms an angle of approximately 30° to the verticaland the spray of fuel is directed downwards. Check allconnections for leaks. Close the gauge shut-off valve andflush (bleed) the nozzle by operating test pump rapidly.



PN=45


02090

20

OUO1089,0000200 –19–07NOV01–2/3

Spray Pattern Test

Close gauge shut-off valve and operate the pump lever at60 strokes per minute. If the fuel injection nozzle isworking properly, the fuel should issue through all nozzleorifices in a fine, evenly shaped spray cone. This spraycone is inclined from the centerline of the nozzle body, butshould be distributed. For a better check, place a piece ofpaper or cardboard at a suitable distance below thenozzle and check the appearance of the damp circularspots made by the fuel. Deviations from the regular spraypattern or angle may be due to the complete or partialclogging of a nozzle orifice. In this case the fuel issues ina jet rather than in a fine spray.

Checking Valve Stem and Guide Wear

Connect fuel injection nozzle to the nozzle tester with thetip raised a little higher than its opposite end.Cover the tip and pump the tester to a pressure of10 300 kPa (103 bar) (1500 psi). Keep the pressureconstant and observe how much fuel leaks out of thenozzle return end. After the first drop has formed, countthe drops for 30 seconds and compare with specification.

Fuel Injection Nozzle—SpecificationNozzle—Return Leakage at10 300 kPa (103 bar) (1500 psi) 1 to 14 drops (maximum) within

30 seconds.............

Checking Valve Seat

Connect the nozzle to tester in horizontal position.Operate the pump lever rapidly to bleed the nozzle andallow the valve to seat. Dry the tip of the nozzlethoroughly. Now operate the pump lever slowly until theindicated pressure is approximately 2800 to 3500 kPa(28 to 35 bar) (400 to 500 psi) below opening pressure(see specification for opening pressure). Keep watchingthe nozzle. Under these conditions the fluid should notdrip out of the nozzle tip. However some weeping or lightmoisture on the tip is considered acceptable. Work thepump lever quickly several times in succession to makethe nozzle spray in the normal way. After the last stroke ofthe pump, observe again. If the nozzle is not quiteleakproof, disassemble for servicing.


PN=46



0209021

OUO1089,0000200 –19–07NOV01–3/3

Opening Pressure Test

NOTE: Absolute opening pressure is less important thanequal opening pressure of all nozzles.

Close gauge shut-off valve and actuate the pump severaltimes to allow the nozzle valve to seat properly. Opengauge shut-off valve. Pump the pressure up to the pointwhere the pressure gauge needle falls rapidly. This point(take reading) is the nozzle valve opening pressure.

Fuel Injection Nozzle—SpecificationRate Shaping Nozzle—OpeningPressure for Setting(New or Reconditioned) 24 400—24 900 kPa

(244—249 bar) (3540—3620 psi).............................................

Opening Pressure for Checking(New or Reconditioned) 24 100 kPa (241 bar) (3500 psi)

Min..........................

Opening Pressure for Setting(Used) 23 000—23 600 kPa

(230—236 bar) (3340—3420 psi)........................................................................

Opening Pressure for Checking(Used) 21 800 kPa (218 bar) (3170 psi)

Min.....................................................

Rate Shaping Nozzle—Openingpressure difference betweencylinders 700 kPa (7 bar) (100 psi) Max.....................................................

If spray pattern, leakage test, and valve wear test aregood but the opening pressure test is unsatisfactory,adjust opening pressure.


PN=47


02090

22

OUO1089,0000201 –19–07NOV01–1/1

Disassemble Fuel Injection Nozzles

RG

1199

6–U

N–1

5NO

V01

RSN Nozzle Disassembly

A—T-FittingB—CapC—O-Ring (2 used)D—RetainerE—Protection CapF—Carbon Stop SealG—Seal WasherH—Protection Cap

NOTE: If all tests prove that the nozzle performs properly,no further service is necessary and the nozzle canbe reinstalled. If an injection nozzle is notoperating properly and must be disassembled forcleaning and/or reconditioning, see your“Stanadyne” dealer.


PN=48


0209023

OUO1089,0000202 –19–07NOV01–1/2

Adjust Fuel Injection Nozzle

X98

11–U

N–2

3AU

G88


RG

1199

7–U

N–1

5NO

V01

RSN Nozzle Adjust

A—Pressure Adjusting ScrewB—Lift Adjusting ScrewC—Spring Chamber CapD—Lift Adjusting Screw Lock NutE—Pressure Adjusting Screw Lock NutF—Spring Seat

CAUTION: Nozzle tip should always be directedaway from operator. Fuel from spray orificescan penetrate clothing and skin causing seriouspersonal injury. Enclosing nozzle in a glassbeaker is recommended.

Before applying pressure to nozzle tester, besure all connections are tight, and fittings arenot damaged. Fluid escaping from a very smallhole can be almost invisible. Use a piece ofcardboard or wood, rather than hands, tosearch for suspected leaks.

If ANY fluid is injected into the skin, it must besurgically removed within a few hours by adoctor familiar with this type injury or gangrenemay result.

1. Unscrew spring chamber cap (C) using JDG1521Spring Chamber Cap Wrench.

2. Loosen and remove lift adjusting screw lock nut (D).

3. Loosen pressure adjusting screw lock nut (E) usingJDG1515-2 Special Wrench.

4. Connect nozzle to tester, then adjust opening pressureto specifications by turning the pressure adjustingscrew (A). Use JDG1522 Pressure Adjusting ScrewTool.

5. Tighten pressure adjusting screw lock nut (E) tospecification, then recheck opening pressure.

6. Carefully screw lift adjusting screw (B) until it bottomson spring seat (F).

7. Unscrew lift adjusting screw with 7/8 turn.

8. Tighten lift adjusting screw lock nut (D) to specification.


PN=49



02090

24

OUO1089,0000202 –19–07NOV01–2/2

9. Recheck opening pressure.

Fuel Injection Nozzle—SpecificationPressure Adjusting Screw LockNut—Torque 10 N•m (7 lb-ft)......................................................................Lift Adjusting Screw Lock Nut—Torque 5 N•m (3.5 lb-ft)..............................................................................

RG,35,JW7586 –19–20NOV97–1/1

Install Seals on Fuel Injection Nozzle

RG

9096

–UN

–27M

AR

98

Fuel Injection Nozzle Seals

A—Carbon Stop Seal InstallerB—Carbon Stop SealC—Seal Washer

IMPORTANT: Each time an injection nozzle isremoved from the cylinder head,replace carbon stop seal (B) with a newone.

1. Position JD258 (JD-258) Nozzle Carbon Stop SealInstaller (A) over nozzle tip.

2. Install a new seal washer (C) onto nozzle body.

3. Position a new carbon stop seal (B) on seal installer.Slide the carbon seal until it seats in its groove onnozzle body.

NOTE: If nozzle is not going to be installed at this time,install a No. 16189 Nozzle Protector Cap overnozzle tip. Plug all other openings in nozzle toprevent contamination.


PN=50


0209025

OUO1080,0000200 –19–16NOV01–1/2

Install Fuel Injection Nozzles

RG

1199

8–U

N–1

9NO

V01

Injection Nozzle in Cylinder Head

IMPORTANT: Before installing injection nozzles, makesure nozzles are clean and free from oilor grease.

NOTE: If nozzle bore in cylinder head must be cleaned,use JDE39 Nozzle Bore Cleaning Tool. SeeREMOVE FUEL INJECTION NOZZLES earlier inthis group.

1. Remove plug (if installed previously) from nozzle borein cylinder head and blow out bore with compressedair.

NOTE: Make sure that the sealing surface of the cylinderhead (on which the seal washer will be resting) issmooth and free of damage or dirt. This couldprevent proper sealing. Dirt and roughness couldalso cause nozzle to be distorted when theattaching screw is tightened, making the valvestick.

2. Install nozzle with spacer and clamps in cylinder headusing a slight twisting motion as nozzle is seated inbore. Illustration shows relationship of parts requiredfor proper installation.

3. Align nozzle clamps and install cap screw. Do nottighten cap screw at this stage.

4. Connect fuel pressure line to nozzle. Leave connectionslightly loose until air is bled from system.

5. Tighten nozzle hold-down clamp cap screws tospecifications.

SpecificationFuel Injection Nozzle Hold-DownClamp Cap Screws—Torque 40 N•m (30 lb-ft)...........................................

6. Install leak-off line assembly.

SpecificationFuel Leak-Off Line Hex Nut—Torque 5 N•m (3.7 lb-ft)

(44 lb-in.)..............................................................................


PN=51



02090

26

OUO1080,0000200 –19–16NOV01–2/2

RG

1199

9–U

N–1

9NO

V01

Nozzle Fuel Pressure Line

7. Bleed air from loose injection line connection. Tightenconnection using two wrenches to the followingspecifications.

SpecificationFuel Injection Nozzle DeliveryLine—Torque 27 N•m (20 lb-ft)...................................................................

See BLEED THE FUEL SYSTEM in this group.

OUO1089,0000203 –19–07NOV01–1/5

Bleed the Fuel System

X98

11–U

N–2

3AU

G88


CAUTION: Escaping fluid under pressure canpenetrate the skin causing serious injury. Avoidhazards by relieving pressure beforedisconnecting hydraulic or other lines. Tightenall connections before applying pressure.Search for leaks with a piece of cardboard.Protect hands and body from high pressurefluids.

If an accident occurs, see a doctor immediately.Any fluid injected into the skin must besurgically removed within a few hours organgrene may result. Doctors unfamiliar withthis type of injury may call the Deere &Company Medical Department in Moline, Illinois,or other knowledgeable medical source.

Any time the fuel system has been opened up for service(lines disconnected or filters removed), it will be necessaryto bleed air from the system.

The fuel system may be bled at one of several locations.On some engine applications it may be necessary toconsult your operator’s manual and choose the bestlocation for your engine/machine application.


PN=52



0209027

OUO1089,0000203 –19–07NOV01–2/5

RG

1180

5–U

N–2

5OC

T01

Final Fuel Filter Bleed Vent Screw

A—Bleed Vent Screw

1. Loosen the air bleed vent screw (A) two full turns byhand on fuel filter base.

OUO1089,0000203 –19–07NOV01–3/5

RG

1180

6–U

N–2

5OC

T01

Fuel Supply Pump Primer LeverB—Primer Lever

2. Operate fuel supply pump prime lever (B) or primerbutton on fuel filter base (if equipped).

3. Tighten bleed plug securely; continue operating primeruntil pumping action is not felt.

4. Start engine and check for leaks.

If engine will not start, it may be necessary to bleed airfrom fuel system at fuel injection pump or injectionnozzles as explained next.



PN=53


02090

28

OUO1089,0000203 –19–07NOV01–4/5

RG

1180

7–U

N–2

5OC

T01

Fuel Injection Pump Return Line

A—Fuel Return Line

At Fuel Injection Pump

1. Loosen fuel return line (A) at fuel injection pump.

2. Operate fuel supply pump primer lever or primer buttonon fuel filter base (if equipped).

3. As soon as fuel flow is free from air bubbles, tightenfuel return line to specifications. Primer lever isspring-loaded and will return to normal position.

SpecificationFuel Injection Pump ReturnLine—Torque 27 N•m (20 lb-ft)...................................................................

OUO1089,0000203 –19–07NOV01–5/5

RG

1180

8–U

N–2

5OC

T01


At Fuel Injection Nozzles

1. Place throttle lever in half-throttle position.

IMPORTANT: Always use a backup wrench whenloosening or tightening fuel lines atnozzles and/or injection pump to avoiddamage.

2. Using two open-end wrenches, loosen two fuel lineconnections at injection nozzles.

3. Crank engine over with starter motor for 15 seconds(but do not start engine) until fuel without any airbubbles flows out of loosened connection. Retightenconnection to specifications.

SpecificationFuel Injection Nozzle DeliveryLines—Torque 27 N•m (20 lb-ft).................................................................

4. Repeat procedure for remaining injection nozzles (ifnecessary) until all air has been removed from fuelsystem.

If engine still will not start, see your authorized servicingdealer or engine distributor.


PN=54

Group 110Electrical Engine Control Repair and Adjustment

021101

OUO1080,0000201 –19–16NOV01–1/1

Engine Control Unit (ECU)

RG

1200

6–U

N–1

5NO

V01


IMPORTANT: DO NOT pressure wash the EngineControl Unit (ECU).

Before welding on engines with ECU,protect the ECU from high-currentdamage as follows:

1. Disconnect ECU-to-vehicle frameground connection.

2. Disconnect all other connectors fromECU. Also disconnect moduleconnector at injector pump.

3. Connect welder ground close towelding point and make sure ECUand other electrical components arenot in the ground path.

NOTE: For diagnosis and testing of the electronic enginecontrol and sensors, refer to Group 150.

IMPORTANT: DO NOT OPEN ENGINE CONTROLUNIT.

NOTE: The sealed ECU assembly is the systemcomponent LEAST likely to fail. Ensure that it isisolated and identified as the defective componentbefore replacing. See operation and test manualfor proper troubleshooting procedures.

The ECU is not repairable. If it is found to be defective,replace it as a unit. Provide the 13-digit engine serialnumber when ordering a new ECU.

IMPORTANT: If an ECU is not programmed identicallywith the original (failed) ECU,misleading diagnostic messages, poorperformance, or engine damage canoccur.


PN=55

Electrical Engine Control Repair and Adjustment

02110

2

OUO1080,0000202 –19–16NOV01–1/1

Remove and Install Engine CoolantTemperature Sensor

RG

1200

9–U

N–1

6NO

V01

Engine Coolant Temperature Sensor

A—Engine Coolant Temperature Sensor

1. Disconnect engine coolant temperature sensor wiringconnector and remove sensor.

2. Coat sensor O-ring with JDT405 High TemperatureGrease and install sensor in thermostat housing.Tighten to specifications.

SpecificationEngine Coolant TemperatureSensor—Torque 15 N•m (11 lb-ft)..............................................................

3. Install sensor wiring connector.

RG40854,000014A –19–11FEB02–1/1

Remove and Install Loss of CoolantTemperature Sensor

RG

1076

6–U

N–2

6MA

Y00

Loss of Coolant Temperature (Rear of Cylinder Head)

A—Loss of Coolant Temperature Sensor

1. Disconnect loss of coolant temperature sensor wiringconnector and remove sensor.

2. Coat sensor O-ring with JDT405 High TemperatureGrease and install sensor in the rear of the cylinderhead. Tighten to specifications.

SpecificationLoss of Coolant TemperatureSensor—Torque 35 N•m (26 lb-ft)..............................................................



PN=56


021103

OUO1080,0000203 –19–16NOV01–1/1

Replace Crankshaft Position Sensor

RG

1201

1–U

N–1

6NO

V01

Crankshaft Position Sensor

A—Crankshaft Position Sensor

1. Disconnect sensor wiring connector.

2. Using a deep well socket, remove crankshaft positionsensor (A).

3. Replace sensor and O-ring in timing gear cover.Tighten sensor to specifications.

SpecificationCrankshaft Position Sensor—Torque 14 N•m (10 lb-ft).............................................................................


OUO1080,0000204 –19–16NOV01–1/1

Remove and Install Oil Pressure Sensor

RG

1055

0–U

N–0

2DE

C99

Oil Pressure Sensor

1. Disconnect oil pressure sensor wiring connector(shown disconnected) and remove sensor from cylinderblock.

2. Coat threads of sensor with LOCTITE 592 PipeSealant with TEFLON. Install sensor in oil coolerhousing and tighten to specifications.

SpecificationOil Pressure Sensor—Torque 15 N•m (11 lb-ft).........................................


LOCTITE is a registered trademark of Loctite Corp.TEFLON is a registered trademark of Du Pont Co.


PN=57


02110

4

OUO1080,00001F5 –19–09NOV01–1/1

Remove and Install Manifold Air TemperatureSensor

RG

1201

3–U

N–1

6NO

V01

Manifold Air Temperature Sensor

A—Manifold Air Temperature Sensor

1. Disconnect air temperature sensor wiring connectorand remove sensor (A) from air intake line.

2. Replace O-ring and install sensor in air intake line.Tighten sensor to specifications.

SpecificationManifold Air TemperatureSensor—Torque 10 N•m (7 lb-ft)................................................................


OUO1080,00001F6 –19–12NOV01–1/1

Remove and Install Fuel Temperature Sensor

RG

1201

4–U

N–1

6NO

V01

Fuel Temperature Sensor

A— Fuel Temperature Sensor

1. Disconnect fuel temperature sensor wiring connectorand remove sensor (A) from fuel injection pump.

2. Replace O-ring and install sensor into fuel injectionpump and tighten to specifications.

SpecificationFuel Temperature Sensor—Torque 13—18 N•m (10—13 lb-ft)..............................................................



PN=58


021105

OUO1080,00001F7 –19–12NOV01–1/1

Remove and Install Fuel Heater

RG

1201

6–U

N–1

6NO

V01

Fuel Heater

1. Disconnect fuel heater wiring connector and removeheater from filter base.

2. Replace O-ring and install fuel heater in primary fuelfilter inlet port to specifications.

SpecificationFuel Heater—Torque 9 N•m (7 lb-ft)...........................................................

3. Install heater wiring connector.


PN=59


02110

6

RG,RG34710,1328 –19–23OCT97–1/1

Connectors

Connectors are devices that provide for assembly anddisassembly of systems. Connectors should always beserviced using tools designed for that type of connector. Agood crimp is important to mechanical and electricalsoundness. Repaired connectors should be physicallytested by pulling to be sure the contact is firmly attachedto the conductor.

IMPORTANT: If for some reason the connectors arenot connected, such as when the fuelinjection pump is removed, it isimportant to protect the connectorsfrom debris.

Refer to the procedures which follow for repair of varioustypes of connectors.

RG,RG34710,1335 –19–23OCT97–1/1

Use Electrical Insulating Compound

Apply AT66865 Compound directly to the terminalsbetween the wire seal and connector body. This providesa moisture barrier, especially in wet and humid conditions.


PN=60


021107

RG,RG34710,1329 –19–23OCT97–1/1

Using High-Pressure Washer

T66

42E

J–U

N–1

8OC

T88

Using High-Pressure Washer

IMPORTANT: Reduce pressure when directingpressurized water at electronic orelectrical components and connectorsas this may cause the components tomalfunction. Always reduce pressure,and spray at a 45 to 90 degree angle.


PN=61


02110

8

AG,OUOD008,296 –19–06MAR02–1/4

Repair WEATHERPACK Connector

TS

0128

–UN

–23A

UG

88

1. Disconnect WEATHERPACK connector. Remove thetie bands and tape.

2. Open the secondary lock on the back of the connector.

3. Identify wire color/number to the connector cavity.Make sure each wire goes back to the correct cavitylocation.

4. Insert JDG364 Extraction Tool1 over terminal contact inconnector body. Extraction tool needs to be fullyseated to unlock terminal tangs from the connectorbody. When tool is seated, gently pull the wire from theback of the connector. If the wire(s) or terminal(s) arebeing repaired, go to step 5. If the wires and terminalsare OK and only the connector is being replaced, go tostep 9.

5. Using JDG145 Universal Electrical Pliers2, cut off wiredirectly behind the terminal seal crimp. If any part ofthe seal is still on the wire, dispose of it.

6. Using JDG145 Universal Electrical Pliers2, strip 6 mm(1/4 in.) insulation from end of wire.

WEATHERPACK is a trademark of Packard Electric

1 Included in JT07195B Electrical Repair Kit

2Included in JDG155 Electrical Repair Tool Kit



PN=62


021109

AG,OUOD008,296 –19–06MAR02–2/4

TS

0136

–UN

–23A

UG

88

7. Select correct size of seal. Slide the seal over the wireinsulation with the smaller diameter side facing the endof the wire. Small diameter side of seal should line upwith the outer edge of the insulation.

IMPORTANT: The seal must fit snug over the cableinsulation without a gap between thecable seal and the insulation.

NOTE: Cable seals are color coded for three sizes ofwire:

• Green - 18—20 Gauge Wire• Gray - 14—16 Gauge Wire• Blue - 10—12 Gauge Wire

AG,OUOD008,296 –19–06MAR02–3/4

TS

1623

–UN

–02N

OV

94

8. Select correct size terminal on wire and crimp inposition with a W-type crimp using a JDG783WEATHER PACK Crimping Tool.

NOTE: Terminals have numbered identification for twosizes of wire:

• #15 - 14—16 Gauge Wire• #19 - 18—20 Gauge Wire

WEATHER PACK is a trademark of Packard Electric Continued on next page


PN=63


02110

10

AG,OUOD008,296 –19–06MAR02–4/4

TS

0130

–UN

–23A

UG

88T

S01

39–U

N–0

2DE

C88

A—SleeveB—Pin

9. Insert terminal into connector. Terminal should clickwhen it is fully seated. Make sure the wire is insertedinto the correct connector cavity.

IMPORTANT: Terminal tangs must be carefully spreadto ensure good seating on connectorbody. If terminal is being reused in anew connector, make sure tangs arespread.

NOTE: Connector bodies are “keyed” for correctterminals. Be sure terminals are correctly aligned.

Correct terminal installation for sleeve (A) and pin(B) is illustrated.

10. Gently pull on wire to insure that the terminal islocked in position.

11. Repair or transfer remaining wires.

12. Close the secondary lock on the back of theconnector.

13. Retape wires and add the required tie bands to theharness.


PN=64


0211011

AG,OUOD008,297 –19–06MAR02–1/1

Remove Blade Terminals from ConnectorBody

RW

4218

–UN

–23A

UG

88

A—Locking TangB—Original Position

NOTE: Use JDG776 Extraction Tool with 56, 280, and630 Series METRI-PACK terminals. Use JDG777Extraction Tool with 150 Series METRI-PACKterminals.

1. Insert JDG776 or JDG777 Terminal Extraction Tool1

into connector body pushing the terminal locking tanginward.

2. Gently pull wire and remove terminal from connector.

3. Adjust the locking tang on the terminal to it’s originalposition before installing into a connector.

1Included in JT07195B Electrical Repair Kit


PN=65


02110

12

AG,OUOD008,298 –19–06MAR02–1/2

Repair (Pull Type) METRI-PACK Connectors

RG

1223

1A–U

N–1

3MA

R02

RG

1223

2A–U

N–1

3MA

R02

RW

1693

5A–U

N–0

5AU

G98

A—ConnectorB—Connector SealC—JDG777 Terminal Extraction ToolD—Terminal Locking TangE—Terminal

1. Disconnect the METRI-PACK connector (A) from theECU.

2. Remove tie bands and tape from the wiring harnessbehind the connector.


4. Using JDG776 Terminal Extraction Tool (C)1, carefullyremove the connector seal (B) from the back of theconnector.

IMPORTANT: Make sure no damage to the sealoccurs or water and contaminants willcorrode terminals.

NOTE: Extraction tool must be used from the back of theconnector.

5. Using JDG776 Terminal Extraction Tool (C), angle thetip so it slides along the top edge of the connector.Make sure the extraction tool is centered in theconnector cavity and push the tool in until resistance isfelt.

6. With extraction tool inserted into the connector, gentlyrotate tool clockwise and counter-clockwise (no morethan 1/8 turn each direction) to depress the terminallocking tang (D).

7. Remove extraction tool from back of connector.

8. Push wire until terminal has extracted from the front ofthe connector. If terminal does not extract, repeat steps4-6.

METRI-PACK is a trademark of Delphi Packard Electric Systems

1 Included JT07195B Electrical Repair Kit


PN=66



0211013

AG,OUOD008,298 –19–06MAR02–2/2

RG

1223

4A–U

N–1

3MA

R02

RG

1223

3A–U

N–1

3MA

R02

RW

1693

5A–U

N–0

5AU

G98

D—Terminal Locking TangE—Correct Terminal OrientationF—WireG—JDG783 Terminal Crimping ToolH—JDG707 Terminal Crimping Tool

9. Using JDG145 Universal Electrical Pliers1, cut off wiredirectly behind the terminal.

IMPORTANT: Save as much wire as possible. If only acouple of wires are shorter than therest, all of the strain will be placed onthem. Damage to the harness mayoccur.


11. If wire has been removed from the connector, makesure the wire is fed through the connector (F) and inthe correct cavity.

12. Using either JDG783 (G) or JDG707 (H) CrimpingPliers, crimp a new terminal on the wire.

13. Make sure terminal locking tang (D) on new terminalis in outward position. Pull wire back into connectorcavity until terminal locks.

NOTE: Terminal will seat only one way. If terminal doesnot pull into the connector body socket, check forcorrect terminal alignment (E).

14. Push on the wire to make sure terminal is locked intothe connector.

15. Slide the connector seal back into the connector.Make sure seal is in it’s origional position.

16. Retape the wires and add the required tie bands tothe harness.



PN=67


02110

14

AG,OUOD008,299 –19–06MAR02–1/3

Repair (Push Type) METRI-PACKConnectors

RW

7713

7–U

N–0

8DE

C98

TS

0136

–UN

–23A

UG

88

A—Connector Secondary LockB—Extraction ToolC—Connector Body SocketD—Terminal

1. Disconnect the METRI-PACK connector. Remove thetie bands and tape.

2. Remove secondary lock (A).


4. Insert JDG776 or JDG777 Terminal Extraction Tool1

(B) into connector cavity (C) pushing the terminallocking tab inward.

NOTE: Use JDG776 Extraction Tool with 56, 280, and630 Series METRI-PACK terminals. Use JDG777Extraction Tool with 150 Series METRI-PACKterminals.

5. Remove extraction tool and pull wire from the back ofthe connector.

6. Using JDG145 Universal Electrical Pliers2, cut off wiredirectly behind the terminal.

7. Using JDG145 Universal Electrical Pliers2 strip 6 mm(1/4 in.) insulation from end of wire.

8. Select correct size of seal. Slide the seal over the wireinsulation with the smaller diameter side facing the endof the wire. Small diameter side of seal should line upwith the outer edge of the insulation.

METRI-PACK is a trademark of Delphi Packard Electric Systems

1Included in JT07195B Electrical Repair Kit




PN=68


0211015

AG,OUOD008,299 –19–06MAR02–2/3

IMPORTANT: The seal must fit snug over the cableinsulation, without a gap between thecable seal and the insulation.

NOTE: Cable seals are color coded for three sizes ofwire:

• Green - 18—20 Gauge Wire• Gray - 14—16 Gauge Wire• Blue - 10—12 Gauge Wire

9. Select correct size contact for wire.



PN=69


02110

16

AG,OUOD008,299 –19–06MAR02–3/3

RW

7713

9–U

N–0

7DE

C98

RW

7713

8A–U

N–1

5MA

R02

RW

7714

0A–U

N–1

5MA

R02

A—ContactB—ToolC—Cable SealD—Terminal Locking Tang

10. Crimp contact (A) on wire with a “W” type crimp usingJDG865 Crimping Tool (B).

11. Crimp cable seal (C) on contact using JDG865Crimping Tool (B).

12. Make sure locking tang (D) on the new terminal is inthe outward position.

13. Push terminal into the correct connector cavity untilterminal locks.

14. Gently pull on wire to verify terminal is locked into theconnector.

15. Place the secondary lock back on the connector.



PN=70


0211017

AG,OUOD008,304 –19–03NOV99–1/4

Repair DEUTSCH Connectors

RW

7714

2–U

N–0

7DE

C98

A—Handle

1. Disconnect the Deutsch connector. Remove the tiebands and tape.


3. Select correct size extractor tool for size of wire to beremoved:

• JDG361 Extractor Tool - 12—14 Gauge Wire1

• JDG362 Extractor Tool - 16—18 Gauge Wire1

• JDG363 Extractor Tool - 20 Gauge Wire2

• JDG785 Extractor Tool - 6-8 Gauge Wire3

4. Start inserting the wire into the handle end (A) of thecorrect size extraction tool.

5. Slide extraction tool rearward along wire until tool tipsnaps onto wire.

IMPORTANT: DO NOT twist tool when inserting inconnector.

6. Slide extraction tool along wire into connector bodyuntil tool is positioned over terminal contact.

7. Pull wire from connector body using extraction tool.

8. Using JDG145 Universal Electrical Pliers4 cut off wiredirectly behind the terminal.


DEUTSCH is a trademark of Deutsch Company

1Included in JT07195B Electrical Repair Tool Kit and JDG359 DEUTSCHElectrical Repair Kit

2Included in JDG359 DEUTSCH Electrical Repair Kit

3Included in JT07195B Electrical Repair Tool Kit



PN=71



02110

18

AG,OUOD008,304 –19–03NOV99–2/4

TS

117

–UN

–23A

UG

88A—SelectorB—Lock NutC—Adjusting Screw

10. Adjust selector (A) on JDG360 Crimping Tool1 forcorrect wire size .

11. Loosen lock nut (B) and turn adjusting screw (C) inuntil screw stops.

1Included in JDG359 Electrical Repair Kit

AG,OUOD008,304 –19–03NOV99–3/4

TS

0134

–UN

–23A

UG

88

A—TerminalB—CoverC—Lock NutD—Adjusting Screw

12. Insert terminal (A) and turn adjusting screw (D) untilterminal is flush with cover (B).

IMPORTANT: Select correct size terminal to fitconnector body.

13. Tighten lock nut (C).



PN=72


0211019

AG,OUOD008,304 –19–03NOV99–4/4T

S11

8–U

N–2

3AU

G88

TS

0135

–UN

–23A

UG

88R

W77

141

–UN

–07D

EC

98

14. Insert wire in terminal and crimp until handle contactsstop.

IMPORTANT: Terminal must remain centered betweenindenters while crimping.

15. Release handle and remove terminal.

16. Inspect terminals to ensure all wires are in crimpedbarrel.

IMPORTANT: If all wire strands are not crimped intoterminal, cut off wire at terminal andrepeat terminal installation procedures.

NOTE: Readjust crimping tool for each crimpingprocedure.

17. Push terminal straight into correct connector cavityuntil positive stop is felt.

IMPORTANT: Install terminal in correct connectorcavity using correct size grommet.

18. Gently pull on wire to verify terminal is locked into theconnector.

19. Transfer remaining wires to correct cavity in newconnector.



PN=73


02110

20

DPSG,OUO1004,2867 –19–06MAR02–1/2

Repair AMP Connector

RG

1074

2–U

N–3

1MA

Y00

Using AMP Crimping Tool

A—Locator Assembly C—Wire E—Crimping Slot G—Insulation BarrelB—Locator D—Crimping Slot F—Terminal H—Wire Barrel

1. Disconnect AMP connector. Remove the tie bandsand tape.

2. Identify wire color/number to the connector cavity.Make sure the each wire goes back into the correctcavity location.

3. Press JDG1369 Terminal Extraction Tool into faceof connector and remove wire and terminal fromback of connector.

NOTE: Verify wire stripping length and crimp heightbefore using AMP crimping tool. Seeinstructions provided with tool.

4. Strip new wire to length indicated in toolinstructions. Do not nick or cut wire strands.

5. Hold JDG708 AMP Crimping Tool so that the back(wire side) is facing you. Squeeze tool handlestogether and allow them to open fully.

NOTE: See instructions provided with tool todetermine which crimping slot (D or E) to use.

6. Holding the terminal (F) by the mating end, insertthe insulation barrel (G) first, through the front ofthe tool and into the appropriate crimp slot (D or E).

IMPORTANT: Make sure that both sides of theinsulation barrel (G) are startedevenly into the crimping section. DoNOT attempt to crimp an improperlypositioned terminal.

7. Position the terminal so that the open “U” of thewire and insulation barrels (H and G) face the topof the tool. Place the terminal up into the nest sothat the movable locator (B) drops into the slot inthe terminal as shown. Butt the front end of the wirebarrel (H) against the movable locator.

8. Hold the terminal (F) in position and squeeze thetool handles together until ratchet engagessufficiently to hold the terminal in position. DO NOTdeform insulation barrel or wire barrel.

9. Insert stripped wire (C) into terminal insulation andwire barrels until it is butted against the wire stop.


PN=74



0211021

DPSG,OUO1004,2867 –19–06MAR02–2/2

T11

2335

E–U

N–1

5MA

R02

A—Wire and TerminalB—Locator

10. Hold the wire and terminal (A) in place. Squeeze toolhandles together until ratchet releases. Allow toolhandles to open and remove crimped terminal.

NOTE: The crimped terminal may stick in the crimpingarea. It can be easily removed by pushingdownward on the top of the locator (B).

11. Install wire in correct connector cavity.



PN=75


02110

22


PN=76

Section 03Theory of Operation

Contents

Page

Group 130—Electronic Fuel System OperationAbout this Group . . . . . . . . . . . . . . . . . . . . . . .03-130-1 03Fuel System Operation . . . . . . . . . . . . . . . . . .03-130-2Fuel Supply Pump Operation . . . . . . . . . . . . .03-130-4Final Fuel Filter Operation. . . . . . . . . . . . . . . .03-130-5Fuel Injection Pump Operation . . . . . . . . . . . .03-130-6Fuel Injection Nozzle Operation. . . . . . . . . . . .03-130-8

Group 140—Electronic Control System OperationAbout This Group . . . . . . . . . . . . . . . . . . . . . .03-140-1Electronic Control System Terminology . . . . . .03-140-2Electronic Control System Operation. . . . . . . .03-140-3Monitoring Engine Parameters . . . . . . . . . . . .03-140-3Electronic Control System Overview . . . . . . . .03-140-4Measuring Temperature . . . . . . . . . . . . . . . . .03-140-5Measuring Pressure . . . . . . . . . . . . . . . . . . . .03-140-7Measuring Throttle Position. . . . . . . . . . . . . . .03-140-8Measuring Engine Speed . . . . . . . . . . . . . . . .03-140-9Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . .03-140-9Engine Control Unit (ECU) . . . . . . . . . . . . . .03-140-10Controller Area Network (CAN) . . . . . . . . . . .03-140-11Cruise Control Operation. . . . . . . . . . . . . . . .03-140-12Intake Air Heater Operation. . . . . . . . . . . . . .03-140-12Engine Protection . . . . . . . . . . . . . . . . . . . . .03-140-13Derate Programs. . . . . . . . . . . . . . . . . . . . . .03-140-13Multiple Torque Curve Selection . . . . . . . . . .03-140-14Governor Droop Mode Selection . . . . . . . . . .03-140-14Engine Control Unit (ECU) Self-Diagnosis. . .03-140-15


PN=1

Contents

03


PN=2

Group 130Electronic Fuel System Operation

031301RG40854,000001C –19–03DEC01–1/1

About this Group

In this group, the fuel system information is described inthe following categories:

• Fuel System Operation• Fuel Supply Pump Operation• Final Fuel Filter Operation• Fuel Injection Pump Operation• Fuel Injection Nozzle Operation


PN=79

Electronic Fuel System Operation

03130

2

RG40854,000001D –19–03DEC01–1/2

Fuel System Operation

RG

1195

7–U

N–2

1DE

C01

A—Fuel Tank E—Fuel Injection Pump H—Fuel Leak-off Line K—Injection Pump PressureB—Prefilter F—Overflow Valve I—Tank Pressure Fuel FuelC—Fuel Supply Pump G—Fuel Injection Nozzle J—Supply Pump PressureD—Final Fuel Filter Fuel

The fuel supply pump (C) draws fuel from the tank (A)by pressurizing the fuel. Once the fuel is pressurized inthe fuel supply pump, it travels through the final fuelfilter (D) to the fuel injection pump (E). On some

applications, fuel is routed through a prefilter (B) priorto the fuel supply pump. A water bowl can be includedwith either the prefilter or final fuel filters. Typically, thewater bowl is located at the first filter in the system.


PN=80



031303RG40854,000001D –19–03DEC01–2/2

The fuel injection pump raises the required fuelpressure for injection. This high pressure fuel is routedthrough the delivery (pressure) lines to the fuelinjection nozzles (G). If there is excess fuel in theinjection pump, it is released through an overflow valve(F) and returned to tank through the fuel leak-off line(H).

Once the pressure of the fuel inside the injectionnozzle (G) overcomes the nozzle valve, fuel is forced

otu a small orifice in the nozzle tip. This allows for fuelto atomize as it enters the combustion chamber.Excess fuel from the nozzles is routed through the fuelreturn leak-off line and returns to the fuel tank. Onsome applications, the fuel goes through a fuel coolerbefore returning to the fuel tank.


PN=81


03130

4

RG40854,0000110 –19–16JAN02–1/1

Fuel Supply Pump Operation

RG

9119

–UN

–17A

PR

98

A—Fuel OutletB—Outlet Check ValveC—Inlet Check ValveD—Fuel InletE—Return SpringF—RodG—LeverH—Hand Primer LeverI—Diaphragm

The Sofabex fuel supply pump uses an eccentric lobe onthe engine camshaft to operate the lever (G) on supplypump to pressurize fuel system.

Fuel flows from the fuel tank at gravity pressure to theinlet side (D) of the diaphragm-type pump.

As the lever (G) rides on the high side of the camshaftlobe, the rod (F) pulls diaphragm (I) down. Suctionpressure opens the inlet check valve (C) and fuel is drawninto the pump.

As the camshaft lobe rotates to the low side, the returnspring (E) forces the diaphragm (I) upward. The resultingfuel pressure closes the inlet check valve (C) and opensthe outlet check valve (B), delivering fuel through theoutlet (A) to the injection pump.

A hand primer lever (H) is provided for manually forcingfuel through the system to bleed air from the fuel filter,lines, etc.


PN=82


031305

RG40854,0000111 –19–16JAN02–1/1

Final Fuel Filter Operation

RG

9090

–UN

–27M

AR

98

A—Bleed ScrewB—Fuel OutletC—Fuel InletD—Filter ElementE—Drain PlugF—Primer Pump

Fuel enters the filter at inlet (C), flows through filterelement (D) and exits through outlet (B) to the fuelinjection pump. The 5 micron filter element is housed in asediment bowl attached to the base with a threadedretaining ring.

Since water and contaminants settle at the bottom of thesediment bowl, a drain plug (E) is provided. On someoptions, a water bowl is attached to the bottom of thesediment bowl.

Air in the system can be expelled through the air ventwhen bleed screw (A) is loosened. Optional priming pump(F) draws fuel from the fuel tank to fill the filter bowl whenthe filter element is changed. The priming pump alsosupplies fuel from the filter to the injection pump.


PN=83


03130

6

RG40854,0000112 –19–16JAN02–1/2

Fuel Injection Pump Operation

RG

1195

8–U

N–2

0DE

C01

A—Fuel Inlet Fitting D—Cam Ring G—Pump Control Valve J—Fuel Return Fitting/HousingB—Heavy Duty Driveshaft E—Discharge Fitting H—Distributor Rotor Pressure RegulatorC—Transfer Pump F—Fuel Control Solenoid I—Fuel Temperature Sensor

NOTE: The above illustration has been reprinted withpermission from Stanadyne AutomotiveCorporation.

The main components of the Stanadyne DE10 fuelinjection pump are the driveshaft (B), the transferpump (C), cam ring (D) and shoes, distributor rotor(H), pump control valve (G), and fuel control solenoid(F). The crankshaft of the engine drives the driveshaftof the pump using gears between the two components.The rotation of the driveshaft moves the transfer pump,cam shoes and rollers, and distributor shaft since all ofthese components are engaged.

The fuel transfer pump (inside the injection pump)draws fuel from the final filter through the fuel inletfitting (A). With each revolution, it pressurizes fuelbetween 0—1100 kPa (0—11 bar) (0—160 psi)depending on the rotational speed of the pump. Once

the fuel has been pressurized by the transfer pump, itcan travel to three locations: inside the plungers of thecam ring (D), into the injection pump housing cavaties,and recirculated back to the fuel inlet passage.

When the pump control valve is open, it allows thetransfer pump pressurized fuel to enter the highpressure chamber. The Engine Control Unit (ECU)energizes the fuel control solenoid which causes thepump control valve to close. When the pump controlvalve is closed, the plungers in the high pressurechamber create injection pressure because they areforced inward by the rotation of the cam ring. Highpressure fuel is forced through the discharge fittings tothe injection nozzles. When the fuel control solenoid isdeenergized, the pump control valve opens. The fuel inthe high pressure chamber is spilled out of the highpressure chamber into the transfer pump fuel.


PN=84



031307RG40854,0000112 –19–16JAN02–2/2

Some of the transfer pump pressure fuel is releasedthrough a port that contains a vent wire into injectionpump housing cavaties. The purpose of housingpressure fuel is to keep the injection pumpcomponents cooled and lubricated. The amount of fuelthat is released into the housing is determined by thesize of the vent wire. The pressure of the housing iscontrolled by the fuel return fitting/pressure regulator(J). If the pressure exceeds the regulator, it will returnfuel to the fuel tank. The ECU monitors the fuel

temperature of the housing through a fuel temperaturesensor (I). For more information on the fueltemperature sensor, see MEASURINGTEMPERATURE in Group 140 of this Section.

The remaining transfer pump pressure fuel travelsthrough a transfer pump regulating valve. This allowsfor fuel to return to injection pump inlet pressure. Itcirculates the fuel back through the transfer pump.


PN=85


03130

8

RG40854,0000020 –19–03DEC01–1/1

Fuel Injection Nozzle Operation

RG

1195

9–U

N–1

2FE

B02

A—Spray tipB—Carbon stop sealC—Nozzle valveD—Nozzle bodyE—Seal washerF—Connection for injection lineG—Nozzle valve guideH—Union nutI—Spring seatJ—Adjustable pressure springK—Lift adjusting screwL—Lock nut for pressure adjusting screwM—T-fittingN—Lock nut for lift adjusting screwO—Pressure adjusting screwP—Location clampQ—NippleR—Filter screenS—Fuel pressure lineT—Cap

The nozzle spray tip (A) forms an integral unit with nozzlebody (D) from which it cannot be separated. The injectionnozzle is secured in the cylinder head by threesuperimposed spring clamps which press on a locationclamp and a cap screw. The contact pressure is limited bya spacer ring. The nozzle is sealed in the cylinder head atits lower end with a carbon stop seal (B). The top end issealed with seal washer (D). Clamp (P) ensures correctposition of the complete fuel injection nozzle in thecylinder head. The leak-off line is connected by T-fitting(M), which is fitted on the nozzle body and secured a capwith O-ring seal (T).

The fuel injection nozzle works basically in the same wayas a normal spray type nozzle. Its opening pressure isadjusted by the pressure adjusting screw (O). The lift ofnozzle valve (C) is adjusted by screw (K) located inpressure adjusting screw.

The carbon stop seal (B) prevents carbon from collectingaround nozzle in cylinder head. The fuel injection nozzleshave four orifices.


PN=86

Group 140Electronic Control System Operation

031401

RG40854,0000021 –19–03DEC01–1/1

About This Group

In this group, the electronic control system is described inthe following categories:

• Electronic Control System Terminology• Electronic Control System Operation• Monitoring Engine Parameters• Electronic Control System• Measuring Temperature

– ECT (Engine Coolant Temperature) Sensor– MAT (Manifold Air Temperature) Sensor– Loss of Coolant Temperature Sensor– Fuel Temperature Sensor

• Measuring Pressure– Oil Pressure Sensor

• Measuring Throttle Position• Measuring Engine Speed

– Crank Position Sensor• Engine Control Unit (ECU)• Controller Area Network (CAN)• Cruise Control Operation• Intake Air Heater Operation• Engine Protection• Derate Programs• Multiple Torque Curves Selection• Governor Droop Mode Selection• Engine Control Unit (ECU) Self Diagnosis


PN=87

Electronic Control System Operation

03140

2

RG40854,0000023 –19–03DEC01–1/2

Electronic Control System Terminology

Actuator A device controlled by the (ECU) to perform a certain function.

Analog Signal which has a continuous range of possible voltages. Usually 0 to 5 volt or 0 to 12 volt signals.

Boost Air charge pressure in the intake manifold.

CAN Controller Area Network. The electronic pathway network on vehicles that allows communication betweencontrollers.

DTC Diagnostic Trouble Code. A code which is stored in the ECU’s memory when the ECU detects a problem in theelectronic control system.

DST Diagnostic Scan Tool. This is a diagnostic software that is used to read engine parameters, check DTCs, and runspecial tests. The DST consists of an Windows (’95, ’98, 2000) or NT compatible computer and a hardware kitavailable from John Deere Distribution Service Center (DSC): JDIS121 - ECU Communication Hardware Kit. Thesoftware is available to download from your John Deere home page.

Digital A signal which consists of only two-volt levels — usually 0 volts and +5 volts.

ECT Engine Coolant Temperature (sensor). Measures the temperature of the engine coolant. See MEASURINGTEMPERATURE later in this Group for details.

ECU Engine Control Unit. The computer which controls the fuel, air, and ignition systems on the engine. See ENGINECONTROL UNIT (ECU) later in this Group for details.

FMI Failure Mode Identifier. The second part of a two-part code that identifies control system trouble codes accordingto the SAE J1939 standard. The FMI identifies the type of failure that has occurred. The first half of the code isthe Suspect Parameter Number (SPN).

J1587/J1708 The Society of Automotive Engineers (SAE) standard for the electronic components of heavy duty vehicles. J1587is the software standard. J1708 is the hardware standard.

MAT Manifold Air Temperature (sensor). Measures the temperature of the air in the intake manifold. See MEASURINGTEMPERATURE later in this Group for details.

PDM Parallel Data Module. Device used as part of the DST that allows communication with the ECU.

PROM Programmable, Read-Only Memory. The computer chip which contains the calibration information for the enginecontrol system. See ENGINE CONTROL UNIT (ECU) later in this Group for details.

PWM Pulse Width Modulation. A digital signal (not analog) which consists of a pulse generated at a fixed frequency.When an actuator is controlled by a PWM signal, the on time of the signal is increased or decreased (modulated)to increase or decrease the output of the actuator.

RAM Random Access Memory. The portion of computer memory within the ECU which changes as the engine isrunning and is stored while the engine is off. See ENGINE CONTROL UNIT (ECU) later in this Group for details.

SAE Society of Automotive Engineers. Working with society to promote vehicle safety and maintenance and energyresource conservation.

Sensor Device used by the ECU to monitor various engine parameters.

SPN Suspect Parameter Number. The first half of a two-part code that identifies control system fault codes accordingto the SAE J1939 Standard. The SPN identifies the system or component that has the failure. The second half ofthe code is the Failure Mode Identifier (FMI).


PN=88



RG40854,0000023 –19–03DEC01–2/2

VBAT Battery voltage or unswitched voltage.

VSW Switched voltage

031403

RG40854,0000022 –19–03DEC01–1/1


Engine Starting Mode

When the key is turned to the “ON” position, aswitched power voltage is sent to the ElectronicControl Unit (ECU). This energizes the ECU andallows it to “boot-up” and ready itself for engine start.

NOTE: If a wiring problem prevents the key ON signalfrom getting to the ECU, the engine will notstart.

As soon as the ECU receives an input from thecrankshaft position sensor that the engine is cranking,it will move the pump control valve to the “pressure”position, which will allow injection pressure to bedeveloped. The fuel is delivered to all of the cylinders.To provide cold temperature enrichment, the amount offuel injected is based on the temperature measured by

the Engine Coolant Temperature (ECT) sensor. At thispoint, the engine will start and the ECU will go into therunning mode.

Engine Running Mode

In the running mode, the ECU monitors informationfrom the various sensors, then determines theoptimum amount of fuel to inject and the optimuminjection timing in order to allow the engine to develophigh power while maintaining low exhaust emissionoutput. The ECU controls fuel delivery by energizingand de-engergizing the pump control valve solenoid.When the ECU energizes the solenoid, the pumpcontrol valve closes and injection begins. When thecorrect amount of fuel has been injected, the ECUde-energizes the solenoid, causing the pump controlvalve to open, and fuel injection to stop.

RG40854,0000026 –19–03DEC01–1/1

Monitoring Engine Parameters

In order for the electronic control system to deliver fuelaccording to a given set of operating conditions, thefollowing parameters are monitored by the ECU:

• Engine Coolant Temperature (ECT)• Loss of Coolant Temperature• Manifold Air Temperature (MAT)• Oil Pressure• Fuel Temperature• Throttle Position• Crankshaft Position Sensor


PN=89


03140

4

RG40854,0000024 –19–03DEC01–1/1

Electronic Control System Overview

RG

1196

0–U

N–1

8DE

C01

A—Oil Pressure Sensor D—Crank Position Sensor G—Manifold Air Temperature H—Loss of CoolantB—Pump Control Solenoid E—Fuel Temperature Sensor (MAT) Sensor Temperature SensorC—Engine Control Unit (ECU) F—ECT Sensor

NOTE: Some of the components shown are optionaland not used on all applications.

The electronic control system serves as an enginegovernor by controlling the pump control valve througha solenoid so that fuel is delivered according to agiven set of engine conditions, in precise amounts, andat a precise time in relation to piston position. In order

to achieve this, the engine control system peforms thefollowing funtions:

• Constantly monitors engine operating conditions• Delivery an optimum amount of fuel for operating

conditions• Provides multiple control modes• Performs self-diagnosis


PN=90


031405

RG40854,0000025 –19–03DEC01–1/5

Measuring Temperature

RG

1181

9–U

N–1

7AU

G01

The Engine Coolant Temperature (ECT) sensor, Loss ofCoolant Temperature sensor, Manifold Air Temperature(MAT) sensor, and Fuel Temperature sensor arethermistors (temperature sensitive variable resistors). Thesensors’ resistance goes down as the temperature that itis exposed to goes up (negative temperature coefficient).Higher temperatures result in lower voltages and lowertemperatures result in higher voltages. The Engine ControlUnit (ECU) sends 5 volts to the sensor, monitors thevoltage drop across the sensor, and compares the voltagedrop to preprogrammed values in the ECU’s memory inorder to determine temperature. In addition to temperaturesensors, some applications use temperature switches.The loss of coolant temperature switch is an example.Temperature switches close when a specific temperatureis reached.

RG40854,0000025 –19–03DEC01–2/5

RG

1196

3–U

N–2

9JA

N02

A—ECT Sensor

Engine Coolant Temperature (ECT) Sensor

On most applications, the Engine Coolant Temperature(ECT) sensor is located in the thermostat housing (A). Onother applications, it may be located at the rear of thecylinder head.

The ECU monitors coolant temperature for:

• Engine protection purposes. For more information onengine protection and derate programs see, ENGINEPROTECTION or DERATE PROGRAMS later in thisGroup.

• Starting fuel quantity determination — The ECU willadjust the amount of fuel delivered during start-upbased on initial ECT readings.

• Idle speed determination — In order to speed enginewarm-up, the ECU will increase idle speed after start-upif a low coolant temperature is measured.


PN=91



03140

6

RG40854,0000025 –19–03DEC01–3/5

RG

1076

6–U

N–2

6MA

Y00

A—Loss of Coolant Temperature Sensor

Loss of Coolant Temperature Sensor

The Loss of Coolant Temperature sensor is located in therear of the cylinder head (A) on some applications usingthis engine.

The ECU monitors loss of coolant temperature for engineprotection purposes. For more information on engineprotection and derate programs see, ENGINEPROTECTION or DERATE PROGRAMS later in thisGroup.

RG40854,0000025 –19–03DEC01–4/5

RG

1196

4–U

N–2

9JA

N02

A—MAT Sensor

Manifold Air Temperature (MAT) Sensor

The Manifold Air Temperature (MAT) sensor is located inthe cross over tube (A) or in the intake manifold. The MATsensor measures intake air temperature to help the ECUcalculate the correct fueling and for cold starting. TheECU also monitors manifold air temperature for engineprotection purposes. For more information on engineprotection and derate programs, see ENGINEPROTECTION or DERATE PROGRAMS later in thisGroup. This sensor is optional and is not included on allapplications.



PN=92


031407

RG40854,0000025 –19–03DEC01–5/5

RG

1196

2–U

N–2

9JA

N02

A—Fuel Temperature Sensor


The fuel temperature sensor (A) is located on top of theinjection pump. It measures the temperature of the fuel inthe injection pump that is going through the overflowvalve. The temperature is used to help the ECU tocalculate the correct amount of fueling rENGINEPROTECTION or DERATE PROGRAMS laster in thisGroup.

RG40854,0000027 –19–03DEC01–1/2

Measuring Pressure

RG

1182

0–U

N–1

7AU

G01

The system’s pressure sensors are 3 wire variableresistors. As the pressure changes, sensor resistancechanges. The ECU sends a 5 volt reference voltage to thesensor, monitors the voltage returning on the sensorsignal wire, and compares the voltage drop topreprogrammed values in the ECU’s memory to determinepressure. In addition to pressure sensors, someapplications use pressure switches. Pressure switchesclose when a specific pressure is reached.



PN=93


03140

8

RG40854,0000027 –19–03DEC01–2/2

RG

1196

1–U

N–2

9JA

N02

A—Oil Pressure Sensor

Oil Pressure Sensor

The oil pressure sensor is an optional sensor located inthe main engine galley (A). The ECU monitors oilpressure for engine protection purposes. For moreinformation on engine protection and derate programssee, ENGINE PROTECTION or DERATE PROGRAMSlater in this Group.

RG40854,0000031 –19–05DEC01–1/1

Measuring Throttle Position

The 4.5 L and 6.8 L engines have the option of operatingwith a analog throttle position sensor output signal or CANthrottle. On some applications, multiple throttles are used.

Analog Throttle

An analog throttle signal comes from a potentiometer-typesensor. The ECU converts the voltage returning from thepotentiometer into a percent of full throttle signal.

Multi-State Throttle

The multi-state throttle is used when a few fixed enginespeeds are desired.

CAN Throttle

CAN throttle is information sent to the ECU by anothercontroller over CAN of the desired throttle position.

Excavator Throttle

The Excavator uses an analog throttle signal that comefrom a potentiometer-type sensor. The throttle informationis sent to the ECU by the Pump and Valve controller. TheECU must convert the voltage into percent throttle.


PN=94


031409

RG40854,0000028 –19–03DEC01–1/1

Measuring Engine Speed

RG

1196

5–U

N–2

9JA

N02

A—Crank Position Sensor

Crank Position Sensor

The crank position sensor operates by detecting notcheson their respective timing wheels. When a notch on thetiming wheel is directly under the sensor, a voltage signalis induced. The ECU monitors this voltage signal todetermine the position of the timing wheel. The sensor islocated on the front of the crankshaft, behind thepressed-on crank gear.

The crank position sensor (A) is located on the front of thecrankshaft. It is an inductive type pickup sensor thatdetects teeth on the crank timing wheel. The ECU usesthe crank position input to determine engine speed.

RG40854,0000115 –19–24JAN02–1/1

Pump Solenoid

A

RG

1196

6–U

N–2

9JA

N02

A—Pump Solenoid Connector

Located on the end of the injection pump, the pumpsolenoid (A) controls the movement of the pump controlvalve. This controls the quantity of fuel delivered to theengine. When the Engine Control Unit (ECU) supplies nocurrent to the solenoid, the valve does not move. Thus,the injection pump delivers no fuel. When the ECUsupplies current to the solenoid, the pump control valvecloses off the high injection chamber. This allows fuel tobe delivered from the injection pump. The quantity of fuelis determined by various sensors in the control systemand messages sent to the ECU.


PN=95


03140

10

RG40854,0000029 –19–03DEC01–1/2


ECU Connector

F3F2F1

G1

H1J1

K1

G2

H2J2

K2

G3

H3J3

K3

A3A2A1

B1

C1D1

E1

B2

C2D2

E2

B3

C3

D3

E3

RG

1196

7–1

9–19

DE

C01

The Engine Control Unit (ECU) is the “brains” of theElectronic Control System. The ECU is aself-contained unit containing electronic circuitry andcomputer software which together perform thefollowing functions:

• Converts the electrical signals from the varioussensors into digital signals

• Makes decisions of optimum fuel quantity and timingbased on information from various sensors

• Limits maximum fuel for operation on multiple powercurves

• Controls pump control valve solenoid for desired fueldelivery

• Provides all-speed governing• Performs self diagnosis on the control system• Stores trouble codes in memory

The ECU is composed of the following subsystems:

Analog/Digital Converters

This portion of the ECU converts the analog voltagesignals from the various sensors into digital signalsthat the central processing unit can “understand”.

Central Processing Unit (CPU)

The central processing unit performs the mathematicalcomputations and logical functions that are necessaryin controlling injection fuel quantity and injection timing.The CPU controls the pump control solenoid fordesired fuel quantity and timing. It also controls theself diagnostic system.


PN=96



0314011

RG40854,0000029 –19–03DEC01–2/2

Memory

The ECU contains 3 different types of memory:

— Random Access Memory - RAM

The RAM is like the working desk top of the ECU.Data from the various sensors and the results ofvarious calculations are temporarily stored in RAM.Information in RAM is lost when battery voltage to theECU is removed.

— Read Only Memory - ROM

The ROM contains programmed information.Information in ROM can only be read, not changed.ROM information is retained when battery voltage isremoved.

— Electrical Erasable Programmable Read OnlyMemory - EEPROM

The EEPROM contains information programmed in atthe factory including engine specific data, andapplication data. Information in the EEPROM isretained when battery voltage is removed.

RG40854,000002A –19–03DEC01–1/1

Controller Area Network (CAN)

Controller Area Network (CAN) is used to allowcommunication between other controllers on the engine orvehicle and for connecting to diagnostic software. All ofthe controllers that are required to communicate over CANare connected together using wires forming a bus. J1939is an SAE standard that utilizes CAN.

Just about any type of information can be communicatedover the CAN Bus. This information includes partnumbers, serial numbers, engine speed, fan speed, etc.The engine also uses CAN to talk to other vehiclecontrollers. Depending on the application, information likethrottle position, application requested derates and orengine protection, displaying diagnostic fault codes onvehicle displays, etc. CAN also allows diagnostic softwarelike the Diagnostic Scan Tool (DST) and SERVICEADVISOR to communicate with our engine controller. Allof the information viewed through the software istransferred via the CAN Bus.

SERVICE ADVISOR is a trademark of Deere & Company


PN=97


03140

12

RG40854,000002B –19–03DEC01–1/1

Cruise Control Operation

The ECU is available with and without the cruisecontrol function. It is an off-road cruise control thatmaintains constant engine speed under varying loadconditions. This function is especially intended for fieldapplications where an operator faces the need to turnthe vehicle around at the end of each row. This cruisecontrol allows the driver to use the throttle and/orbrake to turn the vehicle around. When ready toresume field operations, the operator brings the enginespeed above 1300 rpm and activates theCancel/Resume function again to resume cruisespeed. An internal timer gives the operator one minuteto complete the turnaround maneuver.

The cruise control has the normal functions of:

• Cruise control power “ON” or “OFF”• “Set” or “Bump Up” engine speed• “Resume” or “Bump Down” engine speed• Vehicle brake or clutch pedal to disengage cruise

control

On 12 volt ECUs, the engine speed can be set fromtwo different locations. The primary location wouldnormally be in the cab of the vehicle and is used to seta constant engine speed while the vehicle is beingdriven. The secondary cruise control is normally usedin a location that provides PTO speed control and isused with the engine in “neutral” or out of gear. Bothlocations have the normal cruise control functions.

RG40854,000002C –19–03DEC01–1/1

Intake Air Heater Operation

An optional function not included in all ECUs, theintake air heater is used to increase intake manifold airtemperature to improve cold starting. When theoperator turns the key from “OFF” to “ON”, the ECUuses the fuel temperature sensor to determine enginetemperature and ambient air temperature, turns on the“Air Heater Indicator” light on the dash, and energizesthe air heater relay.

The air heater relay will in turn energize the air heatercoils located in the intake manifold. The ECU will keepthe air heater relay energized for an amount of timethat is determined by the measured temperatures.When the ECU has determined that the preheat time is

adequate, it will turn off the “Air Heater Indicator” lightand de-energize the air heater relay. If the operatorturns the ignition from “ON” to “START” at this time,the engine will crank and start.

If the operator turns the key from “START” to “ON”without waiting for the “Air Heater Indicator” light toturn off, the ECU will de-energize the air heater relayand a key-off/key-on cycle is required beforepreheating is allowed again.

Anytime the engine cranks but does not start, akey-off/key-on cycle will be required before preheatingis allowed again.


PN=98


0314013

RG40854,000002D –19–04DEC01–1/1

Engine Protection

Engine protection is necessary to prevent damage toan engine. There are three different engine protectionprograms available in Engine Control Units (ECUs):

• No Protection — The ECU does not have thesoftware to derate or shut the engine down. It is theresponsibility of the operator to react to warninglight(s) on their application. Derating or shutting theengine down may be necessary depending on theDiagnostic Trouble Code (DTC) that is set. Refer tothe operator’s manual to identify this information fora given application.

• Engine Protection WITHOUT Shutdown — TheECU has the capability to derate an engine. It is theresponsibility of the operator to react to warninglight(s) on their application to identify if it isnecessary to shut the engine down. Refer to theoperator’s manual to retrieve this information for agiven application.

• Engine Protection with Shutdown— The ECU willderate the engine for given DTCs. If a DTC that

requires shutdown is set, the ECU will severelyderate the engine and shut the engine down in 30seconds. If the problem is corrected within the 30second delay period, the power will increase at aparticular rate until full power is reached.

Shutdown Override Feature

NOTE: Holding the shutdown override switchcontinuously “ON” will not reset the 30 secondtimer.

The engine protection shutdowns can be overriddenfor 30 seconds at a time. This can be used to move avehicle to a safe location. Each time the switch ispushed, the shutdown timer is reset to 30 seconds,and the engine will run in a derated power mode. SeeAPPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual for engine protectionfeatures on different sensors on your application.

RG40854,000002F –19–04DEC01–1/1

Derate Programs

The Electronic Control Unit (ECU) will derate theamount of fuel that is delivered to the engine whensensor inputs exceed normal operating ranges. ADiagnostic Trouble Code (DTC) always accompanies a

fuel derate. See APPLICATION SPECIFICATIONS inSection 06, Group 210 of this manual for sensorderate specifications on your application.


PN=99


03140

14

RG40854,000002E –19–04DEC01–1/1

Multiple Torque Curve Selection

RG

8552

–19–

18S

EP

98

The ECU has the ability to limit the maximum fuel quantitysuch that multiple torque curves can be individuallyselected while the engine is running. The selection ofmultiple torque curves is determined by either switchinputs into the ECU’s torque curve select terminal, or bymessages from other controllers on the machine’sController Area Network (CAN). In most applications, onetorque curve is used for “normal” operation. Several otherderated torque curves will be used to protect vehicleaxles, hitches, and transmissions, etc. under certainoperating conditions.

For example: a machine can choose multiple torquecurves using simple switching arrangement. A simpleon/off toggle switch and resistor can be used to switchbetween torque curve 1 (maximum power), and any of theother torque curves. When the switch is open, the ECUwill command torque curve 1. When the switch is closed,the ECU will command one of the other curves dependingon the resistance in the line. See APPLICATIONSPECIFICATIONS in Section 06, Group 210 of thismanual and refer to the corresponding torque curveselection for your application.

RG40854,0000030 –19–04DEC01–1/1

Governor Droop Mode Selection

The electronic control system provides all-speedgoverning. The Engine Control Unit (ECU) controls theengine speed based on the analog throttle input.

The ECU also has the ability to provide normal andisochronous (0%) droop. The normal droop gives adrop in engine speed with an increase in load or anincrease in engine speed with a decrease in load.When in isochronous, the droop is set at 0%, and

there is a no change in engine speed with changingloads until engine’s torque limit is reached. The factorylow idle speed is always set for isochronous governing.Droop selection can be determined by engine speed,load, and cruise control depending on the application.See APPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual and refer to thecorresponding governor droop mode for yourapplication.


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0314015

RG,RG34710,1540 –19–30SEP97–1/2

Engine Control Unit (ECU) Self-Diagnosis

The Engine Control Unit (ECU) has the ability to detectproblems internally and in the electronic controlsystem. This includes determining if any sensor inputvoltages are too high or too low. If the ECU detects aproblem with the electronic control system, aDiagnostic Trouble Code (DTC) specific to the failedsystem will be stored in the ECU’s memory.

There are two types of DTCs:

• Active• Stored

Active DTCs indicate that the failure is occurring.These type of failures are sometimes called “hard”failures.

Stored DTCs indicate that a failure has occurred in thepast, but is not currently occurring. This type of DTCcan be caused by an “intermittent” failure. These couldbe problems such as a bad connection or a wireintermittently shorting to ground.

There are several different methods for displaying bothstored and active DTCs from the ECU.

NOTE: If the Diagnostic Scan Tool (DST) or SERVICEADVISOR is used to read a sensor voltageand calculated value, and there is an activeDTC for that sensor, the calculated value forthat sensor will be the “limp home” value andthe voltage will be the actual sensor voltage.Use the voltage during diagnostics unlessotherwise directed by a diagnostic chart.

There are several different methods of displaying bothstored and active DTCs from the ECU.

SPN/FMI CODES

SPN/FMI codes are written from the SAE J1939standard as a two part code. The first part is called the

Suspect Parameter Number (SPN). Typically, itcontains between 2 and 4 digits. The SPN identifiesthe system or the component that has the failure; forexample SPN 110 indicates a failure in the enginecoolant temperature circuit. The second part of thecode is called the Failure Mode Identifier (FMI) code.The FMI contains 2 digits. The FMI identifies the typeof failure that has occurred; for example FMI 3indicates value above normal. In order to determinethe exact failure, both the SPN and FMI are required.Combining SPN 110 with FMI 3 yields engine coolanttemperature input voltage high. To find out the equ

On all applications with the Level 12 Engine ControlUnit (ECU), the ECU transmits SPN/FMI codes overthe Controller Area Network (CAN). This allows forservice tools such as the DST, SERVICE ADVISOR,and the Diagnostic Gauge to display active and storedDTCs. In CTM 331, the diagnostic procedures aretitled by SPN/FMI codes.

2-DIGIT CODES

Some applications do not display engine codes as anSPN/FMI. In most of these cases, the code isdisplayed as a 2-digit code. An example of a 2-digitcode is 18 for engine coolant temperature inputvoltage high. If used on an application with multiplecontrollers, ECU may be displayed in front of thenumbers, such as ECU 018. A 2-digit code may beseen on SERVICE ADVISOR, the on-board display,or when the code is blinked for various reasons. In thismanual, it will be necessary to convert these codes tothe SPN/FMI code in order to follow the correctdiagnostic procedure. See LISTING OF DIAGNOSTICTROUBLE CODES (DTCS) ON ECU in Group 160 ofthis manual.

OTHER CODES



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If codes are not displayed as SPN/FMI or as 2-digitcodes, there may be another format that theapplication is using. For example on someapplications, the code F455 is displayed for enginecoolant temperature input voltage high. This may beseen on some applications within SERVICEADVISOR. In this manual, it is necessary to convertthis format of code into an SPN/FMI code to ensurethat the correct diagnostic procedure is followed. SeeLISTING OF DIAGNOSTIC TROUBLE CODES(DTCS) ON ECU

WARNING LAMP

On some applications, there is a warning lamp that isused when a code becomes active. Typically, a solid

light indicates that the ECU is taking extrememeasures to protect the engine, and a blinking lightindicates that the ECU has detected a fault and engineperformance may be affected. Refer to Operator’sManual for a given application for more detailedinformation.

CLEARING STORED DTCS

Stored DTCs can be cleared through the DiagnosticScan Tool (DST) or SERVICE ADVISOR. Refer tothe vehicle machine manual or see CLEARINGSTORED DTCS ON DIAGNOSTIC GAUGE in Group160 later in this manual to determine how to clear thecode reader.



PN=102

Section 04Diagnostics

Contents

Page Page

Group 150—Observable Diagnostics and Tests Level 12 ECU - D1 - ECU Does NotAbout This Group of the Manual . . . . . . . . . . .04-150-1 Communicate with DST or SERVICELevel 12 ECU - E1 - Engine Cranks/Won’t ADVISOR Diagnostic Procedure . . . . . . .04-150-33

Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-2 Level 12 ECU - D2 - Diagnostic GaugeLevel 12 ECU - E1 - Engine Cranks/Won’t Does Not Communicate With ECU . . . . . .04-150-36

Start Diagnostic Procedure . . . . . . . . . . . . .04-150-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-37Level 12 ECU - E2 - Engine Misfires/Runs Level 12 ECU - D2 - Diagnostic Gauge Does 04

Irregularly. . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-7 Not Communicate With ECU DiagnosticLevel 12 ECU - E2 - Engine Misfires/Runs Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-150-37

Irregularly Diagnostic Procedure . . . . . . . . .04-150-7 Level 12 ECU - A1 - Intake Air HeaterLevel 12 ECU - E3 - Engine Does Not Check . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-42

Develop Full Power . . . . . . . . . . . . . . . . . .04-150-11 Level 12 ECU - A1 - Intake Air Heater CheckLevel 12 ECU - E3 - Engine Does Not - Continued . . . . . . . . . . . . . . . . . . . . . . . .04-150-43

Develop Full Power Diagnostic Level 12 ECU - A1 - Intake Air Heater CheckProcedure . . . . . . . . . . . . . . . . . . . . . . . . .04-150-11 Diagnostic Procedure. . . . . . . . . . . . . . . . .04-150-44

Level 12 ECU - E4 - Engine Emits Check Fuel Supply Quality . . . . . . . . . . . . . .04-150-47Excessive White Exhaust Smoke. . . . . . . .04-150-16 Test for Fuel Drain Back . . . . . . . . . . . . . . . .04-150-48

Level 12 ECU - E4 - Engine Emits Test for Air in Fuel . . . . . . . . . . . . . . . . . . . .04-150-49Excessive White Exhaust Smoke Diagnostic Check Fuel Supply Pressure . . . . . . . . . . . . .04-150-50Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-150-16 Bench Test Fuel Supply Pump . . . . . . . . . . .04-150-51

Level 12 ECU - E5 - Engine Emits Bleed the Fuel System . . . . . . . . . . . . . . . . .04-150-53Excessive Black Or Gray Smoke . . . . . . . .04-150-19 Test for Cylinder Misfire (Engine

Level 12 ECU - E5 - Engine Emits Running) . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-56Excessive Black Or Gray Smoke DiagnosticProcedure . . . . . . . . . . . . . . . . . . . . . . . . .04-150-19 Group 160—Trouble Code Diagnostics and Tests

Level 12 ECU - E6 - Engine Will Not About this Group of the Manual. . . . . . . . . . . .04-160-1Crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-22 Electrical Concepts . . . . . . . . . . . . . . . . . . . . .04-160-1

Level 12 ECU - E7 - Engine Idles Poorly . . .04-150-22 Using a Digital Multimeter . . . . . . . . . . . . . . . .04-160-2Level 12 ECU - E8 - Abnormal Engine Electrical Circuit Malfunctions . . . . . . . . . . . . .04-160-2

Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-23 Troubleshooting Circuit Malfunctions . . . . . . . .04-160-5Level 12 ECU - E9 - Analog Throttle (B) Engine Configuration Data Parameters on

Does Not Respond . . . . . . . . . . . . . . . . . .04-150-25 Diagnostic Gauge . . . . . . . . . . . . . . . . . . .04-160-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-26 Viewing Active DTCs on Diagnostic

Level 12 ECU - F1 - Fuel Supply System Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-12Check Diagnostic Procedure . . . . . . . . . . .04-150-26 Viewing Stored DTCs on Diagnostic

Level 12 ECU - F2 - Excessive Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-12Consumption . . . . . . . . . . . . . . . . . . . . . . .04-150-29 Clearing Stored DTCs on Diagnostic

Level 12 ECU - F3 - Fuel in Oil. . . . . . . . . . .04-150-29 Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-13Level 12 ECU - F5 - Fuel Injection Nozzle Connecting to Diagnostic Scan Tool (DST) or

Check . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-30 SERVICE ADVISOR . . . . . . . . . . . . . . . .04-160-14Level 12 ECU - D1 - ECU Does Not Blinking DTCs . . . . . . . . . . . . . . . . . . . . . . . .04-160-15

Communicate With DST or SERVICE Data Parameter Description . . . . . . . . . . . . .04-160-16ADVISOR . . . . . . . . . . . . . . . . . . . . . . . .04-150-32 Engine Test Instructions - Excavator

Level 12 ECU - D1 - ECU Does Not Torque Curve Change Test . . . . . . . . . . . .04-160-19Communicate With DST or SERVICE

Continued on next pageADVISOR - Continued . . . . . . . . . . . . . .04-150-33


PN=1

Contents

Page Page

Diagnostic Trouble Codes (DTCs) . . . . . . . . .04-160-20 Level 12 ECU - T13 - Excavator ThrottleGround Voltage High . . . . . . . . . . . . . . . . .04-160-66Listing of Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-67on ECU . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-22

Level 12 ECU - T13 - Excavator ThrottleDiagnostic Procedure . . . . . . . . . . . . . . . . . .04-160-27Ground Voltage High DiagnosticIntermittent Fault Diagnostics . . . . . . . . . . . .04-160-28Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-67Listing of Throttle Codes . . . . . . . . . . . . . . . .04-160-29

Level 12 ECU - T14 - Excavator ThrottleLevel 12 ECU - T1 - Multi-state ThrottleGround Voltage Low . . . . . . . . . . . . . . . . .04-160-70Input High . . . . . . . . . . . . . . . . . . . . . . . . .04-160-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-31

Level 12 ECU - T14 - Excavator ThrottleLevel 12 ECU - T1 - Multi-State ThrottleGround Voltage Low DiagnosticInput High Diagnostic Procedure . . . . . . . .04-160-31Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-71Level 12 ECU - T2 - Multi-state Throttle

Level 12 ECU - T15 - Excavator ThrottleInput Low. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-34Input Voltage High . . . . . . . . . . . . . . . . . . .04-160-74. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-35

Level 12 ECU - T15 - Excavator ThrottleLevel 12 ECU - T2 - Multi-State ThrottleInput Voltage High - Continued . . . . . . . . .04-160-75Input Low Diagnostic Procedure . . . . . . . .04-160-35

Level 12 ECU - T15 - Excavator Throttle

04

Level 12 ECU - T3 - Analog Throttle (A)Input Voltage High DiagnosticInput High . . . . . . . . . . . . . . . . . . . . . . . . .04-160-38Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-39

Level 12 ECU - T16 - Excavator ThrottleLevel 12 ECU - T3 - Analog Throttle (A)Input Voltage Low . . . . . . . . . . . . . . . . . . .04-160-78Input High Diagnostic Procedure . . . . . . . .04-160-39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-79Level 12 ECU - T4 - Analog Throttle (A)

Level 12 ECU - T16 - Excavator ThrottleInput Low. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-42Input Voltage Low Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-43Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-79Level 12 ECU - T4 - Analog Throttle (A)

Level 12 ECU - T19 - Throttle Not CalibratedInput Low Diagnostic Procedure . . . . . . . .04-160-43Properly . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-81Level 12 ECU - T5 - Analog Throttle (B)

Level 12 ECU - T20 - Throttle InputInput High . . . . . . . . . . . . . . . . . . . . . . . . .04-160-46Voltage Below Lower Calibration Limit . . . .04-160-82. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-47

Level 12 ECU - T21 - Throttle CalibrationLevel 12 ECU - T5 - Analog Throttle (B)

Aborted . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-83Input High Diagnostic Procedure . . . . . . . .04-160-47

Level 12 ECU - T22 - Analog Throttle (A)Level 12 ECU - T6 - Analog Throttle (B)

Input Voltage Out of Range . . . . . . . . . . . .04-160-84Input Low. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-50 Level 12 ECU - T23 - Multi-state Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-51 Input Voltage Out of Range . . . . . . . . . . . .04-160-85

Level 12 ECU - T6 - Analog Throttle (B) Level 12 ECU - DTC SPN 28, 29, 91 FMIInput Low Diagnostic Procedure . . . . . . . .04-160-51 3, 4, 7, 9, 10, 13, 14 . . . . . . . . . . . . . . . . .04-160-86

Level 12 ECU - T7 - CAN Throttle Invalid . . .04-160-54 Level 12 ECU - DTC SPN 100 FMI 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-55 Engine Oil Pressure Extremely Low. . . . . .04-160-88

Level 12 ECU - T7 - CAN Throttle Invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-90Diagnostic Procedure. . . . . . . . . . . . . . . . .04-160-55 Level 12 ECU - DTC SPN 100 FMI 1 Engine

Level 12 ECU - T11 - Excavator Throttle Oil Pressure Extremely Low DiagnosticReference Voltage High. . . . . . . . . . . . . . .04-160-58 Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-59 Level 12 ECU - DTC SPN 100 FMI 3

Level 12 ECU - T11 - Excavator Throttle Engine Oil Pressure Input Voltage High. . .04-160-92Reference Voltage High Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-93Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-59 Level 12 ECU - DTC SPN 100 FMI 3 Engine

Level 12 ECU - T12 - Excavator Throttle Oil Pressure Input Voltage High DiagnosticReference Voltage Low . . . . . . . . . . . . . . .04-160-62 Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-63 Level 12 ECU - DTC SPN 100 FMI 4

Level 12 ECU - T12 - Excavator Throttle Engine Oil Pressure Input Voltage Low . . .04-160-96Reference Voltage Low Diagnostic

Continued on next pageProcedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-63


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Contents

Page Page

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-98 Level 12 ECU - DTC SPN 110 FMI 15Engine Coolant Temperature High LeastLevel 12 ECU - DTC SPN 100 FMI 4 EngineSevere . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-124Oil Pressure Input Voltage Low Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-125Procedure . . . . . . . . . . . . . . . . . . . . . . . . .04-160-98

Level 12 ECU - DTC SPN 110 FMI 15Level 12 ECU - DTC SPN 100 FMI 18Engine Coolant Temperature High LeastEngine Oil Pressure Moderately Low . . . .04-160-102Severe Diagnostic Procedure. . . . . . . . . .04-160-125. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-103

Level 12 ECU - DTC SPN 110 FMI 16Level 12 ECU - DTC SPN 100 FMI 18Engine Coolant Temperature High ModeratelyEngine Oil Pressure Moderately Low DiagnosticSevere . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-126Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-103. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-127Level 12 ECU - DTC SPN 105 FMI 3

Level 12 ECU - DTC SPN 110 FMI 16Manifold Air Temperature Input VoltageEngine Coolant Temperature HighHigh. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-104Moderately Severe Diagnostic 04. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-105Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-127Level 12 ECU - DTC SPN 105 FMI 3

Level 12 ECU - DTC SPN 111 FMI 0 LossManifold Air Temperature Input Voltageof Coolant Temperature ExtremelyHigh Diagnostic Procedure . . . . . . . . . . .04-160-105High. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-128Level 12 ECU - DTC SPN 105 FMI 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-129Manifold Air Temperature Input Voltage

Level 12 ECU - DTC SPN 111 FMI 0 Loss ofLow . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-108Coolant Temperature Extremely High Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-109Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-129Level 12 ECU - DTC SPN 105 FMI 4

Level 12 ECU - DTC SPN 111 FMI 3 LossManifold Air Temperature Input Voltageof Coolant Temperature Input VoltageLow Diagnostic Procedure . . . . . . . . . . . .04-160-109High. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-130Level 12 ECU - DTC SPN 105 FMI 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-131Manifold Air Temperature Moderately

Level 12 ECU - DTC SPN 111 FMI 3 Loss ofHigh. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-112Coolant Temperature Input Voltage High Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-113Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-131Level 12 ECU - DTC SPN 105 FMI 16

Level 12 ECU - DTC SPN 111 FMI 4 LossManifold Air Temperature Moderately High

of Coolant Temperature Input VoltageDiagnostic Procedure. . . . . . . . . . . . . . . .04-160-113

Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-134Level 12 ECU - DTC SPN 110 FMI 0

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-135Engine Coolant Temperature High Most Level 12 ECU - DTC SPN 111 FMI 4 Loss ofSevere . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-114 Coolant Temperature Input Voltage Low Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-115 Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-135

Level 12 ECU - DTC SPN 110 FMI 0 Engine Level 12 ECU - DTC SPN 158 FMI 17Coolant Temperature High Most Severe Diagnostic ECU Power Down Error. . . . . . . . . . . . . .04-160-138Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-139

Level 12 ECU - DTC SPN 110 FMI 3 Level 12 ECU - DTC SPN 158 FMI 17Engine Coolant Temperature Input Voltage ECU Power Down Error DiagnosticHigh. . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-116 Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-139. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-117 Level 12 ECU - DTC SPN 174 FMI 3 Fuel

Level 12 ECU - DTC SPN 110 FMI 3 Engine Temperature Input Voltage High . . . . . . .04-160-142Coolant Temperature Input Voltage High Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-143Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-117 Level 12 ECU - DTC SPN 174 FMI 3 Fuel

Level 12 ECU - DTC SPN 110 FMI 4 Temperature Input Voltage High DiagnosticEngine Coolant Temperature Input Voltage Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-143Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-120 Level 12 ECU - DTC SPN 174 FMI 4 Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-121 Temperature Input Voltage Low. . . . . . . .04-160-146

Level 12 ECU - DTC SPN 110 FMI 4 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-147Coolant Temperature Input Voltage Low Diagnostic

Continued on next pageProcedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-121


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Contents

Page Page

Level 12 ECU - DTC SPN 174 FMI 4 Fuel Level 12 ECU - DTC SPN 898 FMI 9Vehicle Speed or Torque MessageTemperature Input Voltage Low DiagnosticInvalid . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-181Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-147

Level 12 ECU - DTC SPN 970 FMI 31Level 12 ECU - DTC SPN 174 FMI 16Auxiliary Engine Shutdown SwitchFuel Temperature Moderately High . . . . .04-160-150Active . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-182. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-151

Level 12 ECU - DTC SPN 971 FMI 31Level 12 ECU - DTC SPN 174 FMI 16 FuelExternal Engine Derate Switch Active . . .04-160-183Temperature Moderately High Diagnostic

Level 12 ECU - DTC SPN 1076 FMI 0Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-151Pump Control Valve Closure TooLevel 12 ECU - DTC SPN 190 FMI 0 EngineLong . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-184Overspeed Extreme. . . . . . . . . . . . . . . . .04-160-154. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-185Level 12 ECU - DTC SPN 190 FMI 16

Level 12 ECU - DTC SPN 1076 FMI 0 PumpEngine Overspeed Moderate . . . . . . . . . .04-160-155Control Valve Closure Too Long DiagnosticLevel 12 ECU - DTC SPN 620 FMI 3Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-185Sensor Supply Voltage High . . . . . . . . . .04-160-156

Level 12 ECU - DTC SPN 1076 FMI 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-157Pump Control Valve Closure Too

04

Level 12 ECU - DTC SPN 620 FMI 3Short . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-188Sensor Supply Voltage High Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-189Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-157

Level 12 ECU - DTC SPN 1076 FMI 1 PumpLevel 12 ECU - DTC SPN 620 FMI 4Control Valve Closure Too Short DiagnosticSensor Supply Voltage Low. . . . . . . . . . .04-160-160Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-189. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-161

Level 12 ECU - DTC SPN 1076 FMI 3Level 12 ECU - DTC SPN 620 FMI 4Pump Solenoid Current High . . . . . . . . . .04-160-192Sensor Supply Voltage Low Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-193Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-161

Level 12 ECU - DTC SPN 1076 FMI 3Level 12 ECU - DTC SPN 627 FMI 4 ECUPump Solenoid Current High DiagnosticUnswitched Power Missing . . . . . . . . . . .04-160-164Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-193. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-165

Level 12 ECU - DTC SPN 1076 FMI 5Level 12 ECU - DTC SPN 627 FMI 4 ECUPump Solenoid Circuit Open . . . . . . . . . .04-160-196

Unswitched Power Missing Diagnostic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-197

Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-165Level 12 ECU - DTC SPN 1076 FMI 5

Level 12 ECU - DTC SPN 629 FMI 13Pump Solenoid Circuit Open Diagnostic

ECU Error . . . . . . . . . . . . . . . . . . . . . . . .04-160-168 Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-197Level 12 ECU - DTC SPN 629 FMI 13 Level 12 ECU - DTC SPN 1076 FMI 6

ECU Error Diagnostic Procedure . . . . . . .04-160-168 Pump Solenoid Circuit SeverelyLevel 12 ECU - DTC SPN 637 FMI 2 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-200

Crank Position Input Noise . . . . . . . . . . .04-160-170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-201. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-171 Level 12 ECU - DTC SPN 1076 FMI 6 Pump

Level 12 ECU - DTC SPN 637 FMI 2 Solenoid Circuit Severely Shorted DiagnosticCrank Position Input Noise Diagnostic Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-201Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-171 Level 12 ECU - DTC SPN 1076 FMI 7

Level 12 ECU - DTC SPN 637 FMI 10 Pump Control Valve Closure NotCrank Position Input Pattern Error . . . . . .04-160-174 Detected . . . . . . . . . . . . . . . . . . . . . . . . .04-160-204. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-175 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-205

Level 12 ECU - DTC SPN 637 FMI 10 Level 12 ECU - DTC SPN 1076 FMI 7 PumpCrank Position Input Pattern Error Diagnostic Control Valve Closure Not Detected DiagnosticProcedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-175 Procedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-205

Level 12 ECU - DTC SPN 639 FMI 13 Level 12 ECU - DTC SPN 1076 FMI 10CAN Error . . . . . . . . . . . . . . . . . . . . . . . .04-160-178 Pump Solenoid Circuit Moderately. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-179 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-208

Level 12 ECU - DTC SPN 639 FMI 13Continued on next pageCAN Error Diagnostic Procedure . . . . . . .04-160-179


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Contents

Page

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-209Level 12 ECU - DTC SPN 1076 FMI 10

Pump Solenoid Circuit Moderately ShortedDiagnostic Procedure. . . . . . . . . . . . . . . .04-160-209

Level 12 ECU - DTC SPN 1079 FMI 3Sensor Supply Voltage High . . . . . . . . . .04-160-212. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-213

Level 12 ECU - DTC SPN 1079 FMI 3Sensor Supply Voltage High DiagnosticProcedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-213

Level 12 ECU - DTC SPN 1079 FMI 4Sensor Supply Voltage Low. . . . . . . . . . .04-160-216. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-217

Level 12 ECU - DTC SPN 1079 FMI 4 04Sensor Supply Voltage Low DiagnosticProcedure . . . . . . . . . . . . . . . . . . . . . . . .04-160-217

Level 12 ECU - DTC SPN 1109 FMI 31Engine Protection Shutdown Warning . . .04-160-220

Level 12 ECU - DTC SPN 1110 FMI 31Engine Protection Shutdown . . . . . . . . . .04-160-221

Level 12 ECU - DTC SPN 1569 FMI 31 FuelDerate . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-222

Level 12 ECU - DTC SPN 2000 FMI 6Internal ECU Failure . . . . . . . . . . . . . . . .04-160-223

Level 12 ECU - DTC SPN 2000 FMI 13Security Violation . . . . . . . . . . . . . . . . . . .04-160-224


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Contents

04


PN=6

Group 150Observable Diagnostics and Tests

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RG40854,0000113 –19–16JAN02–1/1

About This Group of the Manual

This section of the manual contains necessaryinformation for observable diagnostics and fuel-relatedtest procedures. Use this information in conjunctionwith the 4.5 L & 6.8 L Diesel Engines Base EngineManual (CTM 104). Group 150 is divided into twoareas: diagnosing malfunctions and test procedures.The diagnosing malfunctions area is further dividedinto the following headings, containing the followingobservable symptoms:

NOTE: Follow the diagnostic procedure of an active orstored DTC before pursuing any observablediagnostic procedure.

NOTE: To diagnose observable symptoms on engineswith a mechanical fuel system, see 4.5 L & 6.8L Diesel Engines Mechanical Fuel SystemsManual (CTM 207).

• (E) Diagnosing General Engine Malfunctions:– E1 - Engine cranks/won’t start– E2 - Engine misfires/runs irregularly– E3 - Engine does not develop full power– E4 - Engine emits excessive white exhaust smoke– E5 - Engine emits excessive black or gray smoke– E6 - Engine will not crank– E7 - Engine idles poorly– E8 - Abnormal engine noise– E9 - Analog Throttle (B) Does Not Respond

• (F) Diagnosing Fuel System Malfunctions:

– F1 - Fuel supply system check– F2 - Excessive fuel consumption– F3 - Fuel in oil– F5 - Fuel injector nozzle check

• (D) Diagnosing Diagnostic Software Malfunctions:– D1 - ECU does not communicate with DST or

SERVICE ADVISOR– D2 - Diagnostic Gauge Does Not Communicate

With ECU• (A) Diagnosing Intake Air Heater Malfunctions:

– A1 - Intake Air Heater CheckProcedures for diagnosing some of the abovesymptoms are formatted such that a test or repair isrecommended, then based on the results another testor repair is recommended. Other symptoms areformatted in a symptom - problem - solution format. Inthese symptoms, the problems are arranged in themost likely or easiest to check first. Symptomsarranged in both formats refer to testing procedures inthe second part of this section. The second part of thissection manual contains the following testingprocedures:

• Fuel System Testing Procedures:– Check Fuel Supply Quality– Test for Fuel Drain Back– Test for Air in Fuel– Check Fuel Supply Pressure– Bleed the Fuel System– Test For Cylinder Misfire (Engine Running)



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Observable Diagnostics and Tests

RG40854,00000D3 –19–02JAN02–1/1

Level 12 ECU - E1 - Engine Cranks/Won’t Start

NOTE: This procedure applies to engines with JohnDeere Engine Control Units (ECUs). Thisprocedure should be used if engine crankingspeed is OK, but engine will not start or only

starts after prolonged cranking. If engine willnot crank, see E6 - ENGINE WILL NOTCRANK later in this Group.

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– – –1/1

Level 12 ECU - E1 - Engine Cranks/Won’t Start Diagnostic Procedure

– – –1/1

1 E1 - PreliminaryCheck

Before using this diagnostic procedure:

1. Ensure that fuel quality and quantity are OK. See CHECK FUEL SUPPLY QUALITYlater in this Group.

2. Ensure that engine cranking speed is OK. See TEST ENGINE CRANKING SPEEDin Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).

3. Ensure that oil viscosity is correct.

4. Verify air heater operation in cold temperatures

No problems found:GO TO 2

Problem found:Repair and retest

– – –1/1

2 Active DTC Test 1. Connect the DST or SERVICE ADVISOR. For instructions on connecting to theDST or SERVICE ADVISOR, see CONNECTING TO DIAGNOSTIC SCAN TOOL(DST) OR SERVICE ADVISOR in Group 160 later in this manual.

2. Ignition ON, engine OFF

3. Start the ECU Communication Software

4. Crank engine for 15 seconds

5. Read DTCs using DST or SERVICE ADVISOR.

No active DTCs present:GO TO 3

Active DTC(s) present:Diagnose DTCs. If any ofthe DTCs have a SPN637, diagnose them first.

Can not communicatewith ECU:See D1 - ECU DOESNOT COMMUNICATEWITH DST OR SERVICEADVISOR DIAGNOSTICPROCEDURE later in thisGroup.



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3 Crank PositionSensor Indicator Test

1. Start cranking engine

2. Using the DST or SERVICE ADVISOR, read the Crank Position Noise parameterwhile cranking.

NOTE: For an explanation of this parameter, see DATA PARAMETERDESCRIPTION in Group 160.

Crank Position Noiseabove 0:GO TO 4

Crank Position Noise is0:GO TO 5

041503

– – –1/1

4 Vehicle WiringInspection Check

Inspect the vehicle for possible failures that can cause either of the followingconditions:

1. Bad electrical connections

2. Damaged engine speed sensor

3. EMI from improperly installed radio equipment, or other electronic devices

4. Once problem is found, repair and retest.

– – –1/1

5 Fuel Present atInjection NozzlesCheck

Perform following procedure to check for fuel at injection nozzle:

CAUTION: Escaping fluid under pressure can penetrate the skin causingserious injury. Keep hands and body away from pinholes and nozzleswhich could inject fluids under high pressure.

If ANY fluid is injected into the skin, it must be surgically removed withina few hours by a doctor familiar with this type of injury or gangrene mayresult. Doctors unfamiliar with this type of injury may call the Deere andCompany Medical Department in Moline, Illinois, or other knowledgeablemedical source.

1. Using two open-end wrenches, loosen fuel line connection at one of the injectionnozzles.

2. Crank engine while monitoring loosened connection for consistent squirts of fuel.

3. Retighten connection at nozzle to specification.

SpecificationFuel Injection Nozzle Delivery Lines—Torque 27 N•m (20 lb-ft)....................................................................................................

Consistent squirts offuel observed:GO TO 7

Don’t observeconsistent squirts offuel:GO TO 6


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6 Fuel Supply SystemCheck

Check the fuel supply system. See F1 - FUEL SUPPLY SYSTEM CHECKDIAGNOSTIC PROCEDURE later in this Group. Repair problem and retest.

Fuel supply system isOK:GO TO 7

Fuel supply systemproblem found:Repair fuel supply systemproblem and retest.

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4

– – –1/1

7 Intake and ExhaustRestrictions Test

Check for intake and exhaust restrictions. See CHECK FOR INTAKE AND EXHAUSTRESTRICTIONS in Section 04, Group 150 of 4.5 L & 6.8 L Diesel Engines BaseEngine Manual (CTM 104).

All componentsoperating correctly:GO TO 8

Restrictions are found:Repair faulty componentand retest.

– – –1/1

8 Compression Test Check compression pressure. See TEST ENGINE COMPRESSION PRESSURE inSection 04, Group 150 of 4.5L & 6.8L Diesel Engines Base Engine Manual (CTM104).

Compression pressureis within specification:GO TO 9

Compression pressureis not withinspecification:GO TO 10

– – –1/1

9 Fuel Injection NozzlesCheck

Test fuel injection nozzles. See F5 - FUEL INJECTION NOZZLE CHECK later in thisGroup.

Injection nozzles OK:Faulty injection pump.

Faulty injectionnozzle(s) found:Repair or replaceinjection nozzle(s)


PN=108


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10 Piston Ring Check NOTE: DO NOT use too much oil. DO NOT get oil on the valves.

1. Apply oil to ring area of piston through injection nozzle bore. See REMOVE FUELINJECTION NOZZLES in Section 02, Group 090 of this manual.

2. Retest the compression pressure.



041505

– – –1/1

11 Valve Lash Check Check valve lash. See CHECK AND ADJUST VALVE CLEARANCE in Section 02,Group 020 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM104).

Valve lash is withinspecification:GO TO 12

Valve lash on one ormore valves out ofspecification:Adjust valve lash andretest.

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12 Valve Lift Check Check valve lift. See MEASURE VALVE LIFT in Section 02, Group 020 of 4.5 L & 6.8L Diesel Engines Base Engine Manual (CTM104).

Lift on all valves withinspecification:GO TO 13

Valve lift on one ormore valves is out ofspecification: Resetclearance to specificationafter measuring lift. SeeCHECK AND ADJUSTVALVE CLEARANCE inSection 02, Group 020 of4.5 L & 6.8 L DieselEngines Base EngineManual (CTM104).


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13 Pistons, Rings,Cylinder LinersCheck

At this point, the most likely cause of the low engine compression pressure is one ofthe following failures in the pistons, rings, and/or cylinder liners or in the valve guides.Check the most likely items as needed.

• Oil control rings worn or broken• Scored cylinder liners or pistons• Piston ring grooves excessively worn• Piston rings sticking in ring grooves• Insufficient piston ring tension• Piston ring gaps not staggered• Cylinder liners glazed (insufficient load during engine break-in)• Worn valve guides or stems• Cylinder head may need reconditioning

Problem found withpistons, rings, and/orliners or valve guides:Repair problem asnecessary.

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6


PN=110


RG40854,00000D4 –19–02JAN02–1/1

Level 12 ECU - E2 - Engine Misfires/Runs Irregularly

– – –1/1

Level 12 ECU - E2 - Engine Misfires/Runs Irregularly Diagnostic Procedure

041507

– – –1/1


Before using this diagnostic procedure, make the following checks that could cause orbe mistaken as miss/rough running:

1. Check for intake manifold air leaks

2. Check for mechanical problems

3. Check for transmission problems

4. Check engine accessories, such as A/C, cycling on and off

5. Check for electromegnetic interference (EMI) from improperly installed radios, etc.



– – –1/1




4. Ignition ON, engine idling


No active DTCs:GO TO 3

Active DTCs present:Diagnose DTCs. If any ofthe DTCs have a SPN637, diagnose them first


– – –1/1

3 Engine PerformanceTest

1. Ignition ON, engine idling.

2. Observe engine performance.

Not running rough:GO TO 4

Running rough:GO TO 6


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– – –1/1

4 Recreate Conditions Operate engine under conditions where the miss/rough running complaint occurs. Running rough:GO TO 5

Not running rough:No problem found, verifycomplaint and try toreproduce conditions ofmiss/rough runningcomplaint.

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8

– – –1/1

5 Active DTC Test 1. Ignition ON, engine idling

2. Read DTCs

No active DTCs:GO TO 6

Active DTCs present:Diagnose DTCs. If any ofthe DTCs have a SPN637, diagnose them first.

– – –1/1

6 Head Gasket FailureCheck

Check for head gasket joint failures. See CHECK FOR HEAD GASKET FAILURES inSection 04, Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual(CTM104).

No sign of head gasketfailure:GO TO 7

Signs of head gasketfailure found:Replace head gasket andretest.

– – –1/1

7 Cylinder MisfireCheck

Check cylinders for misfire. See TEST FOR CYLINDER MISFIRE (ENGINERUNNING) later in this Group.

Single cylinder misfire:GO TO 8

Random or all cylindermisfire:See F1 - FUEL SUPPLYSYSTEM CHECKDIAGNOSTICPROCEDURE later in thisGroup.


PN=112


– – –1/1

8 CompressionPressure Check

Check compression pressure. See TEST ENGINE COMPRESSION PRESSURESection 04, Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual(CTM104).



041509

– – –1/1

9 Fuel Delivery LineCheck

Perform the following steps to determine if fuel delivery lines are restricted:

1. Disconnect the suspected fuel delivery line on the injection nozzle end and injectionpump end.

2. Force air through one end of the delivery line.

3. If the delivery line is not restricted, the compressed air should flow freely out theother side.

4. If air does not flow freely, there are restrictions in the fuel line.

Lines are not restricted:GO TO 10

Lines are restricted:Repair or replace linesand retest.

– – –1/1

10 Fuel Injection NozzleCheck


Injection nozzles testOK:Faulty injection pump

Faulty injectionnozzle(s) found:Repair or replaceinjection nozzles.

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PN=113


– – –1/1

12 Valve Lash Check Check valve lash. See CHECK AND ADJUST VALVE CLEARANCE in Section 02,Group 020 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM104).

Valve lash is withinspecification:GO TO 13

Valve lash on one ormore valves out ofspecification:Adjust valve lash andretest.

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10

– – –1/1

13 Valve Lift Check Check valve lift. See MEASURE VALVE LIFT in Group 020 in Section 02 of 4.5L &6.8L Diesel Engines Base Engine Manual (CTM104).



– – –1/1






PN=114


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Level 12 ECU - E3 - Engine Does Not Develop Full Power

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Level 12 ECU - E3 - Engine Does Not Develop Full Power Diagnostic Procedure

0415011

– – –1/1


Before using this diagnostic procedure, ensure that:

• There are no problems with transmission• There are no engine mechanical problems• There is not an excessive load on the engine• There is no unbalanced ballast• The air and fuel filters are not restricted or plugged• Fuel quality is OK



– – –1/1






NOTE: On some DTCs, the ECU derates fuel in order to protect the engine.

No DTCs present:GO TO 3

DTCs present:Go to appropriatediagnostic procedure.



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3 Exhaust EmissionTest

1. Operate engine at full load rated speed.

2. Under these conditions, determine type of exhaust emitted.

Small amount or noexhaust smoke:GO TO 4

Heavy white exhaustsmoke:See E4 - ENGINE EMITSEXCESSIVE WHITEEXHAUST SMOKEDIAGNOSTICPROCEDURE later in thisGroup.

Heavy black or grayexhaust smoke:See E5 - ENGINE EMITSEXCESSIVE BLACK orGRAY EXHAUSTSMOKE DIAGNOSTICPROCEDURE later in thisGroup.

– – –1/1

4 Torque CurveSelection Check

The ECU on 4.5L & 6.8L diesel engines has the ability to operate on multiple torquecurves. To check that the engine is operating on the correct torque curve under theoperating conditions where there is a low power complaint:

1. Recreate the conditions of the low power complaint.

2. Read the Torque Curve parameter on the DST or SERVICE ADVISOR.


3. Compare the Torque Curve Parameter to the appropriate torque curve chart. SeeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual andrefer to the corresponding torque curve for your application.

Correct torque curvenumber displayed forcorrespondingoperating conditions:GO TO 5

Incorrect torque curvenumber displayed forcorrespondingoperating conditions:Refer to machine manualto determine componentsthat if faulty could preventthe correct torque curvefrom being selectedORFaulty torque curve selectwiring

– – –1/1

5 Governor DroopMode SelectionCheck

1. Operate engine and attempt to recreate the low power condition.

2. Read the Desired Speed Governor parameter and the Maximum Speed Governorparameter using the DST or SERVICE ADVISOR.


3. Compare governor selection to the appropriate governor mode chart. SeeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual andrefer to the corresponding maximum speed and desired speed governor curves foryour application.

Correct governorselection:GO TO 6

Incorrect governorselection:Refer to machine manualto determine componentsthat if faulty could preventthe correct governor frombeing selectedORFaulty governor selectwiring


PN=116


– – –1/1

6 Throttle Test 1. Operate engine at full load rated speed.

2. Read the Percent Throttle parameter using the DST or SERVICE ADVISOR.


97% or above:GO TO 7

Below 97%:Refer to machine manualand perform the throttlecalibration procedure;then retest.

0415013

– – –1/1

7 Turbocharger BoostPressure Check

Check the Turbo Boost pressure. See MEASURE INTAKE MANIFOLD PRESSURE(TURBOCHARGER BOOST/POWER CHECK) in Section 04, Group 150 of 4.5 L & 6.8L Diesel Engines Base Engine Manual (CTM 104).

Intake manifoldpressure within rangeor above, compared toboost specification:GO TO 8

Intake manifoldpressure below rangecompared to boostspecification:GO TO 9

– – –1/1

8 Fuel Supply SystemCheck with NormalBoost Pressure

Check the fuel supply system. See F1 - FUEL SUPPLY SYSTEM CHECKDIAGNOSTIC PROCEDURE later in this Group.

Fuel supply system isOK:Engine appears to bedelivering full power.Check for vehicleproblems that couldcause an excessive loadon the engine.


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10 Checking PotentialCauses of LowBoost Pressure

Check for the following that can cause reduced boost pressure:

1. Restricted air cleaner

2. Intake air leak

3. Exhaust air leak

4. Restriction in exhaust

5. Faulty turbocharger. See TURBOCHARGER INSPECTION in Section 02, Group080 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).

None of the aboveproblems found:GO TO 11

Problem found:Repair problem andretest.

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– – –1/1

11 Fuel Supply SystemCheck with LowBoost Pressure

Check the fuel supply system. F1 - FUEL SUPPLY SYSTEM CHECK DIAGNOSTICPROCEDURE later in this Group.

Fuel supply system isOK:GO TO 12


– – –1/1

12 Fuel InjectionNozzles Test


Injection nozzles testOK:Faulty injection pumpORFaulty ECU

Faulty injectionnozzle(s) found:Repair or replace faultyinjection nozzles.

– – –1/1







PN=118


– – –1/1

14 Valve Lash Check 1. Ensure there are no engine mechanical problems and that there isn’t somethingdrawing excessive engine power

2. Ensure that valve lash is correctly adjusted. See CHECK AND ADJUST VALVECLEARANCE in Section 02, Group 020 of 4.5 L & 6.8 L Diesel Engines BaseEngine Manual (CTM 104).

Valve clearance withinspecification:GO TO 15

Valve clearance out ofspecification:Adjust valves tospecification and retest.

0415015

– – –1/1

15 Valve Lift Check Check valve lift. See MEASURE VALVE LIFT in Group 020 in Section 02 of 4.5 L &6.8 L Diesel Engines Base Engine Manual (CTM104).



– – –1/1






PN=119


RG40854,00000D6 –19–02JAN02–1/1

Level 12 ECU - E4 - Engine Emits Excessive White Exhaust Smoke

04150

16

– – –1/1

Level 12 ECU - E4 - Engine Emits Excessive White Exhaust Smoke Diagnostic Procedure

NOTE: This procedure should be used if the engine emits excessive white exhaust smoke. This type of smokecauses a burning sensation to the eyes. If engine emits a less heavy, bluish exhaust smoke see 4.5L/6.8L - L1 -EXCESSIVE OIL CONSUMPTION in Section 04, Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual(CTM 104).

– – –1/1



• Ensure fuel quantity and quality are OK. See CHECK FUEL SUPPLY QUALITY laterin this Group.

• Ensure engine coolant temperature is not extremely low.



– – –1/1

2 Head Gasket FailureTest

Check for a failed head gasket. See CHECK FOR HEAD GASKET FAILURES inGroup 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).

No signs of head gasketfailure:GO TO 3

Signs of head gasketfailure are found:See CHECK FOR HEADGASKET FAILURES inGroup 020 of 4.5 L & 6.8L Diesel Engines BaseEngine Manual (CTM104).

– – –1/1






PN=120


– – –1/1

4 Fuel Supply PressureCheck

Check fuel pressure. See CHECK FUEL SUPPLY PRESSURE later in this Group. Fuel pressure withinspecification:GO TO 5

Fuel pressure belowspecification:Check fuel supplysystem. See F1 - FUELSUPPLY SYSTEMCHECK DIAGNOSTICPROCEDURE later in thisGroup.

0415017

– – –1/1



Injection nozzles testgood:Faulty injection pump

Faulty injectionnozzle(s) found:Repair or replaceinjection nozzles

– – –1/1






– – –1/1

7 Valve Lash Check 1. Ensure there are no engine mechanical problems and that there isn’t somethingdrawing excessive engine power

2. Ensure that valve lash is correctly adjusted. See CHECK AND ADJUST VALVECLEARANCE in Section 02, Group 020 of 4.5 L & 6.8 L Diesel Engines BaseEngine Manual (CTM 104).

Valve clearance withinspecification:GO TO 8

Valve clearance out ofspecification:Adjust valves tospecification and retest.


PN=121


04150

18

– – –1/1

8 Valve Lift Check Check valve lift. See MEASURE VALVE LIFT in Group 020 in Section 02 of 4.5 L &6.8 L Diesel Engines Base Engine Manual (CTM104).



– – –1/1

9 Pistons, Rings,Cylinder Liners Check





PN=122


RG40854,00000D7 –19–02JAN02–1/1

Level 12 ECU - E5 - Engine Emits Excessive Black Or Gray Smoke

0415019

– – –1/1

Level 12 ECU - E5 - Engine Emits Excessive Black Or Gray Smoke Diagnostic Procedure

NOTE: This procedure should be used if the engine emits excessive black or gray smoke. If engine emits a lessheavy, bluish exhaust smoke see 4.5L/6.8L - L1 - EXCESSIVE OIL CONSUMPTION in Section 04, Group 150 of4.5 L & 6.8 L Diesel Engines Base Manual (CTM 104).

– – –1/1


Before using this diagnostic procedure, check the following:

• Ensure fuel quantity and quality are OK. See CHECK FUEL SUPPLY QUALITY laterin this Group.

• Ensure engine is not excessively loaded• Ensure air filter is not restricted or plugged

No problem found:GO TO 2

Problem found:Repair and retest.

– – –1/1

2 Torque Curve Check NOTE: This check is only required for Excavators. For all other applications, GO TO 3 .

1. Connect the DST or SERVICE ADVISOR. For instructions on connecting to theDST or SERVICE ADVISOR, see CONNECTING TO DIAGNOSTIC SCAN TOOL(DST) OR SERVICE ADVISOR in Group 160 later in this manual.

2. With the engine running, read the Torque Curve parameter using the DST orSERVICE ADVISOR.


3. Compare the Torque Curve Parameter to the appropriate torque curve chart. SeeEXCAVATORS - TORQUE CURVE SELECTION in Section 06, Group 210 of thismanual.

Correct torque curvenumber displayed:GO TO 3

Incorrect torque curvenumber displayed:Adjust torque curve usingDST or SERVICEADVISOR. See ENGINETEST INSTRUCTIONS -EXCAVATOR TORQUECURVE CHANGE TESTin Section 4, Group 160of this manual.



PN=123


– – –1/1

3 Air Intake andExhaust Test

Check for intake and exhaust restrictions and air leaks. See CHECK FOR INTAKEAND EXHAUST RESTRICTIONS , TEST FOR INTAKE AIR LEAKS and CHECK FOREXHAUST AIR LEAKS (TURBOCHARGED ENGINES) in Section 04, Group 150 of 4.5L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).

No restrictions or leaksfound:GO TO 4

Restrictions or leaksfound:Repair or replacecomponents asnecessary.

04150

20

– – –1/1

4 Turbocharger Check Check for turbocharger failure. See TURBOCHARGER INSPECTION in Section 02,Group 080 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).

No turbocharger failurefound:GO TO 5

Turbocharger failurefound:Follow appropriate repairprocedure in Group 080of 4.5 L & 6.8 L DieselEngines Base EngineManual (CTM104).

– – –1/1

5 Valve Lash Check Check valve lash. See CHECK AND ADJUST VALVE CLEARANCE in Group 020 of4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM104).

Valve lash on all valveswithin specification:GO TO 6

Valve lash on one ormore valves out ofspecification:Adjust valve lash andretest

– – –1/1

6 Fuel Return LineCheck

Check for restricted fuel return line and fitting. No restriction found:GO TO 7

Restriction found:Repair and restest.


PN=124


– – –1/1



Injection nozzles testgood:Faulty injection pump

Faulty injectionnozzle(s) found:Repair or replaceinjection nozzles

0415021


PN=125


04150

22

RG40854,00000D8 –19–02JAN02–1/1

Level 12 ECU - E6 - Engine Will Not Crank

Symptom Problem Solution

Level 12 ECU - E6 - Engine Will Weak battery Replace battery.Not Crank

Corroded or loose battery Clean battery terminals andconnections connections.

Defective main switch or start safety Repair switch as required.switch

Starter solenoid defective Replace solenoid.

Starter defective Replace starter.

Start circuit defective Check wiring, fuses, and relays.

Engine is seized up Check by rotating engine by hand.

RG40854,00000DA –19–02JAN02–1/1

Level 12 ECU - E7 - Engine Idles Poorly


Level 12 ECU - E7 - Engine Idles Poor fuel quality Drain fuel and replace with qualityPoorly fuel of the proper grade.

Air leak on suction side of air intake Check hose and pipe connectionssystem for tightness; repair as required. See

AIR INTAKE AND EXHAUSTSYSTEM SPECIFICATIONS inSection 06, Group 200 of 4.5 L & 6.8L Diesel Engines Base EngineManual (CTM 104).

Electronic control system problem or See E2 - ENGINE MISFIRES/RUNSbasic engine problem IRREGULARLY DIAGNOSTIC

PROCEDURE earlier in this Group.


PN=126


0415023

RG40854,00000DB –19–02JAN02–1/2

Level 12 ECU - E8 - Abnormal Engine Noise


Level 12 ECU - E8 - Abnormal Worn main or connecting rod Determine bearing clearance. SeeEngine Noise bearings CYLINDER BLOCK, LINERS,

PISTONS, AND RODSSPECIFICATIONS in Section 06,Group 200 or CRANKSHAFT , MAINBEARINGS, AND FLYWHEELSPECIFICATIONS in Section 06,Group 200 of 4.5 L & 6.8 L DieselEngines Base Engine Manual (CTM104).

Excessive crankshaft end play Check crankshaft end play. SeeCHECK CRANKSHAFT END PLAYin Section 02, Group 040 of 4.5 L &6.8 L Diesel Engines Base EngineManual (CTM 104).

Loose main bearing caps Check bearing clearance; replacebearings and bearing cap screws asrequired. See CRANKSHAFT , MAINBEARINGS, AND FLYWHEELSPECIFICATIONS in Section 06,Group 200 of 4.5 L & 6.8 L DieselEngines Base Engine Manual (CTM104).

Worn connecting rod bushings and Inspect piston pins and bushings.piston pins See INSPECT PISTON PINS AND

BUSHINGS in Section 02, Group030 of 4.5 & 6.8 L Diesel EnginesBase Engine Manual (CTM 104).

Scored pistons Inspect pistons. See PRELIMINARYLINER, PISTON, AND RODCHECKS in Section 02, Group 030of 4.5 L & 6.8 L Diesel EnginesBase Engine Manual (CTM 104).

Worn timing gears or excess back Check timing gear back lash. Seelash MEASURE TIMING GEAR

BACKLASH in Section 02, Group050 of 4.5 L & 6.8 L Diesel EnginesBase Engine Manual (CTM 104).


PN=127



04150

24

RG40854,00000DB –19–02JAN02–2/2


Excessive valve clearance Check and adjust valve clearance.See CHECK AND ADJUST VALVECLEARANCE in Section 02, Group020 of 4.5 L & 6.8 L Diesel EnginesBase Engine Manual (CTM 104).

Worn camshaft Inspect camshaft. See VISUALLYINSPECT CAMSHAFT in Section 02,Group 050 of 4.5 & 6.8 L DieselEngines Base Engine Manual (CTM104).

Worn rocker arm shaft(s) Inspect rocker arm shafts. SeeDISASSEMBLE AND INSPECTROCKER ARM SHAFT ASSEMBLYin Section 02, Group 020 of 4.5 L &6.8 L Diesel Engines Base EngineManual (CTM 104).

Insufficient engine lubrication See 4.5L/6.8L - L2 - ENGINE OILPRESSURE LOW in Section 04,Group 150 of 4.5 & 6.8 L DieselEngines Base Engine Manual (CTM104).

Turbocharger noise See TURBOCHARGERINSPECTION in Section 02, Group080 of 4.5 L & 6.8 L Diesel EnginesBase Engine Manual (CTM 104).


PN=128


0415025

RG40854,0000145 –19–11FEB02–1/1

Level 12 ECU - E9 - Analog Throttle (B) DoesNot Respond

NOTE: This procedure is necessary for OEM applicationsonly. For other applications, check for DiagnosticTrouble Codes (DTCs) and follow thecorresponding procedure.


Level 12 ECU - E9 - Analog Active DTC Check Read DTCs on DST or SERVICEThrottle (B) Does Not Respond ADVISOR. Go to the diagnostic

procedure for the correspondingDTC.

Analog Throttle (B) Check See T6 - ANALOG THROTTLE (B)INPUT LOW DIAGNOSTICPROCEDURE in Group 160 of thismanual.



PN=129


RG40854,00000DD –19–02JAN02–1/1

Level 12 ECU - F1 - Fuel Supply System Check

– – –1/1

Level 12 ECU - F1 - Fuel Supply System Check Diagnostic Procedure

04150

26

– – –1/1

1 F1 - PreliminaryCheck

NOTE: For fuel system operation information, see FUEL SYSTEM OPERATION inSection 03, Group 130 earlier in this manual.


• Ensure fuel quantity and quality are OK. See CHECK FUEL SUPPLY QUALITY afterthis Group.

• Inspect all fuel lines and fittings for ruptures or leaks.• If fuel system has recently been opened, bleed fuel system. See BLEED THE FUEL

SYSTEM later in this Group.

No problem found:GO TO 2

Problem found:Repair and retest.

– – –1/1

2 Air In Fuel Check NOTE: For fuel system operation information, see FUEL SYSTEM OPERATION inSection 03, Group 130 earlier in this manual.

Check for air in the fuel. See TEST FOR AIR IN FUEL later in this Group.

No air found in fuelsystem:GO TO 3

Air found in fuelsystem:Bleed fuel system. SeeBLEED THE FUELSYSTEM later in thisGroup.

– – –1/1



Check fuel supply pressure. See CHECK FUEL SUPPLY PRESSURE later in thisGroup.

Pressure withinspecification:GO TO 7

Pressure is belowspecification:GO TO 4


PN=130


– – –1/1

4 Fuel Filter Test NOTE: For fuel system operation information, see FUEL SYSTEM OPERATION inSection 03, Group 130 earlier in this manual.

1. Replace final fuel filter and retest.

2. Replace prefilter (if equipped) and retest.

3. Check fuel supply pressure. See CHECK FUEL SUPPLY PRESSURE later in thisGroup.

Pressure withinspecification:Problem resolved

Pressure belowspecification:GO TO 5

0415027

– – –1/1

5 Fuel Supply LinesCheck


Remove fuel supply lines and determine if there are any internal restrictions.

No restrictions found:GO TO 6

Restrictions found:Repair or replacecomponents as needed.

– – –1/1

6 Fuel Supply PumpCheck


At this point, the most likely cause for low fuel pressure is a failure in the fuel supplypump. See BENCH TEST FUEL SUPPLY PUMP later in this Group.

– – –1/1

7 Return Fuel Check NOTE: For fuel system operation information, see FUEL SYSTEM OPERATION inSection 03, Group 130 earlier in this manual.

1. Disconnect fuel line from injection pump overflow valve.

2. Loosen overflow valve from injection pump.

3. Turn ignition switch to “ON” position.

4. Operate hand primer on fuel supply pump until fuel flows out the overflow valvefitting location. If fuel flow out the hole cannot be obtained, retighten all fittings.

Good fuel flow out ofloose overflow valve:No fuel supply problemfound.

NOT good fuel flow orno flow out of looseoverflow valve:GO TO 8


PN=131


04150

28

– – –1/1

8 RestrictedPre-Injection FuelLine Check


This check will help determine if the pre-injection fuel line is restricted.

• Disconnect fuel line from the final filter to the injection pump.• Force air through the fuel line.

No restrictions found:No fuel supply problemsfound.Return to diagnosticprocedure earlier in thisGroup for:E1 - ENGINECRANKS/WON’T STARTDIAGNOSTICPROCEDUREORE3 - ENGINE DOES NOTDEVELOP FULL POWERDIAGNOSTICPROCEDURE

Restrictions found:Repair or replacecomponents as needed.


PN=132


0415029

RG40854,00000DE –19–02JAN02–1/1

Level 12 ECU - F2 - Excessive Fuel Consumption


Level 12 ECU - F2 - Excessive Poor fuel quality Drain fuel and replace with qualityFuel Consumption fuel of the proper grade.

Engine overloaded Reduce engine load

Air cleaner restricted or dirty Replace air cleaner element asrequired.

Compression too low Determine cause of low compressionand repair as required.

Leaks in fuel supply system Locate source of leak and repair asrequired.

RG40854,00000DF –19–02JAN02–1/1

Level 12 ECU - F3 - Fuel in Oil


Level 12 ECU - F3 - Fuel in Oil Faulty injection pump front seal Replace front seal.


PN=133


04150

30

RG40854,0000001 –19–06MAR02–1/2

Level 12 ECU - F5 - Fuel Injection Nozzle Check

The Level 12 ECU - F5 - Fuel Injection Nozzle Checkprovides a list of possible failures and there solutions.This list below provides references to assist in thediagnosis and repair of the nozzle.

• Operation - See FUEL INJECTION NOZZLEOPERATION in Section 03, Group 130 of thismanual.

• Removal - See REMOVE FUEL INJECTIONNOZZLES in Section 02, Group 090 of this manual.

• Cleaning - See CLEAN FUEL INJECTIONNOZZLES and CLEAN FUEL INJECTION NOZZLEBORE in Section 02, Group 090 of this manual.

• Performance Tests - See FUEL INJECTIONNOZZLE TEST in Section 02, Group 090 of thismanual.

• Disassembly - See DISASSEMBLE FUELINJECTION NOZZLES in Section 02, Group 090 ofthis manual.

• Adjusting - See ADJUST FUEL INJECTIONNOZZLE in Section 02, Group 090 of this manual.

• Installing Seals - See INSTALL SEALS ON FUELINJECTION NOZZLE in Section 02, Group 090 ofthis manual.

• Installation - See INSTALL FUEL INJECTIONNOZZLES in Section 02, Group 090 of this manual.


Failed Carbon Stop Seal Washer Nozzle replaced without using new Clean groove and install new sealseal or washer and washer.

Carbon stop seal groove not cleaned Clean greave and install new seal.when new seal was installed.

Incorrect Opening Pressure Improper adjustment Adjust opening pressure. See FUELINJECTION NOZZLE TEST inSection 02, Group 090 of thismanual.

Broken spring Replace spring

Nozzle Will Not Open Plugged orifices Clean orifices.

Chipped orifices Replace injection nozzle

Bottomed lift screw Adjust lift screw.

Poor Spray Pattern Plugged orifices Clean orifices.

Chipped orifices Replace injection nozzle

Cracked nozzle tip Replace injection nozzle.

Poor Atomization Plugged orifice Clean orifice.

Chipped orifice Replace injection nozzle

Cracked nozzle tip Replace injection nozzle.


PN=134



0415031

RG40854,0000001 –19–06MAR02–2/2


Seat Leakage Deposits in seat area Clean seat.

Valve seat eroded or pitted Lap valve to seat. Replace nozzle asnecessary.

Tip seat pitted Lap tip to seat. Replace nozzle asnecessary.

Valve not free See FUEL INJECTION NOZZLETEST in Section 02, Group 090 ofthis manual.

Distorted body Replace injection nozzle

Cracked tip Replace injection nozzle

High Leak-Off Wear or scratched at guide Lap valve to guide. Replace nozzleas necessary.

Low Leak-Off Varnish on valve Clean Guide Area

Insufficient clearance Clean nozzle. Lap valve to guide.Replace injection nozzle asnecessary.


PN=135


04150

32

RG40854,00000E0 –19–02JAN02–1/1

Level 12 ECU - D1 - ECU Does Not Communicate With DST or SERVICE ADVISOR

CAN Low

CAN High

CAN Shield

BA

C

DCEBA

Switched Voltage

CAN Terminator

Static Ground

DiagnosticConnector

DC

BJ

HG

F

E

B A A B

CC

A

F1

G1

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

2–1

9–14

DE

C01

This diagnostic procedure should be used ifcommunication between the Diagnostic Scan Tool(DST) or SERVICE ADVISOR and the Engine Control

Unit (ECU) cannot be established. For moreinformation on CAN, see CONTROLLER AREANETWORK (CAN) in Group 130 earlier in this manual.



PN=136


RG40854,00000E9 –19–04JAN02–1/1

Level 12 ECU - D1 - ECU Does Not Communicate With DST or SERVICE ADVISOR -Continued


– – –1/1

Level 12 ECU - D1 - ECU Does Not Communicate with DST or SERVICE ADVISOR Diagnostic Procedure


0415033

– – –1/1

1 Connection Check IMPORTANT: Do not force probes into connector terminals or damage will result.Use JT07328 Connector Adapter Test Kit to make measurements in connectors.This will ensure that terminal damage does not occur.

NOTE: For wiring and theory of operation, see D1 - ECU DOES NOT COMMUNICATEWITH DST OR SERVICE ADVISOR supporting information

Perform a preliminary inspection of the ECU connector, the diagnostic connector, andall connections in between. Look for dirty, damaged, or poorly positioned terminals.

No faulty connection(s):GO TO 2

Faulty connection(s):Repair faultyconnection(s)

– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see D1 - ECU DOES NOTCOMMUNICATE WITH DST OR SERVICE ADVISOR supporting information


2. Make sure all communication cables are properly connected



DST or ServiceADVISOR does notcommunicate with ECU:GO TO 3

DST or ServiceADVISORcommunicates withECU: Problem isintermittent. If no othercodes are present, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.

– – –1/1

3 Sensor Voltage Test NOTE: For wiring and theory of operation information, see D1 - ECU DOES NOTCOMMUNICATE WITH DST OR SERVICE ADVISOR supporting information

1. Ignition OFF

2. Disconnect ECT sensor

3. Ignition ON

4. Using a multimeter, measure the voltage between both terminals of the selectedsensor harness connector

3.0 V or above:GO TO 5

Below 3.0 V:GO TO 4


PN=137


– – –1/1

4 Power Supply Test NOTE: For wiring and theory of operation information, see D1 - ECU DOES NOTCOMMUNICATE WITH DST OR SERVICE ADVISOR supporting information

1. Ignition OFF

2. Disconnect ECU connector

3. Ignition ON

4. Using a multimeter, measure the voltage between a good ground and terminal A2 inthe harness end of the ECU connector

3.0 V or above:Faulty ECU power fuseORFaulty ECU power wiringORFaulty ECU

Below 3.0 V:Key-on signal wire openor shorted to groundORFaulty ignition switchORFaulty key-on power fuse

04150

34

– – –1/1

5 PDM Power LightTest

NOTE: For wiring and theory of operation information, see D1 - ECU DOES NOTCOMMUNICATE WITH DST OR SERVICE ADVISOR supporting information

1. Ignition ON

2. Observe the power light on the Parallel Data Module (PDM)

Green power light ON:GO TO 8

Red power light orpower light OFF:GO TO 6

– – –1/1

6 Open in DiagnosticGround ConnectorWire Test


1. Ignition OFF

2. Disconnect the diagnostic cable from the diagnostic connector

3. Ignition ON

4. Using a multimeter, measure voltage between switched voltage terminal and groundterminal of the harness end of the diagnostic connector

Substantially less thanbattery voltage:GO TO 7

At or near batteryvoltage:Faulty diagnosticconnectorORFaulty diagnostic cableORFaulty Parallel Port DataModule (PDM)

– – –1/1

7 HarnessPower/Ground WireChecks


1. Ignition OFF


3. Probe the ground terminal in the harness side of the diagnostic connector with atest light connected to battery voltage.

Light ON:Faulty diagnosticconnectorOROpen or short in powerwire

Light OFF:Faulty diagnosticconnectorOROpen ground wire


PN=138


– – –1/1

8 Open in HarnessCircuit Test


1. Ignition OFF

2. Disconnect ECU connector and diagnostic cable from the diagnostic connector

3. Using a multimeter, measure resistance on the harness end of both connectorsbetween:

• CAN low terminal D in the diagnostic connector and terminal F1 in the ECUconnector

• CAN high terminal C in the diagnostic connector and terminal G1 in the ECUconnector

Both measurements 5ohms or less:GO TO 9

One or moremeasurements greaterthan 5 ohms:Open in harness circuit

0415035

– – –1/1

9 CAN Resistance Test NOTE: For wiring and theory of operation information, see D1 - ECU DOES NOTCOMMUNICATE WITH DST OR SERVICE ADVISOR supporting information

1. Ignition OFF

2. ECU and diagnostic connector still disconnected.

3. Using a multimeter, measure resistance between terminals C and D in the harnessend of the diagnostic connector.

Between 45 - 75 ohms:GO TO 10

Less than 45 or greaterthan 75 ohms:Faulty or missing CANterminator connectorOROpen or short in CANwiring harness

– – –1/1

10 CAN High and LowVoltage Test


1. Ignition OFF

2. Reconnect ECU connector


4. Using a multimeter, measure voltage between a good chassis ground and :

• Terminal C in the diagnostic connector• Terminal D in the diagnostic connector

Both measurementsbetween 1.5 - 3.5 volts:Faulty ECU/Cab HarnessconnectionORFaulty diagnostic cableORFaulty diagnosticconnectorORFaulty Parallel Port DataModule (PDM)ORFaulty diagnosticsoftware/computerconfigurationORFaulty ECU

Either measurementless than 1.5 or greaterthan 3.5 volts:CAN wiring shorted toground or voltageORFaulty ECU


PN=139


04150

36

RG40854,00000E2 –19–02JAN02–1/1

Level 12 ECU - D2 - Diagnostic Gauge Does Not Communicate With ECU

CAN Low F1

G1

BA

C

BGFED

Switched VoltageStatic Ground

Diagnostic GaugeConnector

CAN High

CAN Shield

B A A B

CC

CAN Terminator

AH

BG

CF

DE

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

3–1

9–14

DE

C01

NOTE: For more information on CAN, seeCONTROLLER AREA NETWORK (CAN) inGroup 130 earlier in this manual.

Internal Diagnostic Gauge Errors

• The D2 - Diagnostic Gauge Does Not CommunicateWith ECU diagnostic procedure should be followed if

the diagnostic gauge shows the following errorcodes or it can not communicate with the ECU:– EE-error– ACP-Err/No Addr– ACP-Err/Bus EP– ACP-Err/Bus Error


PN=140


RG40854,0000147 –19–11FEB02–1/1

Level 12 ECU - D2 - Diagnostic Gauge Does Not Communicate With ECU - Continued

– – –1/1

Level 12 ECU - D2 - Diagnostic Gauge Does Not Communicate With ECU Diagnostic Procedure

0415037

– – –1/1


NOTE: For wiring and theory of operation, see D2 - DIAGNOSTIC GAUGE DOESNOT COMMUNICATE WITH ECU supporting information.

Perform a preliminary inspection of the ECU connector, the diagnostic gaugeconnector, and all connections in between. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU supporting information.

1. Ignition OFF

2. Ignition ON

Error or no power foundin diagnostic gauge:GO TO 3

No error found andpower present indiagnostic gauge:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.


PN=141


04150

38

– – –1/1

3 Sensor Voltage Test NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU supporting information.

1. Ignition OFF

2. Disconnect any of the following:

• Fuel temperature sensor• MAT sensor• ECT sensor

3. Ignition ON

4. Using a multimeter, measure the voltage between both terminals of the selectedsensor harness connector.

3.0 V or above:GO TO 5

Below 3.0 V:GO TO 4

– – –1/1

4 Power Supply Test NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU supporting information.

1. Ignition OFF


3. Ignition ON

4. Using a multimeter, measure the voltage between a good ground and terminal A2 inthe harness end of the ECU connector.

3.0 V or above:Faulty ECU power fuseORFaulty ECU power wiringORFaulty ECU

Below 3.0 V:Key-on signal wire openor short to groundORFaulty ignition switchORFaulty key-on power fuse

– – –1/1

5 Diagnostic GaugePower Test

NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU supporting information.

1. Ignition ON

2. View diagnostic gauge

Gauge has power:GO TO 8

Gauge does not havepower:GO TO 6

– – –1/1

6 Open in DiagnosticGround ConnectorWire Test

NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU DIAGNOSTIC PROCEDURE supporting information.

1. Ignition OFF


3. Ignition ON

4. Using a multimeter, measure voltage between switched voltage terminal and groundterminal of the harness end of the diagnostic connector

Substantially less thanbattery voltage:GO TO 7

At or near batteryvoltage:Faulty diagnosticconnectorORFaulty diagnostic cableORFaulty Parallel Port DataModule (PDM)


PN=142


– – –1/1

7 HarnessPower/Ground WireChecks


1. Ignition OFF


3. Probe the ground terminal in the harness side of the diagnostic connector with atest light connected to battery voltage.

Light ON:Faulty diagnosticconnectorOROpen or short in powerwire

Light OFF:Faulty diagnosticconnectorOROpen ground wire

0415039

– – –1/1

8 Open in HarnessCircuit Test


1. Ignition OFF

2. Disconnect the ECU connector and the diagnostic cable from the diagnosticconnector.

3. Using a multimeter, measure resistance on the harness end of both connectorsbetween:

• Terminal B in the diagnostic gauge connector and terminal F1 in the ECUconnector.

• Terminal G in the diagnostic gauge connector and terminal G1 in the ECUconnector.

All measurements 5ohms or less:GO TO 9

One or moremeasurements greaterthan 5 ohms:Open in harness circuitORConnector terminals inwrong position

– – –1/1

9 CAN Resistance Test NOTE: For wiring information, see D2 - DIAGNOSTIC GAUGE DOES NOTCOMMUNICATE WITH ECU supporting information.

1. Ignition OFF

2. ECU and diagnostic connectors still disconnected.

3. Using a multimeter, measure resistance between terminals B and G in the harnessend of the diagnostic connector.

Between 45-75 ohms:GO TO 10

Less than 45 or greaterthan 75 ohms:Faulty or missing CANterminator connector(s)OROpen or short in CANwiring harness


PN=143


04150

40

– – –1/1

10 CAN High and LowVoltage Test


1. Ignition OFF

2. Reconnect ECU connector

3. Ignition ON

4. Using a multimeter, measure voltage between a good chassis ground and:

• Terminal B in the diagnostic gauge connector• Terminal G in the diagnostic gauge connector

Both measurementsbetween 1.5 - 3.5 V:Faulty ECU connectionORFaulty diagnostic gaugeconnectionORFaulty diagnosticsoftware/computerconfigurationORFaulty ECU

Either measurementless than 1.5 V orgreater than 3.5 V:CAN wiring shorted toground or powerORFaulty ECU


PN=144


0415041


PN=145


04150

42

RG40854,00000E6 –19–03JAN02–1/1

Level 12 ECU - A1 - Intake Air Heater Check

Switched Voltage

Air HeaterIndicator Light

Air Heater Relay Enable

G2

K3

K1 K2 K3

J3

H3

G3

F3

J2

H2

G2

F2

J1

H1

G1

F1

E1 E2 E3

D3

C3

B3

A3

D2

C2

B2

A2

D1

C1

B1

A1

CONNECTOR

ECU

HARNESS

RG

1204

9–1

9–23

JAN

02

NOTE: Wiring schematic shows OEM engineapplications only. For non-OEM engine wiringinformation, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual.

Intake Air Heater

The intake air heater is located between the intakepipe and intake manifold. Its function is to heat theintake air during cold starting conditions. Its operationtime is dependent on the fuel temperature that theECU detects at key-on. The table on thecorresponding page explains this relationship.

When the ECU sends battery voltage to the air heaterrelay, the solenoid in the relay activates, and the airheater turns ON. At this time, the ECU will illuminatethe air heater indicator light. When the ECU stopssending battery voltage, the solenoid deactivates, andthe air heater turns OFF. At this time, the ECU will turnthe air heater indicator light OFF.

To ensure full utilization of the intake air heater, theoperator should wait until the light goes out beforestarting the engine. Anytime the engine cranks butdoes not start, a key-off/key-on cycle will be requiredbefore preheating is allowed again.


PN=146


0415043

RG40854,00000E7 –19–04JAN02–1/1

Level 12 ECU - A1 - Intake Air Heater Check - Continued

NOTE: The table below is for OEM applicationsONLY. For specifications on other applications,see APPLICATION SPECIFICATIONS inSection 06, Group 210 of this manual.

Intake Air Heater Operating ConditionsIntake Air Heater Operation

Fuel Temperature Operation Time

-5°C (23°F) 5 seconds

-10°C (14°F) 15 seconds

-15°C (5°F) 20 seconds

-20°C (-4°F) 30 seconds

-25°C (-13°F) and below 30 seconds


PN=147


RG40854,00000EB –19–04JAN02–1/1

Level 12 ECU - A1 - Intake Air Heater Check - Continued

– – –1/1

Level 12 ECU - A1 - Intake Air Heater Check Diagnostic Procedure

NOTE: The air heater indicator light is the same light that trouble codes are displayed on. If the light stays on past25 seconds, check for trouble codes or a short to ground in the air heater indicator light wire.

04150

44

– – –1/1


NOTE: For wiring and theory of operation information, see A1 - INTAKE AIR HEATERCHECK supporting information

Perform a preliminary inspection of the ECU connector, air heater relay connector, airheater connector, and all connections in between. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Air Heater IndicatorLight Check

NOTE: Do not run engine during this diagnostic procedure.

NOTE: For wiring and theory of operation information, see A1 - INTAKE AIR HEATERCHECK supporting information

1. Key ON, engine OFF

2. Verify that the air heater indicator light is working

Light works:GO TO 3

Light does not work:Faulty air heater indicatorlight wiringORFaulty air heater indicatorlight


PN=148


0415045

– – –1/1

3 Active DTC Test NOTE: For wiring and theory of operation information, see A1 - INTAKE AIR HEATERCHECK supporting information






No active DTC(s)present:GO TO 4

Active DTC(s) present:Go to appropriatediagnostic procedure


– – –1/1

4 Fuel TemperatureCheck

NOTE: For wiring and theory of operation information, see LEVEL 12 - A1 - INTAKEAIR HEATER CHECK supporting information


2. Read the Fuel Temperature parameter using the DST or SERVICE ADVISOR.

Below -5°C (23°F):GO TO 5

At or above -5°C (23°F):No air heater-relatedproblem found

– – –1/1

5 Voltage at Air HeaterCheck

NOTE: For wiring and theory of operation information, see LEVEL 12 - A1 - INTAKEAIR HEATER CHECK supporting information

1. Key OFF

2. Using a multimeter, measure the voltage between the air heater power stud and agood chassis ground while turning key ON (engine OFF)

NOTE: Voltage must be read as key is turned ON

At or near batteryvoltage:GO TO 6

No voltage detected:GO TO 7

– – –1/1

6 Air Heater Check NOTE: For wiring and theory of operation information, see LEVEL 12 ECU - A1 -INTAKE AIR HEATER CHECK supporting information

1. Key OFF

2. Using a multimeter, measure the temperature of air heater housing


4. Continue to monitor temperature of air heater housing

Temperature increases:No air heater relatedproblem found

Temperature does notincreaseFaulty air heater


PN=149


04150

46

– – –1/1

7 Air Heater RelayCheck

NOTE: For wiring and theory of operation information, see LEVEL 12 ECU - A1 -INTAKE AIR HEATER CHECK supporting information

1. Key OFF

2. Listen for air heater relay to click while turning key ON (engine OFF)

Relay clicks:Faulty power wire to relayORFaulty wire between relayand heaterORFaulty air heater relay

Relay does not click:Faulty air heater enablewireORFaulty relay groundORFaulty relay


PN=150


0415047

RG40854,00000EC –19–04JAN02–1/1

Check Fuel Supply Quality

RG

1196

9–U

N–2

3JA

N02

The quality of diesel fuel affects engine performance.Check your operators manual for correct fuelspecifications.

Poor quality or contaminated fuel will make the enginehard to start, misfire, run rough or produce low power.

If poor quality or contaminated fuel is suspected,perform the following:

1. Check prefilter (if equipped) and final fuel filter forserviceability. If filter is equipped with a water bowl,empty and clean water bowl.

2. Start engine and operate under load, observingengine performance.

3. Ignition OFF, engine off

4. Disconnect fuel line from inlet side of prefilter (ifequipped) or inlet side of final filter on engineswithout prefilter.

5. Connect a hose to inlet port.

6. Submerge hose in a container of clean, goodquality fuel meeting engine specifications.

7. Operate engine under load and observeperformance.

If performance improves, fuel is contaminated ornot of the proper grade. Check fuel source.


PN=151


04150

48

RG40854,00000EE –19–04JAN02–1/1

Test for Fuel Drain Back

Fuel draining back through the fuel system may causehard starting. This procedure will determine if air isentering the system at connections and allowing fuel tosiphon back to the fuel tank.

1. Disconnect fuel supply and return lines at fuel tank.

IMPORTANT: Fuel return line MUST extend below fuellevel in fuel tank before performing thistest. Fill fuel tank if necessary.

2. Drain all fuel from the system, including the fuel supplypump, fuel injection pump, fuel filters, and water bowl(if equipped).

3. Securely plug off the end of the fuel return pipe.

CAUTION: Maximum air pressure should be 100kPa (1 bar) (14.5 psi) when performing this test.

4. Using a low pressure air source, pressurize the fuelsystem at the fuel supply line.

5. Apply liquid soap and water solution to all joints andconnections in the fuel system and inspect for leaks.

NOTE: Connections may allow air to enter the systemwithout allowing fuel to leak out.

6. If any leaks are found, take necessary steps to repair.

7. Reconnect supply and return lines and prime system.

8. Start engine and run for approximately 10 minutes.

9. Allow engine to sit overnight and try starting thefollowing morning.


PN=152


0415049

RG40854,00000EF –19–04JAN02–1/1

Test for Air in Fuel

RG

1197

0–U

N–2

3JA

N02

NOTE: If engine cranks but won’t start, see BLEEDTHE FUEL SYSTEM later in this Group.

Air in the fuel system will make the engine hard tostart, run rough, misfire or produce low power.Additionally, it can cause excessive smoke andknocking.

Whenever the fuel system is opened for repair, it mustbe bled to remove any air that has entered the system.

1. Disconnect hose from end of fuel leak-off lineassembly. Connect a clear plastic hose to end ofleak-off line assembly and place opposite end ofhose in a suitable container filled with fuel asshown.

2. Operate engine and check for air bubbles incontainer. If bubbles are present, bleed the fuelsystem and repeat test. See BLEED THE FUELSYSTEM later in this Group.

3. If bubbles are still present, check the following:

• Check for loose fuel fittings from the suction side ofthe fuel supply pump to the fuel tank to include alllines and filters.

• Check fuel tank suction tube (if equipped) andwelded joints for cracks or holes.

Perform any necessary repairs, bleed fuel system andrepeat test.


PN=153


04150

50

RG40854,00000F9 –19–15JAN02–1/1

Check Fuel Supply Pressure

RG

7946

–UN

–15J

AN

98

IMPORTANT: Before disconnecting any fuel line,completely clean any debris fromaround the fitting. DO NOT allow debristo enter fuel line.

1. Remove plug on final fuel filter base.

2. Install test equipment as shown.

3. Start engine. Fuel pump should maintain minimumpositive pressure listed below. If pressure is low,replace filter element and recheck pressure.

SpecificationFuel Supply Pump—StaticPressure 25—30 kPa (0.25—0.30 bar)

(3.5—4.5 psi).......................................................

Fuel Supply Pump—MinimumStatic Pressure at 850 rpmEngine Speed 15 kPa (0.15 bar) (2.0 psi)..................................................Fuel Supply Pump—MinimumPositive Pressure at 2400 rpmEngine Speed 21—34 kPa (0.21—0.34 bar)

(3—5 psi)...............................................

Fuel Supply Pump—MinimumFlow at 2400 rpm Engine Speed 1.5 L/min (0.42 gpm).............................


PN=154


0415051

RG40854,0000146 –19–11FEB02–1/3

Bench Test Fuel Supply Pump

RG

9052

–UN

–16M

AR

98

Fuel Supply Pump with Metal Cover

A—LeverB—Outlet Side of PumpC—Inlet Side of PumpD—Primer Lever

The following bench tests can be performed on a supplypump installed on the engine when the pump is suspectedto be defective. See CHECK FUEL SUPPLY PRESSUREin Section 04, Group 150.

Perform the Vacuum/Pressure Test and Leakage Test,listed below. Replace the supply pump if either test showsthe pump to be defective. There is no repair procedure.

Vacuum/Pressure Test

NOTE: This test will give a good indication of condition ofboth the inlet and outlet valves, as well as thediaphragm. The numerical values obtained onboth the vacuum and pressure sides are notimportant; rather it is the needle movement that isimportant (very slow for a good pump; very fast ornot at all for a defective pump).

1. Remove inlet and outlet fittings.

2. Install vacuum/pressure gauge to inlet side of pump(C).

3. Move primer lever (D) all the way downward. Releaselever and at the same time observe gauge:

• The gauge needle should read the same value eachtime, and then very slowly return to “0”. Thisindicates that the inlet valve and diaphragm are ingood condition. Proceed to next step.

• If the gauge needle does not move at all, or if theneedle rapidly returns to “0”, the pump is defectiveand must be replaced.

4. Remove vacuum/pressure gauge and install onto outletside of pump (B).

5. Move primer lever all the way to upward position.Release lever and at same time observe gaugereading:


PN=155



04150

52

RG40854,0000146 –19–11FEB02–2/3

• The gauge needle should initially read 28—41 kPa(0.28—0.41 bar) (4—6 psi), then return to “0” veryslowly. This indicates that the outlet valve anddiaphragm are in good condition. Supply pump isoperating properly and should be reinstalled onengine.

SpecificationFuel Supply Pump—Pressure 28—41 kPa (0.28—0.41 bar)

(4—6 psi)......................

• If the gauge needle initially reads same value asabove and then returns immediately back to “0”, thepump is defective and must be replaced.

RG40854,0000146 –19–11FEB02–3/3

RG

9052

–UN

–16M

AR

98

Fuel Supply Pump with Metal Cover

A—LeverB—Outlet Side of PumpC—Inlet Side of PumpD—Primer Lever

Leakage Test

The leakage test should be performed if a supply pump issuspected of leaking fuel externally, or internally into theengine crankcase.

1. Install an air line on inlet side of pump (C) and apply140 kPa (1.4 bar) (20 psi) pressure.

2. Hold finger over outlet side of pump (B) or install aplug. Submerge pump into a container of clean dieselfuel.

• If air bubbles occur around banded connectionholding the two halves of pump together (indicatingleakage), replace pump.

• If the diaphragm is bad, there will be leakagethrough vent holes (if equipped) and around therocker arm. Replace pump as necessary.


PN=156


0415053

RG40854,00000F0 –19–04JAN02–1/5

Bleed the Fuel System

X98

11–U

N–2

3AU

G88

CAUTION: Escaping fluid under pressure canpenetrate the skin causing serious injury. Avoidhazards by relieving pressure beforedisconnecting hydraulic or other lines. Tightenall connections before applying pressure.Search for leaks with a piece of cardboard.Protect hands and body from high pressurefluids.

If an accident occurs, see a doctor immediately.Any fluid injected into the skin must besurgically removed within a few hours organgrene may result. Doctors unfamiliar withthis type of injury may call the Deere &Company Medical Department in Moline, Illinois,or other knowledgeable medical source.

Any time the fuel system has been opened up for service(lines disconnected or filters removed), it will be necessaryto bleed air from the system.

The fuel system may be bled at one of several locations.On some engine applications it may be necessary toconsult your operator’s manual and choose the bestlocation for your engine/machine application.

RG40854,00000F0 –19–04JAN02–2/5

RG

1180

5–U

N–2

5OC

T01

A—Bleed Vent Screw

1. Loosen the air bleed vent screw (A) two full turns byhand on fuel filter base.



PN=157


04150

54

RG40854,00000F0 –19–04JAN02–3/5

RG

1180

6–U

N–2

5OC

T01

B—Primer Lever

2. Operate fuel supply pump prime lever (B) or primerbutton on fuel filter base (if equipped).

3. Tighten bleed plug securely; continue operating primeruntil pumping action is not felt.

4. Start engine and check for leaks.

If engine will not start, it may be necessary to bleed airfrom fuel system at fuel injection pump or injectionnozzles as explained next.

RG40854,00000F0 –19–04JAN02–4/5

RG

1180

7–U

N–2

5OC

T01

A—Fuel Return Line

At Fuel Injection Pump

1. Loosen fuel return line (A) at fuel injection pump.

2. Operate fuel supply pump primer lever or primer buttonon fuel filter base (if equipped).

3. As soon as fuel flow is free from air bubbles, tightenfuel return line to specifications. Primer lever isspring-loaded and will return to normal position.

SpecificationFuel Injection Pump ReturnLine—Torque 27 N•m (20 lb-ft)...................................................................



PN=158


0415055

RG40854,00000F0 –19–04JAN02–5/5

RG

1180

8–U

N–2

5OC

T01


At Fuel Injection Nozzles

1. Place throttle lever in half-throttle position.

IMPORTANT: Always use a backup wrench whenloosening or tightening fuel lines atnozzles and/or injection pump to avoiddamage.

2. Using two open-end wrenches, loosen two fuel lineconnections at injection nozzles.

3. Crank engine over with starter motor for 15 seconds(but do not start engine) until fuel free from bubblesflows out of loosened connection. Retighten connectionto specifications.


4. Repeat procedure for remaining injection nozzles (ifnecessary) until all air has been removed from fuelsystem.

If engine still will not start, see your authorized servicingdealer or engine distributor.


PN=159


04150

56

RG40854,00000F1 –19–04JAN02–1/1

Test for Cylinder Misfire (Engine Running)

CAUTION: Escaping fluid under pressure canpenetrate the skin causing serious injury. Keephands and body away from pinholes andnozzles which could inject fluids under highpressure.

If ANY fluid is injected into the skin, it must besurgically removed within a few hours by adoctor familiar with this type of injury organgrene may result. Doctors unfamiliar withthis type of injury may call the Deere &Company Medical Department in Moline, Illinois,or other knowledgeable medical source.

1. Operate engine at intermediate speed with no load.

2. Place a shop towel around nozzle-to-line connection toabsorb escaping fuel.

3. Slowly loosen the fuel pressure line at one of thenozzles until fuel escapes at the connection (fuel notopening nozzle valve).

• If engine speed changes, the cylinder is probablyworking satisfactory.

• If engine speed does not change, a cylinder is faulty.

4. Tighten fuel lines to specifications.


5. Repeat test for each remaining cylinder.

6. Remove faulty injection nozzles and repair as required.See F5 - FUEL INJECTION NOZZLE CHECK earlier inthis Group.


PN=160

Group 160Trouble Code Diagnostics and Tests

041601

RG40854,00000FA –19–15JAN02–1/1

About this Group of the Manual

This section of the manual contains necessaryinformation to diagnose the electronic control system.Use this information in conjunction with the 4.5 L & 6.8L Diesel Engines Base Engine Manual (CTM104).

See the 4.5 L & 6.8 L Diesel Engines Base EngineManual (CTM 104) for:

• Removal of base engine components• Base engine repair procedures• Base engine disassembly• Base engine inspection• Base engine assembly

Parts such as sensors, actuators, connectors, andwiring harnesses are serviceable and available.

To help diagnose electronic control system problems,Section 06, Group 210 DIAGNOSTIC

SPECIFICATIONS contains useful information, such asECU terminal identification and a system wiringschematic.

IMPORTANT: Under NO circumstances, should theEngine Control Unit (ECU) beopened.

NOTE: Instruction is given throughout the diagnosticcharts to make resistance and voltagemeasurements in the ECU connector. Notethat these measurements are always made inthe harness end of the connector.Measurements should never be made in theECU end of the connection.

RG40854,00000FB –19–15JAN02–1/1

Electrical Concepts

Tests will include making measurements of voltage andresistance and making checks for open circuits and shortcircuits. An understanding of the following concepts isrequired to use the diagnostic procedures:

• Voltage (volts)• Current (amps)• Resistance (ohms)• Open Circuit• Short Circuit


PN=161

Trouble Code Diagnostics and Tests

04160

2

RG40854,00000FC –19–15JAN02–1/1

Using a Digital Multimeter

RG

1112

6–U

N–1

9JU

N00

Digital Multimeter

It is recommended that a digital multimeter (JT07306 orequivalent with an analog display) be used to make therequired measurements in the diagnostic procedures. Aknowledge of the operation of the particular meter used isassumed.

Instructions for measuring voltages take the followingform:

• Measure voltage from Point A (+) to Point (B) (-)

In this example, the positive test lead from the volt-ohminput of the meter should be connected to Point A and thenegative test lead from the common input of the metershould be connected to Point B.

Unless otherwise stated, all voltage measurements aredirect current (D.C.).

In making a resistance measurement, be careful to usethe correct resistance range on the meter. Disconnectappropriate connectors or turn off key switch, as directedby diagnostic procedures later in this group.

RG40854,00000FD –19–15JAN02–1/6

Electrical Circuit Malfunctions

Circuit Malfunctions

There are four major circuit malfunctions. They are:

1. High-resistance circuit

2. Open circuit

3. Grounded circuit

4. Shorted circuit


PN=162



RG40854,00000FD –19–15JAN02–2/6

RG9891 –UN–06JAN99

High Resistance Circuit

A—Unwanted Resistance

Definition of Circuit Malfunctions

1. High Resistance Circuit:

A circuit having unwanted resistance (A) thatcauses a voltage drop and reduces current flow.

041603

RG40854,00000FD –19–15JAN02–3/6

RG9892 –UN–06JAN99

Open Circuit

A—Break or Separation inCircuit

2. Open Circuit:A circuit having a break or a separation (A) thatprevents current from flowing in the circuit.

RG40854,00000FD –19–15JAN02–4/6

RG9893 –UN–06JAN99

Grounded Circuit

A—Voltage Wire in Contactwith Machine Frame

3. Grounded Circuit:A voltage wire in contact with the machine frame(A), providing continuity with the battery groundterminal.


PN=163



04160

4

RG40854,00000FD –19–15JAN02–5/6

RG

9894

–UN

–06J

AN

99

Shorted Circuit

4. Shorted Circuit:A wire-to-wire contact of two adjacent wires thatprovides unwanted continuity between the twowires. The following are types of short circuits:• Voltage wire shorted to another voltage wire

(wires of equal or unequal voltage).• Voltage wire shorted to a sensor signal wire

(wires of unequal voltage).• Voltage wire shorted to a ground wire (wires of

battery voltage or regulated voltage, shorted to a

ground wire connecting a component to thebattery negative terminal).

• Ground wire shorted to another ground wire(wires of zero voltage).

NOTE: This type of short does not create anobservable malfunction. Therefore, no furtherexplanation for trouble shooting is necessary.

RG40854,00000FD –19–15JAN02–6/6

RG9895 –UN–06JAN99

Locations of Circuit Malfunctions

A—Controlling Switch B—Load

Locations of Circuit Malfunctions:

In a “Simple Electrical Circuit” the circuit malfunctionsoccur at only three locations. They are:

1. Before the controlling switch (A).

2. Between the controlling switch (A) and the load (B).

3. After the load (B).

Electrical components can become faulty with thesame four circuit malfunctions. Sometimes componentmalfunctions can easily be confused with circuit

malfunctions. Therefore, care must be exercised whenisolating the cause of the problem.

Example: A component may not operate beforedisconnecting an electrical connection, but it operatesafter reconnecting the connector.

Reason: Oxidation of the terminals created “HighResistance” and a voltage drop that prevents theproper amount of current flow to the component.Disconnecting and reconnecting the connector,removed some oxidation and re-established goodcontinuity through the connector.


PN=164


041605

RG40854,00000FE –19–15JAN02–1/4

Troubleshooting Circuit MalfunctionsRG9896 –UN–06JAN99

Troubleshooting Circuit Malfunctions

A—Battery D—Unwanted Resistance G—Circuit Connector I—Load (Lamp)B—Switch E—Circuit Connector H—Component Terminal J—GroundC—Component Terminal F—Open Circuit

1. High Resistance Circuit:

A “High Resistance” circuit can result in slow, dimor no component operation (for example: loose,corroded, dirty or oily terminals, gauge of wire toosmall or broken strands of wire).

2. Open Circuit:

An “Open” circuit results in no component operationbecause the circuit is incomplete (for example:broken wire, terminals disconnected, openprotective device or open switch).

Do the following to isolate the location of a “HighResistance” or “Open” circuit:

a. With the controlling switch (B) closed (on) andthe load (I) connected into the circuit, check for

proper voltage at a location easily accessiblebetween (C) and (H).

• If voltage is low, move toward the voltagesource (A) to locate the point of voltage drop.

• If voltage is correct, move toward the load (I)and ground terminal (J) to locate the voltagedrop.

NOTE: The example shows high resistance (D)between (C) and (E) and the open circuit (F)between (E) and (G).

b. Repair the circuit as required.

c. Perform an operational check-out on thecomponent after completing the repair.



PN=165


04160

6

RG40854,00000FE –19–15JAN02–2/4

RG9897 –UN–06JAN99

Ground Circuit

A—Fuse “A” Terminal C—Switch E—Wire Terminal G—Component TerminalB—Fuse “B” Terminal D—Component Terminal F—Grounded Circuit H—Load (Lamp)

3. Ground Circuit:

A “Grounded” circuit (F) results in no componentoperation and the fuse or circuit breaker opens (forexample: a power wire contacting the machineframe, chassis or component housing).

Do the following to isolate the location of a“Grounded” circuit:

a. Switch (C) must be open (off). Check forcontinuity to ground between (B) and (C).

• If there is continuity, there is a groundedcircuit between (B) and (C). Repair the circuit.

• No continuity, go to step b.

b. Disconnect the load (H) at component terminal(G).

c. With the controlling switch (C) open (off), checkfor continuity to ground between (D) and (E).

• If there is continuity, there is a groundedcircuit between (D) and (E). Repair the circuit.

NOTE: The example is grounded between (D) and (E)at (F).

• Perform an operational check-out on thecomponent after completing the repair.



PN=166


041607

RG40854,00000FE –19–15JAN02–3/4

RG

9898

–UN

–06J

AN

99

Shorted Circuit

4. Shorted Circuit:

Machines equipped with several electronic controldevices contain wiring harnesses that can becomeshorted by one of the following ways shown above.

1. Battery wire from fuse (F1) is shorted at (A) toanother battery wire after switch (Sw.2).• Result: Lamp (E1) is on all of the time.

2. Battery wire from fuse (F1) is shorted at (B) toanother battery wire after switches (Sw.1 & 2).• Result: Both lamps (E1 & E2) operate on

either switch (Sw. 1 or 2).

3. Battery wire from fuse (F1) is shorted at (C) to aground wire.• Result: Fuse (F1) opens after closing switch

(Sw. 1)

4. Battery wire from switch (Sw. 2) is shorted at (D)to a regulated voltage wire.• Result: The sensor signal voltage is distorted.1

5. Battery wire from switch (Sw. 2) is shorted at (E)to the sensor signal voltage wire.• Result: The sensor signal is distorted.1

6. Battery wire from switch (Sw. 2) is shorted at (F)to the sensor ground wire.

• Result: Fuse (F2) opens after closing switch(Sw. 2) and the sensor signal is distorted.1

7. Controller regulated voltage wire is shorted at(G) to the sensor signal voltage wire.• Result: The sensor signal is distorted.

8. Controller regulated voltage wire is shorted at(H) to the sensor ground wire.• Result: The sensor signal is distorted.1

9. Sensor voltage wire is shorted at (I) to thesensor ground wire.• Result: The sensor signal is distorted.1

Do the following to isolate a “Shorted Circuit:”

a. Review the machine electrical schematic toidentify the circuits for the component that doesnot operate.

b. Disconnect the components at each end of thecircuits, to single out the affected wires.

c. To prevent damage to connector terminals,obtain mating connector terminals from repairparts. DO NOT force meter probes intoconnector terminals.

1The sensor signal voltage goes out of range and a fault code maybe restored. The controller may shut down or provide limitedoperation for its function.


PN=167



04160

8

RG40854,00000FE –19–15JAN02–4/4

d. Connect the meter leads across two of the affectedcircuits. The meter should show no continuitybetween the two circuits. Repeat the check acrossanother combination of two circuits until all affectedcircuits have been checked.

e. Then, connect a meter lead to each affected circuitone at a time and touch the other meter leads to allterminals in the connector. The meter should showno continuity between any two circuits.

Example: A 37 pin connector contains three wiresto a sensor. With one meter probe attached to eachof the three wires, one at a time, touch the othermeter probe to the remaining 36 wires. If there iscontinuity between any two wires, the circuit isshorted. Repair the circuit.

f. Alternate Method to Check for Shorted Circuit.

With the components disconnected at each end ofthe suspected circuits, turn the key switch on.

Connect one meter lead to a good frame ground.With the other meter probe, touch each of thesuspected circuits one at a time. If there is a voltagereading, the circuit is shorted to another voltagewire. Repair the circuit.

g. Repair the “Shorted Circuit” as follows:

• Wires not in a loom: Wrap individual wires withelectrical tape or replace the damaged wire andband as required.

• Wires in a loom: If hot spots exist in shorted areaof the harness, replace the harness. If hot sportsare not noticeable, install a new wire of propergauge between the last two connections. Use tiebands to secure the wire to outside of theharness.

h. Perform an operational check-out on the componentafter completing the repair.


PN=168


041609


PN=169


04160

10

RG40854,00000FF –19–15JAN02–1/2

Engine Configuration Data Parameters onDiagnostic Gauge

RG

1164

7–1

9–19

JAN

01R

G10

031

–UN

–28O

CT

99

A—Diagnostic GaugeB—Touch SwitchesC—Lights

Accessing Engine Configuration Data Parameters:

1. Scroll through the main menu of engine parameters bypressing either the right or the left touch switch

2. Select “E-Config” sub-menu by simultaneouslypressing the right and the left touch switch.

3. Scroll through the “E-Config”sub-menu to view EngineConfiguration Parameters by pressing either the rightor the left touch switch until desired parameter isfound. The numbers next to the parameters correspondto the number on the graph.

4. In order to exit “E-Config” sub-menu, simultaneouslypress the right and left touch switch



PN=170


0416011

RG40854,00000FF –19–15JAN02–2/2

Engine Configuration Parameter Description

Parameter Displayed on Units DescriptionDiagnostic Gauge

Speed 1 RPM Stationary low idle speed of engine which includes influences due to enginetemperature and other stationary changes. This is point 1 on the engineconfiguration map.

Torque 1 % Torque 1 equals the desired torque of the ECU divided by the reference torque.

Speed 2 RPM Engine speed at point 2 of the engine configuration map. This is defined as thekick-in point for which torque is reduced to zero.


Speed 3 RPM Engine speed at point 3 of the engine configuration map. Points 3, 4, and 5 areoptional and can be located anywhere between points 1 and 2.


Speed 4 RPM Engine speed at point 4 of the engine configuration map. Points 3, 4, and 5 areoptional and can be located anywhere between points 1 and 2.


Speed 5 RPM Engine speed at point 5 of the configuration map. Points 3, 4, and 5 are optionaland can be located anywhere between points 1 and 2.


Speed 6 RPM Engine speed of high idle.


Gov Gain % Equals the change of torque between points 2 and 6 divided by the change ofengine speed between points 2 and 6.

Ref Torque Nm (ft-lbs) This parameter is the 100% reference value for all defined indicated engine torqueparameters. It is only defined once and doesn’t change if a difference engine torquemap becomes valid.

Speed 7 RPM The maximum engine speed above point 6 allowed by the engine control during amomentary high idle override. This duration is limited by the maximum momentaryoverride time limit.

Time Limit sec The maximum time limit allowed to override the engine’s high idle speed.

Lo Limit RPM The minimum engine speed that the engine will allow when operating in a speedcontrol/limit mode

Hi Limit RPM The maximum engine speed that the engine will allow when operating in a speedcontrol/limit mode.

Low Limit % The minimum engine torque that the engine will allow when operating in a torquecontrol/limit mode.

Hi Limit % The maximum engine torque that the engine will allow when operating in a torquecontrol/limit mode.


PN=171


04160

12

RG40854,0000100 –19–15JAN02–1/1

Viewing Active DTCs on Diagnostic Gauge

RG

1003

1–U

N–2

8OC

T99


Accessing Active Diagnostic Trouble Codes (DTCs):


2. Select “SrvcCode” sub-menu by simultaneouslypressing the right and the left touch switch.

3. Scroll through the “SrvcCode ”sub-menu to view activeDTCs by pressing either the right or the left touchswitch until all codes are found.

4. In order to exit “SrvcCode” sub menu, simultaneouslypress the right and left touch switch

DPSG,OUOD007,2842 –19–21OCT99–1/1

Viewing Stored DTCs on Diagnostic Gauge

RG

1003

1–U

N–2

8OC

T99


Accessing Stored Diagnostic Trouble Codes (DTCs):


2. Select “StorCode” sub-menu by simultaneouslypressing the right and the left touch switch.

3. Scroll through the “StorCode”sub-menu to view storedDTCs by pressing either the right or the left touchswitch until all codes are found.

NOTE: If “No Data” is on the gauge, there are no storedcodes.

4. In order to exit “StorCode”sub menu, simultaneouslypress the right and left touch switch


PN=172


0416013

RG40854,000006A –19–23JAN01–1/1

Clearing Stored DTCs on Diagnostic Gauge

RG

1003

1–U

N–2

8OC

T99


Clearing Stored Diagnostic Trouble Codes (DTCs):


2. Select “StorCode” sub-menu by simultaneouslypressing the right and the left touch switch.

3. Scroll through the “StorCode”sub-menu to view storedDTCs by pressing either the right or the left touchswitch until all codes are found.

NOTE: If “No Data” is on the gauge, there are no storedcodes.

4. In order to clear codes, simultaneously press the rightand left switch for at least 8 seconds

NOTE: If the switches are held for less than 8 seconds,the sub menu will be exited.

5. If display reads “***********”, press the right switch forat least 8 seconds.

NOTE: If the switch is held for less than 8 seconds, thesub menu will be exited.

6. If the display reads “*Send* **DM3 *”, the codes arenow cleared. In order to exit “StorCode” sub menu,simultaneously press the right and left touch switch


PN=173


04160

14

RG40854,0000101 –19–15JAN02–1/2

Connecting to Diagnostic Scan Tool (DST) or SERVICE ADVISOR

RG

1173

7A–U

N–1

8MA

Y01

Connecting to the DST or SERVICE ADVISOR

A—Diagnostic Connector Mate C—MagiKey E—25 Pin MagiKey Connector G—PC ConnectorB—John Deere Controller D—26 Pin MagiKey Connector F—PC Cable

Cable

JDIS121 - ECU communication Hardware Kit isrequired to connect the DST or SERVICE ADVISORto the ECU. Please refer to your John Deere Dealerwebsite for obtaining the latest version of software.

The diagnostic connector is a black, circular connectorwith a square mounting flange and a dust cap. Thereare nine available pins. Depending on application, thelocation of the diagnostic connector may vary. OnOEM the connector is located near the ECU on theengine wiring harness.

1. Locate diagnostic connector on engine and removedust cap.

2. Connect John Deere Controller Cable (B) to thediagnostic connector on the engine harness usingthe diagnostic connector mate (A).

3. Connect the other end of the John Deere ControllerCable (B) to the MagiKey (C) module at the 26 pinMagiKey connector (D).

4. Connect the PC cable (F) to the MagiKey (C)module at the 25 pin MagiKey connector (E).

5. Connect the PC cable (F) to the computer with theDiagnostic Scan Tool (DST) or SERVICEADVISOR installed through the PC connector (G).

6. Key ON, engine off or running, verify that powerlight on MagiKey is illuminated green.



PN=174



RG40854,0000101 –19–15JAN02–2/2

7. Start the diagnostic software and select theappropriate application.

8. Connect to the application. The CAN light on theMagiKey should illuminate red when the connectionto the ECU is made.

9. If DST or SERVICE ADVISOR does not connectsee D1 - ECU DOES NOT COMMUNICATE WITHDST OR SERVICE ADVISOR DIAGNOSTICPROCEDURE in Group 150 of this manual.

10. Replace the dust cap on the diagnostic connector.

0416015


RG40854,0000102 –19–15JAN02–1/1

Blinking DTCs

On OEM applications that have a Fault Lamp, the ECUhas the ability to display DTCs using blinkingsequence of the fault lamp. To retrieve DTCs from theECU using the “blink code” method:

NOTE: The ECU blinks the codes in 2-digit codesonly. In order to convert the codes to SPN/FMIcodes, see LISTING OF DIAGNOSTICTROUBLE CODES (DTCS) ON ECU later inthis Group.

1. Turn the ignition switch “ON”.

2. Hold Override Shutdown Switch for a few seconds

3. The Fault Lamp will begin to flash a code number.For example, flash three times...short pause...flashtwo times...long pause. This example is code 32.

4. The ECU begins the flashing sequence by flashinga code 32, this indicates the start of blinking activecodes. If there are any active DTCs, the ECU willflash it’s 2–digit number. If there is more than oneactive DTC, the ECU will flash each code innumerical order. If there are no active DTCs, theFault Lamp will flash a code 88.

5. Following the active codes, the Fault Lamp willflash a code 33, this indicates the start of blinkingstored codes. If there are any stored DTCs, theFault Lamp will flash it’s 2–digit number. If there ismore than one stored DTC, the ECU will flash eachcode in numerical order. If there are no storedDTCs, the Fault Lamp will flash a code 88.

6. Once complete, the above sequence will berepeated.

7. When complete, turn ignition “OFF”

As an example, if an engine had an active DTC 18and stored DTC 53, the flashing sequence would be:

• flash three times...short pause• flash two times...long pause• flash one time...short pause• flash eight times...long pause• flash three times...short pause• flash three times...long pause• flash five times...short pause• flash three times


PN=175


04160

16

RG40854,0000103 –19–15JAN02–1/3

Data Parameter Description

Following is a list of the data parameters that can be readon the Diagnostic Scan Tool (DST) or ServiceADVISOR. The DST consists of a Windows (’95 or ’98)or NT compatible computer, JDIS121 ECUCommunication Hardware Kit, and the ECUCommunication Software Kit, available from John Deere.Included in the list below is a brief description of eachparameter, the range of possible readings, and eachparameter’s unit of measurement.

Parameter Units Description

Air Heater Time Remaining sec Amount of time the air heater will continue to heat the air prior to starting.

Analog Throttle (A) Input Voltage (OEM) volts Voltage from analog throttle (A) position sensor (potentiometer) on OEMapplications ONLY.

Analog Throttle (A) Input Voltage volts Voltage from analog throttle (A) position sensor (potentiometer) on non-OEMapplications.

Analog Throttle (B) Input Voltage (OEM) volts Voltage from analog throttle (B) position sensor (potentiometer) on OEMapplications ONLY.

Analog Throttle (B) Input Voltage volts Voltage from analog throttle (B) position sensor (potentiometer) on non-OEMapplications.

Analog Throttle (C) Input Voltage volts Voltage from analog throttle (C) position sensor (potentiometer).

Battery Voltage volts Switched battery voltage may vary depending on application

Crank Position Input Noise Indicator % "0" reading means that there is NO noise. Between 0—100, the noise on thecrank sensor signal becomes progressively worse. When 100 is reached, atrouble code is thrown.

Crank Position Sensor Speed rpm The speed of the crank timing wheel.

Desired Speed Governor Curve N/Aa The mode selected is dependent on the application. See APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual and refer to thecorresponding desired speed governor curve for your application.

ECU Boot Block Part Number N/Aa Part number for the Engine Control Unit (ECU) boot block.

ECU Configuration File Part Number N/Aa Part number for the configuration file in the ECU.

ECU EOL Data Part Number N/Aa Part number for the data programmed into the ECU at the end of the assemblyline. EOL = End of Line

aN/A = Not Applicable

Service ADVISOR is a trademark of Deere & Company Continued on next page


PN=176


0416017

RG40854,0000103 –19–15JAN02–2/3


ECU Part Number N/Aa Part number for the Engine Control Unit (ECU) hardware.

ECU Serial Number N/Aa Serial number for the Engine Control Unit (ECU).

ECU Software Assembly Part Number N/Aa Part number for the Engine Control Unit (ECU) software assembly.

ECU Software Part Number N/Aa Part number for the Engine Control Unit (ECU) operating software.

Engine Coolant Temperature °C Engine Coolant Temperature value.(°F)

NOTE: If there is an active fault for the ECT circuit, the ECT will be displayedas NA

Engine Coolant Temperature Input volts Engine Coolant Temperature sensor input voltage to the ECUVoltage

Engine Hourmeter hr Total hours the ECU has run on an engine.-min-sec

Engine Load at Current Speed % Percentage of load on the engine at a given speed.

Engine Model Number N/Aa The model number for the engine.

Engine Oil Pressure kPa Engine Oil pressure value(psi)

Engine Serial Number N/Aa Serial number for the engine.

Engine Speed rpm The speed that the crank sensor detects the crank timing wheel to be movingat.

Fuel Mode N/Aa This code explains the operation mode of the engine.

Fuel System Part Number N/Aa The part number for the fuel system used on the engine.

Fuel System Serial Number N/Aa The serial number for the fuel system used on the engine.

Fuel Temperature °C Fuel temperature value.(°F) NOTE: If there is an active fault for the fuel temperature circuit, the fuel

temperature will be displayed as NA

Fuel Temperature Input Voltage volts Fuel temperature sensor input voltage to the ECU.

Fuel Usage Rate L Total amount of fuel the ECU has commanded the pump control unit to(gal) deliver during the total hours shown by the Engine Hour Meter parameter.

Manifold Air Temperature °C Manifold Air Temperature value.(°F)

NOTE: If there is an active fault for the MAT circuit, MAT will be displayed asNA




PN=177


04160

18

RG40854,0000103 –19–15JAN02–3/3


Manifold Air Temperature Input Voltage volts Manifold Air Temperature sensor input voltage to the ECU.

Maximum Speed Governor Curve N/Aa The mode selected is dependent on the application. See APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual and refer to thecorresponding maximum speed governor curve for your application.

Oil Pressure kPa (psi) Oil pressure value.

NOTE: If there is an active fault for the oil pressure circuit, the oil pressurewill be displayed as NA

Oil Pressure Input Voltage volts Oil Pressure sensor input voltage to the ECU

Sensor Supply Voltage volts Voltage that ECU supplies sensors on voltage supply #1

Throttle Type N/Aa Type of throttle(s) active

Throttle Position % Percentage of throttle

Torque Curve Number N/Aa On some applications, the ECU limits the max fuel on multiple torque curves.This displays the torque curve the ECU is currently using to limit maximumfuel. See APPLICATION SPECIFICATIONS in Section 06, Group 210 of thismanual and refer to the corresponding torque curve for your application.



PN=178


0416019

RG40854,0000171 –19–27FEB02–1/1

Engine Test Instructions - Excavator TorqueCurve Change Test

Torque curve adjustment may be necessary forexcavators operating in high altitude areas. By selectingthe altitude derate option, undesired observable symptomssuch as excessive black smoke can be significantlyreduced or eliminated. Torque curve adjustment can onlybe accomplished with the DST or SERVICE ADVISOR.For instructions on connecting to the DST or SERVICEADVISOR, see CONNECTING TO DIAGNOSTIC SCANTOOL (DST) OR SERVICE ADVISOR in Group 160 laterin this manual.

Performing the Torque Curve High-altitudeAdjustment

1. Ignition ON, engine off.

2. Select Excavator Torque Curve Change Test on theDST or SERVICE ADVISOR.

3. Select the option that corresponds to the desiredoperation.

1. Normal operation2. Altitude derate



PN=179


04160

20

RG40854,0000104 –19–15JAN02–1/1

Diagnostic Trouble Codes (DTCs)

There are several different methods of displaying bothstored and active DTCs from the ECU.

SPN/FMI CODES

SPN/FMI codes are written from the SAE J1939standard as a two part code. The first part is called theSuspect Parameter Number (SPN). Typically, itcontains between 2 and 4 digits. The SPN identifiesthe system or the component that has the failure; forexample SPN 110 indicates a failure in the enginecoolant temperature circuit. The second part of thecode is called the Failure Mode Identifier (FMI) code.The FMI contains 2 digits. The FMI identifies the typeof failure that has occurred; for example FMI 3indicates value above normal. In order to determinethe exact failure, both the SPN and FMI are required.Combining SPN 110 with FMI 3 yields engine coolanttemperature input voltage high. To find out the equ

On all applications with the Level 12 Engine ControlUnit (ECU), the ECU transmits SPN/FMI codes overthe Controller Area Network (CAN). This allows forservice tools such as the DST, SERVICE ADVISOR,and the Diagnostic Gauge to display active and storedDTCs. In CTM 331, the diagnostic procedures aretitled by SPN/FMI codes.

2-DIGIT CODES

Some applications do not display engine codes as anSPN/FMI. In most of these cases, the code isdisplayed as a 2-digit code. An example of a 2-digitcode is 18 for engine coolant temperature inputvoltage high. If used on an application with multiplecontrollers, ECU may be displayed in front of thenumbers, such as ECU 018. A 2-digit code may beseen on SERVICE ADVISOR, the on-board display,or when the code is blinked for various reasons. In thismanual, it will be necessary to convert these codes to

the SPN/FMI code in order to follow the correctdiagnostic procedure. See LISTING OF DIAGNOSTICTROUBLE CODES (DTCS) ON ECU in Group 160 ofthis manual.

OTHER CODES

If codes are not displayed as SPN/FMI or as 2-digitcodes, there may be another format that theapplication is using. For example on someapplications, the code F455 is displayed for enginecoolant temperature input voltage high. This may beseen on some applications within SERVICEADVISOR. In this manual, it is necessary to convertthis format of code into an SPN/FMI code to ensurethat the correct diagnostic procedure is followed. SeeLISTING OF DIAGNOSTIC TROUBLE CODES(DTCS) ON ECU

WARNING LAMP

On some applications, there is a warning lamp that isused when a code becomes active. When a code isactive, this lamp will either blink or stay on solid.Typically, a solid light indicates that the ECU is takingextreme measures to protect the engine, and ablinking light indicates that the ECU has detected afault and engine performance may be affected. Referto Operator’s Manual for a given application for moredetailed information.

CLEARING STORED DTCS

Stored DTCs can be cleared through the OEMinstrument panel, through the Diagnostic Scan Tool(DST) or SERVICE ADVISOR. For more informationon clearing DTCs using the diagnostic code reader onthe instrument panel, see CLEARING STORED DTCSON DIAGNOSTIC GAUGE earlier in this Group.



PN=180


0416021


PN=181


04160

22

RG40854,0000106 –19–15JAN02–1/5

Listing of Diagnostic Trouble Codes (DTCs)on ECU

Ascending SPN/FMI Codes

DTC’s Listing in Ascending SPN/FMI CodesSPN FMI Definition28 3 See LISTING OF THROTTLE CODES later in this Group.

4 See LISTING OF THROTTLE CODES later in this Group.29 3 See LISTING OF THROTTLE CODES later in this Group.

4 See LISTING OF THROTTLE CODES later in this Group.14 See LISTING OF THROTTLE CODES later in this Group.

91 3 See LISTING OF THROTTLE CODES later in this Group.4 See LISTING OF THROTTLE CODES later in this Group.7 See LISTING OF THROTTLE CODES later in this Group.10 See LISTING OF THROTTLE CODES later in this Group.13 See LISTING OF THROTTLE CODES later in this Group.14 See LISTING OF THROTTLE CODES later in this Group.

100 1 Engine Oil Pressure Extremely Low3 Engine Oil Pressure Input Voltage High4 Engine Oil Pressure Input Voltage Low18 Engine Oil Pressure Moderately Low

105 3 Manifold Air Temperature Input Voltage High4 Manifold Air Temperature Input Voltage Low16 Manifold Air Temperature Moderately High

110 0 Engine Coolant Temperature High Most Severe3 Engine Coolant Temperature Input Voltage High4 Engine Coolant Temperature Input Voltage Low15 Engine Coolant Temperature High Least Severe16 Engine Coolant Temperature High Moderately Severe

111 0 Loss of Coolant Temperature Extremely High3 Loss of Coolant Temperature Input Voltage High4 Loss of Coolant Temperature Input Voltage Low

158 17 ECU Power Down Error174 3 Fuel Temperature Input Voltage High

4 Fuel Temperature Input Voltage Low16 Fuel Temperature Moderately High

190 0 Engine Overspeed Extreme190 16 Engine Overspeed Moderate620 3 Sensor Supply Voltage High

4 Sensor Supply Voltage Low627 4 ECU Unswitched Power Missing629 13 ECU Error637 2 Crank Position Input Noise

10 Crank Position Input Pattern Error639 13 CAN Error898 9 Vehicle Speed Invalid/Missing970 31 Auxiliary Engine Shutdown Switch Active971 31 External Engine Derate Switch Active1076 0 Pump Control Valve Closure Too Long

1 Pump Control Valve Closure Too Short3 Pump Solenoid Current High5 Pump Solenoid Circuit Open6 Pump Solenoid Circuit Severely Shorted


PN=182



RG40854,0000106 –19–15JAN02–2/5

7 Pump Control Valve Closure Not Detected10 Pump Solenoid Circuit Moderately Shorted

1079 3 Sensor Supply Voltage High4 Sensor Supply Voltage Low

1109 31 Engine Shutdown Warning1110 31 Engine Shutdown1569 31 Fuel Derate2000 6 Internal ECU Failure2000 13 Security Violation

0416023



PN=183


04160

24

RG40854,0000106 –19–15JAN02–3/5

Ascending 2-Digit/Other Codes

DTC’s Listing in Ascending 2-Digit Codes2-Digit/Other SPN FMI Definition

Code11 See LISTING OF THROTTLE CODES later in this Group.12 See LISTING OF THROTTLE CODES later in this Group.13 See LISTING OF THROTTLE CODES later in this Group.14 See LISTING OF THROTTLE CODES later in this Group.15 LISTING OF THROTTLE CODES later in this Group.16 See LISTING OF THROTTLE CODES later in this Group.18 110 3 Engine Coolant Temperature Input Voltage High19 110 4 Engine Coolant Temperature Input Voltage Low21 620 3 Sensor Supply Voltage High

1079 3 Sensor Supply Voltage High22 620 4 Sensor Supply Voltage Low

1079 4 Sensor Supply Voltage Low23 100 3 Engine Oil Pressure Input Voltage High24 100 4 Engine Oil Pressure Input Voltage Low25 105 3 Manifold Air Temperature Input Voltage High26 105 4 Manifold Air Temperature Input Voltage Low28 629 13 ECU Error32 N/Aa N/Aa When reading blink codes, signifies start of active fault codes.33 N/Aa N/Aa When reading blink codes, signifies start of previously active fault codes.37 174 3 Fuel Temperature Input Voltage High38 174 4 Fuel Temperature Input Voltage Low39 637 2 Crank Position Input Noise

10 Crank Position Input Pattern Error42 190 0 Engine Overspeed Extreme

16 Engine Overspeed Moderate54 158 17 ECU Power Down Error55 639 13 CAN Error62 110 15 Engine Coolant Temperature High Least Severe63 110 16 Engine Coolant Temperature High Moderately Severe64 100 18 Engine Oil Pressure Moderately Low65 100 1 Engine Oil Pressure Extremely Low66 105 16 Manifold Air Temperature Moderately High68 1569 31 Fuel Derate69 110 0 Engine Coolant Temperature High Most Severe71 1076 0 Pump Control Valve Closure Too Long72 1076 1 Pump Control Valve Closure Too Short73 1076 5 Pump Solenoid Circuit Open74 1076 6 Pump Solenoid Circuit Severely Shorted75 1076 7 Pump Control Valve Closure Not Detected76 1076 10 Pump Solenoid Circuit Moderately Shorted77 1076 3 Pump Solenoid Current High78 200 13 Security Violation79 2000 6 Internal ECU Error81 174 16 Fuel Temperature Moderately High82 1110 31 Engine Protection Shutdown83 970 31 Auxilary Engine Shutdown Switch Active84 158 17 ECU Power Down Error

971 31 External Engine Derate Switch ActiveaN/A = Not Applicable


PN=184



0416025

RG40854,0000106 –19–15JAN02–4/5

88 N/Aa N/Aa When reading blink codes, signifies that no fault codes are in buffer.F400 See LISTING OF THROTTLE CODES later in this Group.F401 See LISTING OF THROTTLE CODES later in this Group.F402 LISTING OF THROTTLE CODES later in this Group.F403 See LISTING OF THROTTLE CODES later in this Group.F404 See LISTING OF THROTTLE CODES later in this Group.F405 See LISTING OF THROTTLE CODES later in this Group.F411 620 4 Sensor Supply Voltage LowF413 100 1 Engine Oil Pressure Extremely LowF414 620 3 Sensor Supply Voltage High

100 3 Skidders ONLY - Engine Oil Pressure Input Voltage HighF415 100 4 Engine Oil Pressure Input Voltage LowF416 105 3 Manifold Air Temperature Input Voltage HighF417 105 4 Manifold Air Temperature Input Voltage LowF418 105 16 Manifold Air Temperatrue Moderately HighF419 110 0 Engine Coolant Temperature High Most SevereF420 See LISTING OF THROTTLE CODES later in this Group.

110 3 Skidders ONLY - Engine Coolant Temperature Input Voltage HighF421 See LISTING OF THROTTLE CODES later in this Group.

110 4 Skidders ONLY - Engine Coolant Temperature Input Voltage LowF422 110 16 Engine Coolant Temperature High Moderately SevereF423 See LISTING OF THROTTLE CODES later in this Group.

158 17 Skidders ONLY - ECU Power Down ErrorF424 174 3 Fuel Temperature Input Voltage HighF425 See LISTING OF THROTTLE CODES later in this Group.

174 4 Skidders ONLY - Fuel Temperature Input Voltage LowF426 174 16 Fuel Temperature Moderately HighF428 See LISTING OF THROTTLE CODES later in this Group.F429 620 3 Sensor Supply Voltage HighF42A See LISTING OF THROTTLE CODES later in this Group.F430 620 4 Sensor Supply Voltage LowF432 629 13 ECU ErrorF436 637 2 Crank Position Input NoiseF439 637 10 Crank Position Improper PatternF440 100 4 Engine Oil Pressure Input Voltage Low

639 13 Skidders ONLY - CAN ErrorF445 100 3 Engine Oil Pressure Input Voltage HighF446 100 1 Engine Oil Pressure Extremely LowF450 110 4 Engine Coolant Temperature Input Voltage LowF455 110 3 Engine Coolant Temperature Input Voltage HighF457 110 0 Engine Coolant Temperature High Most SevereF459 1076 0 Pump Control Valve Closure Too LongF460 105 4 Manifold Air Temperature Input Voltage Low

1076 1 Skidders ONLY - Pump Control Valve Closure Too ShortF461 1076 3 Pump Solenoid Current HighF462 1076 5 Pump Solenoid Circuit OpenF463 1076 6 Pump Solenoid Circuit Severely ShortedF464 1076 7 Pump Control Valve Closure Not DetectedF465 105 3 Manifold Air Temperature Input Voltage High

1076 10 Skidders ONLY - Pump Solenoid Circuit Moderately ShortedF470 174 4 Fuel Temperature Input Voltage LowF474 174 16 Fuel Temperature Moderately HighF475 174 3 Fuel Temperature Input Voltage High

1569 31 Skidders ONLY - Fuel DerateaN/A = Not Applicable


PN=185



04160

26

RG40854,0000106 –19–15JAN02–5/5

F476 2000 6 Internal ECU FailureF477 2000 13 Security ViolationF48A 637 10 Crank Position Input Pattern ErrorF48B 637 2 Crank Position Input NoiseF490 1076 6 Pump Solenoid Circuit Severely ShortedF491 1076 1 Pump Control Valve Closure Too ShortF492 1076 3 Pump Solenoid Current HighF493 1076 7 Pump Control Valve Closure Not DetectedF494 1076 0 Pump Control Valve Closure Too LongF495 1076 5 Pump Solenoid Circuit OpenF49A 1076 10 Pump Solenoid Circuit Moderately ShortedF4A0 111 4 Loss of Coolant Temperature Input Voltage LowF4A5 111 3 Loss of Coolant Temperature Input Voltage HighF4A7 111 0 Loss of Coolant Temperature Extremely HighF4E0 2000 6 Internal ECU FailureF4E3 629 13 ECU ErrorF4EA 158 17 ECU Power Down ErrorF4ED 2000 13 Security Violation


PN=186


0416027

RG40854,0000105 –19–15JAN02–1/1

Diagnostic Procedure

Diagnosis of the electronic control system should beperformed according to the following procedure:

1. Make sure all engine mechanical and other systemsnot related to the electronic control system areoperating properly.

2. Read and record DTC(s). If an SPN/FMI code is notused, convert the code to SPN/FMI. See LISTINGOF DIAGNOSTIC TROUBLE CODES (DTCS) ONECU earlier in this Group.

3. Go to the diagnostic procedure that corresponds tothe DTC(s) present.

NOTE: If more than one DTC is present, go to thechart corresponding to the lowest number DTCand diagnose that problem to correction unlessdirected to do otherwise.

4. If no DTC(s) are present, proceed to theappropriate symptom diagnostic chart in Group 150of this Section.

5. After any repairs are made, recheck to make sureall DTCs have been eliminated.

NOTE: After using the DST or SERVICE ADVISOR,always replace the dust cap on the diagnosticconnector.

IMPORTANT: Care should be used duringdiagnostic procedures to avoiddamaging the terminals ofconnectors, sensors, and actuators.Probes should not be poked into oraround the terminals or damage willresult. Probes should only betouched against the terminals tomake measurements. It isrecommended that JT07328Connector Adapter Test Kit be usedto make measurements inconnectors, sensors, and actuators.These adapters will ensure thatterminal damage does not occur.



PN=187


04160

28

RG40854,0000107 –19–15JAN02–1/1

Intermittent Fault Diagnostics

Intermittent faults are problems that periodically “goaway”. A problem such as a loose terminal thatintermittently doesn’t make contact is a likely cause ofan intermittent fault. Other intermittent faults may beset only under certain operating conditions such asheavy load, extended idle, etc. When diagnosingintermittent faults, take special note of the condition ofwiring and connectors since a high percentage ofintermittent problems originate here. Check for loose,dirty, or disconnected connectors. Inspect the wiringrouting looking for possible shorts caused by contactwith external parts (for example, rubbing against sharpsheet metal edges). Inspect the connector vicinitylooking for wires that have pulled out of connectorterminals, damaged connectors, poorly positionedterminals, and corroded or damaged terminals. Lookfor broken wires, damaged splices, and wire-to-wireshorts. Use good judgement if component replacementis thought to be required.

NOTE: The ECU is the component LEAST likely tofail.

Suggestions for diagnosing intermittent faults:

• If diagnostic chart indicates that the problem isintermittent, try to reproduce the operating conditionsthat were present when the DTC set. The DiagnosticScan Tool (DST) or SERVICE ADVISOR can beused to help locate intermittent problems, as it

includes a function called Recording. This functionpermits the recording of data parameter valuesduring a diagnostic session. If a DTC sets during acertain diagnostic session, the parameters can beplayed back and observed to see what eachparameters’ value was when the DTC occurred.

• If a faulty connection or wire is suspected to be thecause of the intermittent problem: clear DTCs, thencheck the connection or wire by wiggling it whilewatching the DST or SERVICE ADVISOR to see ifthe fault resets.

• To check the connection between the harness and asensor or the harness and the ECU, use JT07328Connector Adapter Test Kit. Insert the male end ofthe appropriate test adapter into the female end ofthe ECU or sensor connector terminal. There shouldbe moderate resistance when the test adapter isinserted into the terminal. If the connection is loose,replace the female terminal.

Possible Causes of Intermittent Faults:

• Faulty connection between sensor or actuator andharness.

• Faulty contact between terminals in connector.• Faulty terminal/wire connection.• Electromagnetic interference (EMI) from an

improperly installed 2-way radio, etc. can causefaulty signals to be sent to the ECU.



PN=188


0416029

RG40854,0000108 –19–15JAN02–1/1

Listing of Throttle Codes

NOTE: For each different application, a SPN-FMI mightrefer to a different diagnostic procedure thananother application. To get to the correctprocedure, identify the application and the DTC,and proceed to the page that the table below lists.

Application 2-Digit/Other SPN-FMI Code Go to page that reads:Code

Backhoes F425 91 - 3 - Throttle 1 T3 - Analog Throttle (A) Input HighF420 91 - 4 - Throttle 1 T4 - Analog Throttle (A) Input LowF42A 91 - 14 - Throttle 1 T22 - Analog Throttle (A) Input Voltage Out of Range

Crawlers F425 91 - 3 - Throttle 1 T3 - Analog Throttle (A) Input HighF420 91 - 4 - Throttle 1 T4 - Analog Throttle (A) Input LowF428 91 - 7 - Throttle 1 T19 - Throttle Not Calibrated ProperlyF421 91 - 10 - Throttle 1 T20 - Throttle Input Voltage Below Lower Calibration LimitF423 91 - 13 - Throttle 1 T21 - Throttle Calibration AbortedF42A 91 - 14 - Throttle 1 T22 - Analog Throttle (A) Input Voltage Out of Range

Excavators 13 28 - 3 - Throttle 1 T11 - Excavator Throttle Reference Voltage High14 28 - 4 - Throttle 1 T12 - Excavator Throttle Reference Voltage Low15 29 - 3 - Throttle 1 T13 - Excavator Throttle Ground Voltage High16 29 - 4 - Throttle 1 T14 - Excavator Throttle Ground Voltage Low11 91 - 3 - Throttle 1 T15 - Excavator Throttle Signal Voltage High12 91 - 4 - Throttle 1 T16 - Excavator Throttle Signal Voltage Low

Forwarders 15 29 - 3 - Throttle 2 T5 - Analog Throttle (B) Input High16 29 - 4 - Throttle 2 T6 - Analog Throttle (B) Input Low11 91 - 3 - Throttle 1 T3 - Analog Throttle (A) Input High12 91 - 4 - Throttle 1 T4 - Analog Throttle (A) Input Low

OEM 13 28 - 3 - Throttle 3 T5 - Analog Throttle (B) Input High15 29 - 3 - Throttle 2 T3 - Analog Throttle (A) Input High16 29 - 4 - Throttle 2 T4 - Analog Throttle (A) Input Low11 91 - 3 - Throttle 1 T1 - Multi-state Throttle Input High12 91 - 4 - Throttle 1 T2 - Multi-state Throttle Input Low

Skidders F403 91 - 3 - Throttle 1 T3 - Analog Throttle (A) Input HighF404 91 - 4 - Throttle 1 T4 - Analog Throttle (A) Input LowF405 91 - 14 - Throttle 1 T22 - Analog Throttle (A) Input Voltage Out of RangeF400 29 - 3 - Throttle 2 T1 - Multi-state Throttle Input HighF401 29 - 4 - Throttle 2 T2 - Multi-state Throttle Input LowF402 29 - 14 - Throttle 2 T23 - Multi-state Throttle Input Voltage Out of Range

Tele-handlers 11 91 - 3 - Throttle 1 T3 - Analog Throttle (A) Input High12 91 - 4 - Throttle 1 T4 - Analog Throttle (A) Input Low


PN=189


04160

30

RG40854,00000A2 –19–07DEC01–1/1

Level 12 ECU - T1 - Multi-state Throttle Input High

Instrument PanelConnector

Idle SwitchConnector

G

C A F

ED

BX

W

V

UT

SR

P

NM

L

K

J

High IdleLow Idle

Idle Switch

Low Idle

High Idle

R High/Low Idle Input C1

R

S Sensor Ground D3

S

JOHN DEEREInstrument Panel

H

A

B

A

B

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

6–1

9–14

DE

C01

Multi-state Throttle Switch

• Multi-state throttle is composed of an idle switch thatallows engine speed to be at high or low idle. Onsome applications, there is a bump up and a bumpdown feature. This allows for high and low idle to becontrolled.

• On certain applications, an additional throttle is usedin addition to the multi-state throttle. If the desiredengine speed of the additional throttle is greater thanthe multi-state throttle, the multi-state throttle will beoverridden. When the desired engine speed of themulti-state throttle is greater than the additionalthrottle, the multi-state throttle will be in total control.

This code will set if:

• The multi-state throttle input voltage exceeds themaximum threshold. The voltage is higher than whatis physically possible for the throttle lever to achieve.

If this code sets, the following will occur:

• If more than one throttle is available, the ECU willignore the input from the multi-state throttle, and willuse the input values from another throttle.

• If the multi-state throttle is the only throttle or alladditional throttles are also faulted, the ECU will usea default “limp-home” throttle value that will onlyallow idle engine speed.


PN=190


RG40854,00000A1 –19–07DEC01–1/1

Level 12 ECU - T1 - Multi-state Throttle Input High - Continued

– – –1/1

Level 12 ECU - T1 - Multi-State Throttle Input High Diagnostic Procedure

0416031

– – –1/1


NOTE: For wiring and theory of operation, see T1 - MULTI-STATE THROTTLE INPUTHIGH supporting information.

Perform a preliminary inspection of the ECU connector and the multi-state throttleconnector. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T1 - MULTI-STATE THROTTLE INPUTHIGH supporting information.

1. Connect the DST or SERVICE ADVISOR. For instructions on connecting to theDST or SERVICE ADVISOR, see CONNECTING TO DIAGNOSTIC SCAN TOOL(DST) OR SERVICE ADVISOR earlier in this Group.


3. Start the ECU communication software

4. Read DTCs using the DST or SERVICE ADVISOR

5. Make note of any DTCs, then clear all DTCs.


7. Move the multi-state switch through all the positions.

8. Read DTCs using the DST or SERVICE ADVISOR.

NOTE: Skidder applications use a different SPN for multi-state throttle than otherapplications.

SPN 91 FMI 3 (Skidders:SPN 29 FMI 3) reoccurs:GO TO 3

SPN 91 FMI 3 (Skidders:SPN 29 FMI 3) does notreoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=191


04160

32

– – –1/1

3 Throttle PositionInput Shorted Test


1. Ignition OFF

2. Disconnect multi-state throttle switch at two wire connector behind instrument panel.

3. Install a jumper wire between both terminals of the switch harness connector.


5. Make note of any DTCs, then clear all DTCs





SPN 91 FMI 4 (Skidders:SPN 29 FMI 3) occurs:Faulty multi-state throttleswitch connectorORFaulty multi-state throttleswitch

– – –1/1

4 Throttle PositionGround Circuit OpenTest


1. Ignition OFF

2. Remove jumper wire.


4. Using a multimeter, measure voltage between multi-state switch 5 V input terminaland a good chassis ground.

Between 4.0 V and 6.0V:Open in multi-state switchground circuitORFaulty ECU connectionORFaulty ECU

Below 4.0 V:Open in multi-state switch5 V input circuitORFaulty ECU connectionORFaulty ECU


PN=192


0416033


PN=193


04160

34

RG40854,00000A0 –19–07DEC01–1/1

Level 12 ECU - T2 - Multi-state Throttle Input Low


Idle SwitchConnector

G

C A F

ED

BX

W

V

UT

SR

P

NM

L

K

J

High IdleLow Idle

Idle Switch

Low Idle

High Idle

R High/Low Idle Input C1

R

S Sensor Ground D3

S


H

A

B

A

B

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

6–1

9–14

DE

C01





• The multi-state throttle input voltage drops below theminimum threshold. The voltage is lower than whatis physically possible for the throttle lever to achieve.


• If more than one throttle is available, the ECU willignore the input from the multi-state throttle, and willuse the input values from another throttle.

• If the multi-state throttle is the only throttle or alladditional throttles are also faulted, the ECU will usea default “limp-home” throttle value that will onlyallow idle engine speed.


PN=194


RG40854,00000A3 –19–11DEC01–1/1

Level 12 ECU - T2 - Multi-state Throttle Input Low - Continued

– – –1/1

Level 12 ECU - T2 - Multi-State Throttle Input Low Diagnostic Procedure

0416035

– – –1/1


NOTE: For wiring and theory of operation, see T2 - MULTI-STATE THROTTLE INPUTLOW supporting information.

Perform a preliminary inspection of the ECU connector and the multi-state throttleconnector. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T2 - MULTI-STATE THROTTLE INPUTLOW supporting information.







7. Move the multi-state switch through all the positions.




SPN 91 FMI 4 (Skidders:SPN 29 FMI 4) does notreoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=195


04160

36

– – –1/1

3 Throttle PositionWiring Test

NOTE: For wiring and theory of operation, see T2 - MULTI-STATE THROTTLE INPUTLOW supporting information.

1. Ignition OFF

2. Disconnect multi-state throttle switch at two wire connector behind instrument panel.






SPN 91 FMI 4 (Skidders:SPN 29 FMI 4) reoccurs:Short to ground inmulti-state input circuitOROpen in multi-state inputcircuitORFaulty ECU

SPN 91 FMI 3 (Skidders:SPN 29 FMI 3) occurs:Faulty multi-state throttleswitch connectorORFaulty multi-state throttleswitch.


PN=196


0416037


PN=197


04160

38

RG40854,000009E –19–07DEC01–1/1

Level 12 ECU - T3 - Analog Throttle (A) Input High

Analog Throttle (A)Sensor Connector

AnalogThrottle (A)

Sensor

A A

B BC C


G

C A F

ED

BX

W

V

U

T

SRP

NM

L

K

JH

C Sensor Return D3

L Sensor Input E1

M Sensor 5V E2

C L M


A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

4–1

9–14

DE

C01


Analog Throttle Position Sensor

• The analog throttle position sensor is a variableresistor (potentiometer) used to measure the positionof the throttle. The throttle input voltage normallyvaries between 1.0 and 4.0 volts depending onthrottle position. Analog throttle voltage at low idlewill be approximately 1.0 volt and 4.0 volts at highidle. The ECU has the ability to learn differentvoltages for low and high idle, so the voltage rangemay change per application.


• The analog throttle (A) input voltage exceeds thesensor’s high voltage specification. The voltage ishigher than what is physically possible for thethrottle lever to achieve.– For OEM applications, the high analog throttle (A)

input voltage specification is 4.7 volts.– For non-OEM applications, see APPLICATION

SPECIFICATIONS in Section 06, Group 210 ofthis manual for the high analog throttle (A) inputvoltage specification.


• If more than one throttle is available, the ECU willignore the input from the analog throttle, and will usethe input values from another throttle.

• If the analog throttle is the only throttle or alladditional throttles are also faulted, the ECU will usea default “limp-home” throttle value that will onlyallow idle engine speed.


PN=198


RG40854,00000A4 –19–11DEC01–1/1

Level 12 ECU - T3 - Analog Throttle (A) Input High - Continued

– – –1/1

Level 12 ECU - T3 - Analog Throttle (A) Input High Diagnostic Procedure

0416039

– – –1/1


NOTE: For wiring and theory of operation, see T3 - ANALOG THROTTLE (A) INPUTHIGH supporting information.

Perform a preliminary inspection of the ECU connector, the analog (A) throttleconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.


Faulty connection:Repair faultyconnection(s)

– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T3 - ANALOG THROTTLE (A) INPUTHIGH supporting information.




4. Analog Throttle (A) in the idle position.

5. Using the DST or SERVICE ADVISOR:

• For OEM applications, read Analog Throttle (A) Input Voltage (OEM)• For non-OEM applications, read Analog Throttle (A) Input Voltage

NOTE: For OEM applications, the high analog throttle (A) input voltage specificationis 4.7V. For the high voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

4.7 V or greater:GO TO 4

Below 4.7 V:GO TO 3



PN=199


04160

40

– – –1/1

3 Throttle TravelVoltage Test


While slowly operating analog throttle (A) through its full travel, use the DST orSERVICE ADVISOR for the following:


NOTE: For OEM applications, the high analog throttle (A) input voltage specification is4.7V. For the high voltage specification on non-OEM applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

Goes above 4.7 V:Faulty analog throttle (A)sensor connectorOROpen in analog throttle(A) sensor ground circuitORFaulty analog throttle (A)sensor

Never goes above 4.7 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group

– – –1/1



1. Ignition OFF

2. Disconnect analog throttle (A) sensor connector behind instrument panel.

3. Ignition ON, Engine OFF



NOTE: For OEM applications, the low analog throttle (A) input voltage specificationis 0.3V. For the low voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

0.3 V or less:GO TO 5

Above 0.3 V:Short to voltage in analogthrottle (A) input circuitORFaulty ECU


– – –1/1



1. Ignition OFF

2. Analog throttle (A) sensor connector still disconnected.

3. Using a test light connected to battery (+), probe the ground terminal in throttle (A)sensor harness connector.

Light ON:Faulty analog throttle (A)sensor connectorORFaulty analog throttle (A)sensor

Light OFF:Open in analog throttle(A) ground circuit


PN=200


0416041


PN=201


04160

42

RG40854,000009C –19–07DEC01–1/1

Level 12 ECU - T4 - Analog Throttle (A) Input Low


AnalogThrottle (A)

Sensor

A A

B BC C


G

C A F

ED

BX

W

V

U

T

SRP

NM

L

K

JH

C Sensor Return D3

L Sensor Input E1

M Sensor 5V E2

C L M


A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

4–1

9–14

DE

C01





• The analog throttle (A) input voltage goes below thesensor’s low voltage specification. The voltage islower than what is physically possible for the throttlelever to achieve.– For OEM applications, the low analog throttle (A)


SPECIFICATIONS in Section 06, Group 210 ofthis manual for the low analog throttle (A) inputvoltage specification.





PN=202


RG40854,00000A5 –19–13DEC01–1/1

Level 12 ECU - T4 - Analog Throttle (A) Input Low - Continued

– – –1/1

Level 12 ECU - T4 - Analog Throttle (A) Input Low Diagnostic Procedure

0416043

– – –1/1


NOTE: For wiring and theory of operation, see T4 - ANALOG THROTTLE (A) INPUTLOW supporting information.

Perform a preliminary inspection of the ECU connector, the analog (A) throttleconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.


Faulty connection:Repair faulty connection.

– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T4 - ANALOG THROTTLE (A) INPUTLOW supporting information.




4. Throttle (A) in the idle position.



NOTE: For OEM applications, the low analog throttle (A) input voltage specificationis 0.3V. For the low voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.3 V:GO TO 3



PN=203


04160

44

– – –1/1



While slowly operating analog throttle (A) through its full travel, use the DST orSERVICE ADVISOR for the following:


NOTE: For OEM applications, the low analog throttle (A) input voltage specification is0.3V. For the low voltage specification on non-OEM applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

Goes below 0.3 V:Faulty analog throttle (A)sensor connectorOROpen in analog throttle(A) sensor ground circuitORFaulty analog throttle (A)sensor


– – –1/1



1. Ignition OFF

2. Disconnect analog throttle (A) sensor connector.

3. Install a jumper wire between the 5 V Supply terminal and the input terminal in theharness side of the sensor connector.




NOTE: For OEM applications, the high analog throttle (A) input voltage specificationis 4.7V. For the high voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Below 4.7 V:GO TO 5

4.7 V or greater:Faulty analog throttle (A)sensor connectorORFaulty analog throttle (A)sensor


PN=204


0416045

– – –1/1

5 Throttle Position 5VSupply Test


1. Ignition OFF



4. Using a multimeter, measure the voltage between the analog throttle (A) groundterminal and the 5 V Supply terminal in the sensor harness connector.

Between 4.0 V and 6.0V:Open in analog throttle(A) input circuitORShort to ground in analogthrottle (A) input circuitORFaulty ECU connectorORFaulty ECU

Below 4.0 V:Open in analog throttle(A) 5 V Supply circuitORShort to ground in analogthrottle (A) 5 V SupplycircuitORFaulty ECU connectorORFaulty ECU


PN=205


04160

46

RG40854,000009A –19–07DEC01–1/1

Level 12 ECU - T5 - Analog Throttle (B) Input High

Sensor Return D3

Analog Throttle (B) Input F2

Sensor 5V E2

Analog Throttle (B)Sensor Connector

Throttle Emulator

AnalogThrottle (B)

Sensor

A

A A

B B

C C

B

C

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

5–1

9–14

DE

C01





• The analog throttle (B) input voltage exceeds thesensor’s high voltage specification. The voltage ishigher than what is physically possible for thethrottle lever to achieve.– For OEM applications, the high analog throttle (B)


SPECIFICATIONS in Section 06, Group 210 ofthis manual for the high analog throttle (B) inputvoltage specification.





PN=206


RG40854,00000A6 –19–13DEC01–1/1

Level 12 ECU - T5 - Analog Throttle (B) Input High - Continued

– – –1/1

Level 12 ECU - T5 - Analog Throttle (B) Input High Diagnostic Procedure

0416047

– – –1/1


NOTE: For wiring and theory of operation, see T5 - ANALOG THROTTLE (B) INPUTHIGH supporting information.

Perform a preliminary inspection of the ECU connector, the analog (B) throttleconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T5 - ANALOG THROTTLE (B) INPUTHIGH supporting information.




4. Analog Throttle (B) in the idle position.


• For OEM applications, read Analog Throttle (B) Input Voltage (OEM)• For non-OEM applications, read Analog Throttle (B) Input Voltage

NOTE: For OEM applications, the high analog throttle (B) input voltage specificationis 4.7V. For the high voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Below 4.7 V:GO TO 3



PN=207


04160

48

– – –1/1



While slowly operating analog throttle (B) through its full travel, use the DST orSERVICE ADVISOR for the following:


NOTE: For OEM applications, the high analog throttle (B) input voltage specification is4.7V. For the high voltage specification on non-OEM applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

Goes above 4.7 V:Faulty analog throttle (B)sensor connectorOROpen in analog throttle(B) sensor ground circuitORFaulty analog throttle (B)sensor


– – –1/1



1. Ignition OFF

2. Disconnect analog throttle (B) sensor connector behind instrument panel.

3. Ignition ON, Engine OFF



NOTE: For OEM applications, the low analog throttle (B) input voltage specificationis 0.3V. For the low voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.3 V:Short to voltage in analogthrottle (B) input circuitORFaulty ECU

– – –1/1



1. Ignition OFF

2. Analog throttle (B) sensor connector disconnected.

3. Using a test light connected to battery (+), probe the ground terminal in throttle (B)sensor harness connector.

Light ON:Faulty analog throttle (B)sensor connectorORFaulty analog throttle (B)sensor

Light OFF:Open in analog throttle(B) ground circuit


PN=208


0416049


PN=209


04160

50

RG40854,0000098 –19–07DEC01–1/1

Level 12 ECU - T6 - Analog Throttle (B) Input Low

Sensor Return D3

Analog Throttle (B) Input F2

Sensor 5V E2

Analog Throttle (B)Sensor Connector

Throttle Emulator

AnalogThrottle (B)

Sensor

A

A A

B B

C C

B

C

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

5–1

9–14

DE

C01





• The analog throttle (B) input voltage goes below thesensor’s low voltage specification. The voltage islower than what is physically possible for the throttlelever to achieve.– For OEM applications, the low analog throttle (B)


SPECIFICATIONS in Section 06, Group 210 ofthis manual for the low analog throttle (B) inputvoltage specification.





PN=210


RG40854,00000A7 –19–13DEC01–1/1

Level 12 ECU - T6 - Analog Throttle (B) Input Low - Continued

– – –1/1

Level 12 ECU - T6 - Analog Throttle (B) Input Low Diagnostic Procedure

0416051

– – –1/1


NOTE: For wiring and theory of operation, see T6 - ANALOG THROTTLE (B) INPUTLOW supporting information.

Perform a preliminary inspection of the ECU connector, the analog (B) throttleconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T6 - ANALOG THROTTLE (B) INPUTLOW supporting information.




4. Analog Throttle (B) in the idle position.



NOTE: For OEM applications, the low analog throttle (B) input voltage specificationis 0.3V. For the low voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.3 V:GO TO 3



PN=211


04160

52

– – –1/1



While slowly operating analog throttle (B) through its full travel, use the DST orSERVICE ADVISOR for the following:


Goes below 0.3 V:Faulty analog throttle (B)sensor connectorOROpen in analog throttle(B) sensor ground circuitORFaulty analog throttle (B)sensor


– – –1/1



1. Ignition OFF

2. Disconnect analog throttle (B) sensor connector.

3. Install a jumper wire between the 5 V Supply terminal and the input terminal in theharness side of the sensor connector.




NOTE: For OEM applications, the high analog throttle (B) input voltage specificationis 4.7V. For the high voltage specification on non-OEM applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Below 4.7 V:GO TO 5

4.7 V or greater:Faulty analog throttle (B)sensor connectorORFaulty analog throttle (B)sensor


PN=212


0416053

– – –1/1

5 Throttle Position 5 VSupply Test


1. Ignition OFF



4. Using a multimeter, measure the voltage between the analog throttle (B) groundterminal and the 5 V Supply terminal in the sensor harness connector.

Between 4.0 V and 6.0V:Open in analog throttle(B) input circuitORShort to ground in analogthrottle (B) input circuitORFaulty ECU connectorORFaulty ECU

Below 4.0 V:Open in analog throttle(B) 5 V Supply circuitORShort to ground in analogthrottle (B) 5 V SupplycircuitORFaulty ECU connectorORFaulty ECU


PN=213


04160

54

RG40854,0000096 –19–07DEC01–1/1

Level 12 ECU - T7 - CAN Throttle Invalid

CAN Low

CAN High

CAN Shield

BA

C

DCEBA

Switched Voltage

CAN Terminator

Static Ground

DiagnosticConnector

DC

BJ

HG

F

E

B A A B

CC

A

F1

G1

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

2–1

9–14

DE

C01

CAN (Controller Area Network) Throttle

• CAN (Controller Area Network) throttle is informationsent to the ECU by another controller over CAN ofthe desired throttle position.


• The ECU either does not receive throttle informationover CAN, or the information received is not valid.


• If more than one throttle is available, the ECU willignore the input from the CAN throttle, and will usethe input values from another throttle.

• If the CAN throttle is the only throttle or all additionalthrottles are also faulted, the ECU will use a default“limp-home” throttle value that will only allow idleengine speed.


PN=214


RG40854,00000A8 –19–13DEC01–1/1

Level 12 ECU - T7 - CAN Throttle Invalid - Continued

– – –1/1

Level 12 ECU - T7 - CAN Throttle Invalid Diagnostic Procedure

0416055

– – –1/1


NOTE: For wiring and theory of operation, see T7 - CAN THROTTLE INVALIDsupporting information.

Perform a preliminary inspection of the ECU connector and any connectors associatedwith the CAN throttle. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T7 - CAN THROTTLE INVALIDsupporting information.




4. Read active DTCs and stored DTCs using DST or SERVICE ADVISOR.


6. Ignition ON, engine running


SPN 91 FMI 9 reoccurs:GO TO 3

SPN 91 FMI 9 does notreoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=215


– – –1/1

3 Application RelatedDTCs Test


If application has other machine controllers communicating on the CAN bus, checkthose controllers for CAN related DTCs.

No CAN related DTCsfound on othercontrollers:GO TO 4

Found CAN relatedDTCs found on othercontrollers:Refer to diagnosticprocedure for thatcontroller.

04160

56

– – –1/1

4 Resistance BetweenCAN High and LowTest


1. Ignition OFF

2. Using a multimeter, measure resistance between terminals C and D in the harnessend of the diagnostic connector.

Between 45-75 ohms:GO TO 5

Less than 45 or greaterthan 75 ohms:Faulty or missing CANterminator connector(s)OROpen or short in CANwiring harness.

– – –1/1

5 CAN Wiring Shortedto Ground or VoltageTest


1. Ignition OFF

2. Using a multimeter, measure voltage between a good chassis ground and:

• Terminal C in the diagnostic connector.• Terminal D in the diagnostic connector.

Both measurementsbetween 1.5 V and 3.5V:Faulty ECU connectorOROther connector in theCAN systemORFaulty ECU.

Either measurementless than 1.5 V orgreater than 3.5 V:CAN wiring shorted toground or voltageORAnother controller in theCAN system is faultyORFaulty ECU


PN=216


0416057


PN=217


04160

58

RG40854,0000094 –19–07DEC01–1/1

Level 12 ECU - T11 - Excavator Throttle Reference Voltage High

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

Throttle Reference F3

Throttle Input B3

Throttle Ground C1

To Pumpand ValveController

RG

1197

7–1

9–14

DE

C01

Excavator Throttle

• The Excavator uses an analog throttle to measurethrottle position. This throttle is connected to thePump and Valve controller, which sends throttleinput information to the ECU through a dedicatedwire. Since the ECU and Pump and Valve controllerdo not share a common ground, a throttle voltagereference wire and a throttle ground wire accompanythe throttle input wire. The ECU calculates thedifferences in controller grounds in order todetermine the throttle request by the Pump andValve controller.


• The excavator throttle reference voltage to the ECUexceeds 4.2 volts.


• The ECU will default excavator reference throttlevoltage to 3.75 volts.


PN=218


RG40854,00000A9 –19–13DEC01–1/1

Level 12 ECU - T11 - Excavator Throttle Reference Voltage High - Continued

– – –1/1

Level 12 ECU - T11 - Excavator Throttle Reference Voltage High Diagnostic Procedure

NOTE: This diagnostic procedure is only used to diagnose the Excavator Throttle.

0416059

– – –1/1


NOTE: For wiring and theory of operation, see T11 - EXCAVATOR THROTTLEREFERENCE VOLTAGE HIGH supporting information.

Perform a preliminary inspection of the ECU connector, throttle sensor connector, andany connectors in between them. Look for dirty, damaged, or poorly positionedterminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T11 - EXCAVATOR THROTTLEREFERENCE VOLTAGE HIGH supporting information.





5. Make note of any DTCs, then clear all DTCs using DST or SERVICE ADVISOR.

NOTE: If DTCs SPN 29 FMI 3 or SPN 29 FMI 4 are active, follow those DTCs first.


• Ignition ON, engine OFF• Ignition ON, engine running

SPN 28 FMI 3 reoccurswhen engine is off andrunning:GO TO 3

SPN 28 FMI 3 reoccursonly when engine isrunning:GO TO 4




PN=219


– – –1/1

3 Throttle ReferenceWire Test

NOTE: For wiring and theory of operation, see T11 - EXCAVATOR THROTTLEREFERENCE VOLTAGE HIGH supporting information.

1. Ignition OFF

2. Disconnect ECU connector.

3. Using a multimeter, measure voltage between terminal F3 in the harness end of theECU connector and the ground stud of the Pump and Valve controller.


Greater than 3.95 V:Short to power in throttlereference wireORFaulty Pump and Valvecontroller connectorORFaulty Pump and Valvecontroller

04160

60

– – –1/1

4 Ground Test NOTE: For wiring and theory of operation, see T11 - EXCAVATOR THROTTLEREFERENCE VOLTAGE HIGH supporting information.

There is a difference between grounds of the ECU and Pump and Valve controller.Check for loose ground connections at each controller.


PN=220


0416061


PN=221


04160

62

RG40854,0000092 –19–07DEC01–1/1

Level 12 ECU - T12 - Excavator Throttle Reference Voltage Low

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR


Throttle Input B3

Throttle Ground C1


RG

1197

7–1

9–14

DE

C01

Excavator Throttle



• The excavator throttle reference voltage to the ECUgoes below 2.7 volts.


• The ECU will default excavator reference throttlevoltage to 3.75 volts.


PN=222


RG40854,0000091 –19–07DEC01–1/1

Level 12 ECU - T12 - Excavator Throttle Reference Voltage Low - Continued

– – –1/1

Level 12 ECU - T12 - Excavator Throttle Reference Voltage Low Diagnostic Procedure


0416063

– – –1/1


NOTE: For wiring and theory of operation, see T12 - EXCAVATOR THROTTLEREFERENCE VOLTAGE LOW supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T12 - EXCAVATOR THROTTLEREFERENCE VOLTAGE LOW supporting information.














PN=223


– – –1/1

3 Throttle ReferenceWire Test

NOTE: For wiring and theory of operation, see T12 - EXCAVATOR THROTTLEREFERENCE VOLTAGE LOW supporting information.

1. Ignition OFF


3. Using a multimeter, measure voltage between terminal F3 in the harness end of theECU connector and the ground stud of the Pump and Valve controller.


Less than 3.55 V:Open in throttle referencewireORFaulty Pump and Valvecontroller connectorORFaulty Pump and Valvecontroller

04160

64

– – –1/1

4 Ground Test NOTE: For wiring and theory of operation, see T12 - EXCAVATOR THROTTLEREFERENCE VOLTAGE LOW supporting information.

There is a difference between the grounds of the ECU and Pump and Valve controller.Check for loose ground connections at each controller.


PN=224


0416065


PN=225


04160

66

RG40854,0000090 –19–07DEC01–1/1

Level 12 ECU - T13 - Excavator Throttle Ground Voltage High

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR


Throttle Input B3

Throttle Ground C1


RG

1197

7–1

9–14

DE

C01

Excavator Throttle



• The excavator throttle ground voltage to the ECUexceeds 3.0 volts.


• The ECU will default excavator throttle groundvoltage to 0 volts.


PN=226


RG40854,00000AA –19–13DEC01–1/1

Level 12 ECU - T13 - Excavator Throttle Ground Voltage High - Continued

– – –1/1

Level 12 ECU - T13 - Excavator Throttle Ground Voltage High Diagnostic Procedure


0416067

– – –1/1


NOTE: For wiring and theory of operation, see T13 - EXCAVATOR THROTTLEGROUND VOLTAGE HIGH supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T13 - EXCAVATOR THROTTLEGROUND VOLTAGE HIGH supporting information.













PN=227


04160

68

– – –1/1

3 Throttle Ground WireTest


1. Ignition OFF


3. Disconnect Pump and Valve controller connector.

4. Using a multimeter, measure resistance between terminal C1 in the harness end ofthe ECU connector and the corresponding ground terminal of the Pump and Valvecontroller connector.

770 ohms or less:GO TO 4

Greater than 770 ohms:Short to power in throttleground wire betweenECU and 750 ohmresistorOROpen in throttle groundwireORFaulty 750 ohm resistorORFaulty ECU connectorORFaulty ECU

– – –1/1

4 Pump and ValveController Test


1. Ignition OFF

2. ECU connector still disconnected.

3. Using a multimeter, measure resistance between terminal C1 in the harness end ofthe ECU connector and the ground stud of the Pump and Valve controller.

770 ohms or less:GO TO 5

Greater than 770 ohms:Faulty Pump and Valvecontroller connectorORFaulty Pump and Valvecontroller

– – –1/1

5 Ground Test NOTE: For wiring and theory of operation, see T13 - EXCAVATOR THROTTLEGROUND VOLTAGE HIGH supporting information.

There is a difference between grounds of the ECU and Pump and Valve controller.Check for loose ground connection at each controller.


PN=228


0416069


PN=229


04160

70

RG40854,000008E –19–07DEC01–1/1

Level 12 ECU - T14 - Excavator Throttle Ground Voltage Low

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR


Throttle Input B3

Throttle Ground C1


RG

1197

7–1

9–14

DE

C01

Excavator Throttle



• The excavator throttle ground voltage to the ECUgoes below 2.0 volts.


• The ECU will default excavator throttle groundvoltage to 0 volts.


PN=230


RG40854,00000AB –19–13DEC01–1/1

Level 12 ECU - T14 - Excavator Throttle Ground Voltage Low - Continued

– – –1/1

Level 12 ECU - T14 - Excavator Throttle Ground Voltage Low Diagnostic Procedure


0416071

– – –1/1


NOTE: For wiring and theory of operation, see T14 - EXCAVATOR THROTTLEGROUND VOLTAGE LOW supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T14 - EXCAVATOR THROTTLEGROUND VOLTAGE LOW supporting information.













PN=231


– – –1/1

3 Throttle Ground Test NOTE: For wiring and theory of operation, see T14 - EXCAVATOR THROTTLEGROUND VOLTAGE LOW supporting information.

1. Ignition OFF


3. Using a multimeter, measure resistance between terminal C1 in the harness end ofthe ECU connector and the corresponding ground terminal of the Pump and Valvecontroller connector.

730 ohms or greater:GO TO 4

Less than 730 ohms:Short to ground in throttleground wire betweenECU and resistorORFaulty ECU connectorORFaulty ECU

04160

72

– – –1/1

4 Ground Test NOTE: For wiring and theory of operation, see T14 - EXCAVATOR THROTTLEGROUND VOLTAGE LOW supporting information.



PN=232


0416073


PN=233


04160

74

RG40854,0000089 –19–07DEC01–1/1

Level 12 ECU - T15 - Excavator Throttle Input Voltage High

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR


Throttle Input B3

Throttle Ground C1


RG

1197

7–1

9–14

DE

C01

Excavator Throttle



• The excavator throttle input voltage to the ECUexceeds 4.9 volts.


• The ECU will use a default “limp-home” throttlevalue that will only allow idle engine speed.


PN=234


RG40854,00000AC –19–13DEC01–1/1

Level 12 ECU - T15 - Excavator Throttle Input Voltage High - Continued

– – –1/1

Level 12 ECU - T15 - Excavator Throttle Input Voltage High Diagnostic Procedure


0416075

– – –1/1


NOTE: For wiring and theory of operation, see T15 - EXCAVATOR THROTTLE INPUTVOLTAGE HIGH supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T15 - EXCAVATOR THROTTLE INPUTVOLTAGE HIGH supporting information.














PN=235


– – –1/1

3 Throttle Signal WireTest

NOTE: For wiring and theory of operation, see T15 - EXCAVATOR THROTTLE INPUTVOLTAGE HIGH supporting information.

1. Ignition OFF


3. Using a multimeter, measure voltage between terminal B3 in the harness end of theECU connector and the ground pin of the Pump and Valve controller.


Greater than 4.0 V:Short to power in throttlesignal wireORFaulty Pump and Valvecontroller connectorORFaulty Pump and Valvecontroller

04160

76

– – –1/1

4 Ground Test NOTE: For wiring and theory of operation, see T15 - EXCAVATOR THROTTLE INPUTVOLTAGE HIGH supporting information.



PN=236


0416077


PN=237


04160

78

RG40854,000008B –19–07DEC01–1/1

Level 12 ECU - T16 - Excavator Throttle Input Voltage Low

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR


Throttle Input B3

Throttle Ground C1


RG

1197

7–1

9–14

DE

C01

Excavator Throttle



• The excavator throttle input voltage to the ECU goesbelow 0.1 volts.


• The ECU will use a default “limp-home” throttlevalue that will only allow idle engine speed.


PN=238


RG40854,00000AD –19–13DEC01–1/1

Level 12 ECU - T16 - Excavator Throttle Input Voltage Low - Continued

– – –1/1

Level 12 ECU - T16 - Excavator Throttle Input Voltage Low Diagnostic Procedure


0416079

– – –1/1


NOTE: For wiring and theory of operation, see T16 - EXCAVATOR THROTTLE INPUTVOLTAGE LOW supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation, see T16 - EXCAVATOR THROTTLE INPUTVOLTAGE LOW supporting information.














PN=239


– – –1/1

3 Throttle Signal WireTest

NOTE: For wiring and theory of operation, see T16 - EXCAVATOR THROTTLE INPUTVOLTAGE LOW supporting information.

1. Ignition OFF


3. Using a multimeter, measure voltage between terminal B3 in the harness end of theECU connector and the ground pin of the Pump and Valve controller.


Less than 1.0 V:Open in throttle signalwireORFaulty Pump and Valvecontroller connectorORFaulty Pump and Valvecontroller

04160

80

– – –1/1

4 Ground Test NOTE: For wiring and theory of operation, see T16 - EXCAVATOR THROTTLE INPUTVOLTAGE LOW supporting information.



PN=240


0416081

RG40854,0000118 –19–28JAN02–1/1

Level 12 ECU - T19 - Throttle Not Calibrated Properly

Throttle Calibration

Throttle calibration is necessary to allow the ECU tolearn the range of the throttle. It is done when a newECU or a new throttle has been installed.


• The ECU detects an improper throttle calibrationrange.


• Throttle position will not match percent throttle.

If this code sets:

• Diagnose other DTCs first.• If no other DTCs are found, perform throttle sensor

diagnostics.– For 310G Backhoe Loaders, see THROTTLE

POSITION SENSOR TEST (S.N. XXXXXX— ) inSection 9015, Group 120 of TM1885.

– For 310SG/315SG Backhoe Loaders, seeTHROTTLE POSITION SENSOR TEST (S.N.XXXXXX— ) in Section 9015, Group 120 ofTM1883.


PN=241


04160

82

RG40854,000011F –19–28JAN02–1/1

Level 12 ECU - T20 - Throttle Input Voltage Below Lower Calibration Limit


Throttle calibration is necessary to allow the ECU tolearn the range of the throttle. It is performed when anew ECU or a new throttle has been installed.


• The ECU detects a throttle input voltage lower thanthe defined low calibration limit.



If this code sets:






PN=242


0416083

RG40854,000011E –19–28JAN02–1/1

Level 12 ECU - T21 - Throttle Calibration Aborted


Throttle calibration is necessary to allow the ECU tolearn the range of the throttle. It is done when a newECU or a new throttle has been installed.


• Throttle calibration mode was enabled but wasaborted before it was completed.



If this code sets:






PN=243


04160

84

RG40854,000011D –19–28JAN02–1/1

Level 12 ECU - T22 - Analog Throttle (A) Input Voltage Out of Range

Analog Throttle Sensor

The analog throttle position sensor is a variableresistor (potentiometer) used to measure the positionof the throttle. The throttle input voltage normallyvaries between 1.0 and 4.0 volts depending on throttleposition. Analog throttle voltage at low idle will beapproximately 1.0 volt and 4.0 volts at high idle. TheECU has the ability to learn different voltages for lowand high idle, so the voltage range may change perapplication.


• The ECU detects a high or low out of range analogthrottle (A) input voltage.


• For engines with only one throttle, the ECU will notread the input of the throttle and run the engine atlow idle.

• For engine with multiple throttles, the ECU will notread the input of the faulty throttle, so the ECU runentirely off of the other throttle.

If this code sets:





• Check for other throttle DTCs. Diagnose those first.• Return throttle to 0% throttle position• Some applications require key OFF/restart cycle to

clear the code.


PN=244


0416085

RG40854,000011C –19–28JAN02–1/1

Level 12 ECU - T23 - Multi-state Throttle Input Voltage Out of Range





• The ECU detects a high or low out of rangemulti-state throttle input voltage.


• The engine will not run if this code is active.

If this code sets:

• Check to see if DTC SPN 91 FMI 3 or 4 is active.Diagnose those first.

• Return throttle to 0% throttle position


PN=245


RG40854,0000002 –19–12MAR02–1/1

Level 12 ECU - DTC SPN 28, 29, 91 FMI 3, 4, 7, 9, 10, 13, 14

Diagnostic Trouble Codes (DTCs) assigned to throttleschanges per application. Because of this, a table isnecessary to give direction to the appropriate

procedure for your application. See LISTING OFTHROTTLE CODES earlier in this Group.

04160

86


PN=246


0416087


PN=247


04160

88

RG40854,0000088 –19–07DEC01–1/2

Level 12 ECU - DTC SPN 100 FMI 1 Engine Oil Pressure Extremely Low

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1

ECU HARNESS CONNECTOR

Oil PressureSensor Connector

Oil PressureSensor

BC

AA

C

B

B

C

A

D3 F3 E2

B 5V Supply

C Oil Pressure Input

A Sensor Ground

RG

1197

8–1

9–14

DE

C01

Oil PressureSwitch

Oil Pressure Input C1P

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1204

5–1

9–20

DE

C01

NOTE: Wiring schematics show OEM engineapplications for the oil pressure sensor andTelehandler applications for the oil pressureswitch. For wiring on other applications, seeAPPLICATION SPECIFICATIONS in Section06, Group 210 of this manual.

Oil Pressure Sensor or Switch

• The oil pressure sensor is a pressure transducerconnected to the main oil galley. As engine oilpressure increases, the oil pressure sensor inputvoltage increases. The ECU monitors oil pressure inorder to protect the engine in case of a low oilpressure condition. For further oil pressure sensorinformation, see MEASURING PRESSURE inSection 03, Group 140 earlier in this manual.

• The oil pressure switch is used to detect a loss of oilpressure. Oil pressure causes the contacts in theswitch close when oil pressure drops below theminimum oil pressure threshold. The switch is openwhen the engine is not running and engine isrunning with sufficient oil pressure.

DTC SPN 100 FMI 1 will set if:

• For engines with an oil pressure sensor, the ECUsenses an extremely low oil pressure.

• For engines with an oil pressure switch, the ECUsensses the oil pressure switch is open after theengine is above cranking RPM for several seconds.

If DTC SPN 100 FMI 1 sets, the following willoccur:


PN=248



RG40854,0000088 –19–07DEC01–2/2

• Engine protection is enabled. See ENGINEPROTECTION in Section 03, Group 140 of thismanual.– With Shutdown Feature: The derate feature will go

into effect when the code is set, and the enginewill shut down after 30 seconds.

– With Derate Feature: On OEM applications, theengine derates 60% per minute until the engine isrunning at 40% of full power. For non-OEMapplications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual.

0416089


PN=249


RG40854,00000B2 –19–13DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 1 Engine Oil Pressure Extremely Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 100 FMI 1 Engine Oil Pressure Extremely Low Diagnostic Procedure

04160

90

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 1ENGINE OIL PRESSURE EXTREMELY LOW supporting information

Perform a preliminary inspection of the ECU connector, the oil pressure sensor, andany connectors in between them. Look for dirty, damaged, or poorly positionedterminals.



– – –1/1

2 Oil Pressure Check NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 1ENGINE OIL PRESSURE EXTREMELY LOW supporting information

Under the conditions where DTC SPN 100 FMI 1 occurs, measure engine oil pressure.See CHECK ENGINE OIL PRESSURE in Section 04, Group 150 of 4.5 L & 6.8 LDiesel Engines Base Engine Manual (CTM 104).

Oil pressure withinspecification:Verify that oil pressuresensor or switch circuitsis OK.If oil pressure sensor orswitch circuits are OK,replace oil pressuresensor or switch andretest.

Oil pressure belowspecification:Low oil pressure problem.See 4.5L/6.8L - L2 -ENGINE OIL PRESSURELOW in Section 04,Group 150 of 4.5 L and6.8 L Diesel EnginesBase Engine Manual(CTM 104).


PN=250


0416091


PN=251


04160

92

RG40854,0000086 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 3 Engine Oil Pressure Input Voltage High

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1



Oil PressureSensor

BC

AA

C

B

B

C

A

D3 F3 E2

B 5V Supply


A Sensor Ground

RG

1197

8–1

9–14

DE

C01

NOTE: Wiring schematic shows OEM engineapplications only. For wiring on otherapplications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual.

Oil Pressure Sensor



• The oil pressure input voltage exceeds the sensor’shigh voltage specification. The voltage is higher thanwhat is physically possible for oil pressure.– For OEM applications, the high oil pressure input

voltage specification is 4.5 volts.– For other applications, see APPLICATION

SPECIFICATIONS in Section 06, Group 210 ofthis manual for the high oil pressure input voltagespecification.


• ECU uses a default oil pressure of 260 kPa (2.6 bar)(37.5 bar).

• ECU’s low oil pressure engine protection featuredisabled.


PN=252


RG40854,00000B3 –19–14DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 3 Engine Oil Pressure Input Voltage High - Continued

– – –1/1

Level 12 ECU - DTC SPN 100 FMI 3 Engine Oil Pressure Input Voltage High Diagnostic Procedure

0416093

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 3ENGINE OIL PRESSURE INPUT VOLTAGE HIGH supporting information

Perform a preliminary inspection of the ECU connector, the oil pressure sensorconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 3ENGINE OIL PRESSURE INPUT VOLTAGE HIGH supporting information







7. Read Oil Pressure Input Voltage using the DST or SERVICE ADVISOR.

NOTE: For OEM applications, the high oil pressure input voltage specification is4.5V. For the high voltage specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.


Below 4.5 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=253


– – –1/1

3 Oil Pressure InputShorted Test


1. Ignition OFF

2. Disconnect oil pressure sensor connector


4. Read Oil Pressure Input Voltage using the DST or SERVICE ADVISOR.

NOTE: For OEM applications, the low oil pressure input voltage specification is0.3V. For the low voltage specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

0.3 V or below:GO TO 4

Above 0.3 V:Short to voltage in oilpressure sensor inputcircuitORFaulty ECU

04160

94

– – –1/1

4 Oil Pressure GroundCircuit Open Test


Probe oil pressure sensor ground (Terminal A) in sensor harness connector with a testlight connected to battery voltage.

Light ON:Faulty oil pressure sensorORFaulty ECU connectionORFaulty ECU

Light OFF:Open in oil pressuresensor ground circuitORFaulty ECU connectionORFaulty ECU


PN=254


0416095


PN=255


04160

96

RG40854,0000084 –19–07DEC01–1/2

Level 12 ECU - DTC SPN 100 FMI 4 Engine Oil Pressure Input Voltage Low

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1



Oil PressureSensor

BC

AA

C

B

B

C

A

D3 F3 E2

B 5V Supply


A Sensor Ground

RG

1197

8–1

9–14

DE

C01

Oil PressureSwitch

Oil Pressure Input C1P

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1204

5–1

9–20

DE

C01

NOTE: Wiring schematics show OEM engineapplications for the oil pressure sensor andTelehandler applications for the oil pressureswitch. For wiring on other applications, seeAPPLICATION SPECIFICATIONS in Section06, Group 210 of this manual.

Oil Pressure Sensor or Switch


• The oil pressure switch is used to detect a loss of oilpressure. A lack of oil pressure causes the contactsin the switch close when oil pressure drops belowthe minimum oil pressure threshold. The switch isopen when the engine is not running and engine isrunning with sufficient oil pressure.


• For oil pressure sensors, the oil pressure inputvoltage drops below the sensor’s low voltagespecification. The voltage is lower than what isphysically possible for oil pressure.– For OEM applications, the low oil pressure input

voltage specification is 0.3 volts.


PN=256



RG40854,0000084 –19–07DEC01–2/2

– For other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual for the high oil pressure input voltagespecification.

• For oil pressure switches, the oil pressure switch isclosed when key is on and there is no engine speed.


• ECU uses a default oil pressure of 260 kPa (2.6 bar)(37.5 bar).

• ECU’s low oil pressure engine protection featuredisabled.

0416097


PN=257


RG40854,00000B4 –19–14DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 4 Engine Oil Pressure Input Voltage Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 100 FMI 4 Engine Oil Pressure Input Voltage Low Diagnostic Procedure

04160

98

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 4ENGINE OIL PRESSURE INPUT VOLTAGE LOW supporting information




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 4ENGINE OIL PRESSURE INPUT VOLTAGE LOW supporting information








SPN 100 FMI 4reoccurs:GO TO 3

SPN 100 FMI 4 doesn’treoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=258


– – –1/1

3 Oil Pressure SensorCheck

NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 4ENGINE OIL PRESSURE INPUT VOLTAGE LOW supporting information.

Determine whether an oil pressure sensor or an oil pressure switch is being used.

Oil pressure sensorbeing used:GO TO 4

Oil pressure switchbeing used:GO TO 6

0416099

– – –1/1

4 Oil Pressure SensorWiring Test


1. Ignition OFF

2. Disconnect oil pressure sensor connector

3. Install a jumper wire between oil pressure 5 V supply and oil pressure input inharness sensor connector

4. Read the Oil Pressure Input Voltage parameter using the DST or SERVICEADVISOR.

NOTE: For OEM applications, the high oil pressure input voltage specification is4.5V. For the high voltage specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

Below 4.5 V:GO TO 5

4.5 V or greater:Faulty oil pressure sensorconnectorORFaulty oil pressure sensor

– – –1/1

5 Oil Pressure Sensor 5V Supply Test


1. Ignition OFF

2. Remove jumper wire


4. Using a multimeter, measure voltage between oil pressure 5 V supply terminal anda good chassis ground

Between 4.0 V and 6.0V:Open in oil pressure inputcircuitORShort to ground in oilpressure input circuitORFaulty ECU connectorORFaulty ECU

Below 4.0 V:Open in oil pressure 5 Vsupply circuitORShort to ground in oilpressure 5 V supplycircuitORFaulty ECU connectorORFaulty ECU


PN=259


– – –1/1

6 Oil Pressure SwitchShort in Wire Check


1. Ignition OFF

2. Disconnect oil pressure switch connector and ECU connector

3. Using a multimeter, measure the resistance between terminal C1 in the ECU and:

• All other terminals in the ECU connector• A good ground

All measurementsgreater than 2000 ohms:Faulty oil pressure switchORFaulty ECU

Any measurement lessthan 2000 ohms:Short in oil pressure inputcircuit

04160,100


PN=260


04160,101


PN=261


04160,102

RG40854,0000082 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 18 Engine Oil Pressure Moderately Low

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1



Oil PressureSensor

BC

AA

C

B

B

C

A

D3 F3 E2

B 5V Supply


A Sensor Ground

RG

1197

8–1

9–14

DE

C01


Oil Pressure Sensor



• For engines with an oil pressure sensor, the ECUsenses a moderately low oil pressure.


• Engine protection is enabled. See ENGINEPROTECTION in Section 03, Group 140 of thismanual.– With Shutdown Feature: No shutdown available

for this code.– With Derate Feature: On OEM applications, the

engine derates 40% per minute until the engine isrunning at 60% of full power. For non-OEMapplications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual.


PN=262


RG40854,00000B5 –19–14DEC01–1/1

Level 12 ECU - DTC SPN 100 FMI 18 Engine Oil Pressure Moderately Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 100 FMI 18 Engine Oil Pressure Moderately Low Diagnostic Procedure

04160,103

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 18ENGINE OIL PRESSURE MODERATELY LOW supporting information




– – –1/1

2 Oil Pressure Check NOTE: For wiring and theory of operation information, see DTC SPN 100 FMI 18ENGINE OIL PRESSURE MODERATELY LOW supporting information

Under the conditions where DTC SPN 100 FMI 18 occurs, measure engine oilpressure. CHECK ENGINE OIL PRESSURE in Section 04, Group 150 of 4.5 L & 6.8 LDiesel Engines Base Engine Manual (CTM 104).

Oil pressure withinspecification:Low oil pressure problem.See 4.5L/6.8L - L2 -ENGINE OIL PRESSURELOW in Section 04,Group 150 of 4.5 L and6.8 L Diesel EnginesBase Engine Manual(CTM 104).

Oil pressure belowspecification:Verify that oil pressuresensor 5 V supply, input,and ground circuits areOK.If oil pressure sensorcircuits are OK, replaceoil pressure sensor andretest.


PN=263


04160,104

RG40854,0000080 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 3 Manifold Air Temperature Input Voltage High

D1

A A

BB

D3

MAT SensorConnector

Sensor Ground

MAT Input

MAT Sensor

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1

ECU HARNESS CONNECTOR RG

1197

9–1

9–14

DE

C01


MAT (Manifold Air Temperature) Sensor

• The MAT sensor is a thermistor (temperaturesensitive resistor) mounted in the intake manifold.The MAT sensor is used to measure thetemperature of the intake air. The MAT sensor’svariable resistance causes the input voltage to theECU to vary. Higher intake air temperatures result inlower MAT input voltages to the ECU; lowertemperatures result in higher voltages. For furtherMAT sensor information, see MEASURINGTEMPERATURE in Section 03, Group 140.


• The manifold air temperture input voltage exceedsthe sensor’s high voltage specification. The voltageis higher than what is physically possible formanifold air.– For OEM applications, the high manifold air

temperature input voltage specification is 4.9volts.

– For other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual for the high manifold air temperaturespecification.


• ECU uses a default MAT value of 60°C (140°F).• ECU’s high manifold air temperature engine

protection feature disabled.


PN=264


RG40854,00000B6 –19–18DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 3 Manifold Air Temperature Input Voltage High -Continued

– – –1/1

Level 12 ECU - DTC SPN 105 FMI 3 Manifold Air Temperature Input Voltage High Diagnostic Procedure

04160,105

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 3MANIFOLD AIR TEMPERATURE INPUT VOLTAGE HIGH supporting information.

Perform a preliminary inspection of the ECU connector, the manifold air temperaturesensor connector, and any connectors in between them. Look for dirty, damaged, orpoorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 3MANIFOLD AIR TEMPERATURE INPUT VOLTAGE HIGH supporting information.





5. Read the Manifold Air Temperature Input Voltage parameter using the DST orSERVICE ADVISOR.

NOTE: For OEM applications, the high manifold air temperature input voltagespecification is 4.9V. For the high voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Below 4.9 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=265


04160,106

– – –1/1

3 MAT Sensor andConnector Test


1. Ignition OFF

2. Disconnect MAT sensor connector

3. Install a jumper wire between both terminals in the MAT sensor harness connector



NOTE: For OEM applications, the low manifold air temperature input voltagespecification is 0.1V. For the low voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Above 0.1 V:GO TO 4

0.1 V or below:Faulty MAT sensorconnectorORFaulty MAT sensor

– – –1/1

4 MAT Sensor OpenGround Circuit Test


1. Ignition OFF

2. Remove jumper wire between both terminals.

3. Install jumper wire between MAT sensor harness connector input terminal and agood chassis ground.



NOTE: For OEM applications, the low manifold air temperature input voltagespecification is 0.1V. For the low voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Above 0.1 V:Open in MAT sensorinput circuitORFaulty ECU connectionORFaulty ECU

0.1 V or below:Open in MAT sensorground circuitORFaulty ECU connectionORFaulty ECU


PN=266


04160,107


PN=267


04160,108

RG40854,000007D –19–07DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 4 Manifold Air Temperature Input Voltage Low

D1

A A

BB

D3

MAT SensorConnector

Sensor Ground

MAT Input

MAT Sensor

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1197

9–1

9–14

DE

C01





• The manifold air temperature input voltage goesbelow the sensor’s low voltage specification. Thevoltage is lower than what is physically possiblemanifold air temperature to achieve.– For OEM engine applications, the low manifold air


– For other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual for the low manifold temperature inputvoltage specification.


• ECU uses a default MAT value of 60°C (140°F) torun engine.

• ECU’s high manifold air temperature engineprotection feature disabled.


PN=268


RG40854,00000B7 –19–18DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 4 Manifold Air Temperature Input Voltage Low -Continued

– – –1/1

Level 12 ECU - DTC SPN 105 FMI 4 Manifold Air Temperature Input Voltage Low Diagnostic Procedure

04160,109

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 4MANIFOLD AIR TEMPERATURE INPUT VOLTAGE LOW supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 4MANIFOLD AIR TEMPERATURE INPUT VOLTAGE LOW supporting information.






NOTE: For OEM engine applications, the low manifold air temperature input voltagespecification is 0.1V. For the low voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.1 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=269


04160,110

– – –1/1

3 MAT Sensor Test NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 4MANIFOLD AIR TEMPERATURE INPUT VOLTAGE LOW supporting information.

1. Ignition OFF

2. Disconnect MAT sensor connector.



NOTE: For OEM engine applications, the high manifold air temperature inputvoltage specification is 4.9V. For the high voltage specification on otherapplications, see APPLICATION SPECIFICATIONS in Section 06, Group 210 of thismanual.

Below 4.9 V:Short to ground in MATsensor input circuitORFaulty ECU connectorORFaulty ECU

4.9 V or greater:Faulty MAT sensorconnectorORFaulty MAT sensor


PN=270


04160,111


PN=271


04160,112

RG40854,000007B –19–07DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 16 Manifold Air Temperature Moderately High

D1

A A

BB

D3

MAT SensorConnector

Sensor Ground

MAT Input

MAT Sensor

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1197

9–1

9–14

DE

C01





• The ECU senses MAT on OEM applications above100°C (212°F) for “H engines” and 120°C (248°F)for “T engines”. For MAT specifications on otherapplications, see APPLICATION SPECIFICATIONSin Section 06, Group 210 of this manual.


• Engine protection is enabled. See ENGINEPROTECTION in Section 03, Group 140 of thismanual.– With Shutdown Feature: The ECU does not use

shutdown feature with this code.– With Derate Feature: On OEM applications, the



PN=272


RG40854,00000B8 –19–18DEC01–1/1

Level 12 ECU - DTC SPN 105 FMI 16 Manifold Air Temperature Moderately High -Continued

– – –1/1

Level 12 ECU - DTC SPN 105 FMI 16 Manifold Air Temperature Moderately High Diagnostic Procedure

04160,113

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 16MANIFOLD AIR TEMPERATURE MODERATELY HIGH supporting information.




– – –1/1

2 Failures Causing HighMAT Check

NOTE: For wiring and theory of operation information, see DTC SPN 105 FMI 16MANIFOLD AIR TEMPERATURE MODERATELY HIGH supporting information.

Check the following items that can cause high intake air temperatures:

• Excessively high ambient air temperature.• Restricted, dirty, or damaged charge air cooler.• Loose cooling fan belt.• Malfunctioning cooling fan.• Restricted or damaged intake air piping.• Damaged cooling fan shroud.

Cause of high MATlocated:Repair problem andretest.

No cause of high MATlocated:Verify that MAT sensorinput and ground circuitsare OK. If MAT sensorcircuits are OK, replaceMAT sensor and retest.


PN=273


04160,114

RG40854,0000071 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 0 Engine Coolant Temperature High Most Severe

t

ECT SensorConnector

ECT Ground

ECT Input

ECTSensor

B1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

0–1

9–14

DE

C01



• The ECT sensor is a thermistor (temperaturesensitive resistor) mounted on the thermostathousing or in the rear of the cylinder head. It is usedto measure the coolant temperature. The ECT’svariable resistance causes the input voltage to theECU to vary. Higher coolant temperatures result inlower ECT input voltages to the Engine Control Unit(ECU); lower temperatures result in higher voltages.For further ECT sensor information, seeMEASURING TEMPERATURE in Section 03, Group140 earlier in this manual.


• The ECU senses ECT on OEM applications above118°C (244°F). For the most severe ECTspecification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual.


• Engine protection is enabled. See ENGINEPROTECTION in Section 03, Group 140 of thismanual.– With Shutdown Feature: The derate feature will go

into effect when the code is set, and the enginewill shut down after 30 seconds.

– With Derate Feature: On OEM applications, theengine derates 60% per minute until the engine isrunning at 40% of full power. For non-OEMapplications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual.


PN=274


RG40854,00000B9 –19–18DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 0 Engine Coolant Temperature High Most Severe -Continued

– – –1/1

Level 12 ECU - DTC SPN 110 FMI 0 Engine Coolant Temperature High Most Severe Diagnostic Procedure

04160,115

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 0ENGINE COOLANT TEMPERATURE HIGH MOST SEVERE supporting information

Perform a preliminary inspection of the ECU connector, the Engine CoolantTemperature (ECT) connector, and any connectors in between them. Look for dirty,damaged, or poorly positioned terminals.



– – –1/1

2 ECT Sensor andCircuit Test

NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 0ENGINE COOLANT TEMPERATURE HIGH MOST SEVERE supporting information

Under the conditions where DTC SPN 110 FMI 0 occurs, use a temperature gaugeand verify that engine coolant temperature is above the most severe ECT specification.

NOTE: On OEM applications, the most severe ECT specification is 118°C•(244°F). Forthe most severe ECT specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

ECT 118°C (244°F) orabove:Engine overheatingproblem. See 4.5L/6.8L -C1 - ENGINE COOLANTTEMPERATURE ABOVENORMAL in Section 04,Group 150 of 4.5 L & 6.8L Diesel Engines BaseEngine Manual (CTM104).

ECT significantly lessthan 118°C (244°F):Verify that ECT input andground circuits are OKIf both circuits are OK,replace ECT sensor andretest


PN=275


04160,116

RG40854,0000072 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 3 Engine Coolant Temperature Input Voltage High

t

ECT SensorConnector

ECT Ground

ECT Input

ECTSensor

B1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

0–1

9–14

DE

C01



• The ECT sensor is a thermistor (temperaturesensitive resistor) mounted on the thermostathousing or in the rear of the cylinder head. It is usedto measure the coolant temperature. The ECT’svariable resistance causes the input voltage to theECU to vary. Higher coolant temperatures result inlower ECT input voltages to the Engine Control Unit(ECU); lower temperatures result in higher voltages.For further ECT sensor information, seeMEASURING TEMPERATURE in Section 03, Group140 earlier in this manual.


• The ECT input voltage goes above the sensor’s highvoltage specification. This voltage corresponds to atemperature that is lower than what is physicallypossible for engine coolant.– For OEM engine applications, the high ECT input


SPECIFICATIONS in Section 06, Group 210 ofthis manual for the high ECT input voltagespecification.


• When in start mode, the ECU will default the ECT to-30°C (-22°F).

• When in running mode, the ECU will default the ECTto 90°C (194°F).

• ECU’s high ECT engine protection feature disabled.


PN=276


RG40854,00000BA –19–19DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 3 Engine Coolant Temperature Input Voltage High -Continued

– – –1/1

Level 12 ECU - DTC SPN 110 FMI 3 Engine Coolant Temperature Input Voltage High Diagnostic Procedure

04160,117

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 3ENGINE COOLANT TEMPERATURE INPUT VOLTAGE HIGH supporting information

Perform a preliminary inspection of the ECU connector, the Engine CoolantTemperature (ECT) connector, and any connectors in between them. Look for dirty,damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 3ENGINE COOLANT TEMPERATURE INPUT VOLTAGE HIGH supporting information





5. Read the Engine Coolant Temperature Input Voltage parameter using DST orSERVICE ADVISOR.

NOTE: On OEM applications, the high ECT input voltage specification is 4.9V. Forhigh input voltage specifications on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

At or above 4.9 V:GO TO 3




PN=277


04160,118

– – –1/1

3 Engine CoolantTemperature (ECT)Sensor andConnector Test


1. Ignition OFF

2. Disconnect ECT sensor connector

3. Install a jumper wire between both terminals in the ECT sensor harness connector


5. Read the Engine Coolant Temperature Input Voltage parameter using the DST orSERVICE ADVISOR.

NOTE: On OEM applications, the low ECT input voltage specification is 0.1 voltsand below. For ECT input voltage specifications on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Above 0.1 V:GO TO 4

At or below 0.1 V:Faulty ECT sensorconnectorORFaulty ECT sensor

– – –1/1

4 Engine CoolantTemperature (ECT)Open Ground Test


1. Ignition OFF

2. Remove jumper wire between both terminals

3. Install jumper wire between ECT sensor harness connector input terminal and agood chassis ground



NOTE: On OEM applications, the low ECT input voltage specification is 0.1 voltsand below. For ECT input voltage specifications on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Above 0.1 V:Open in ECT inputsensor circuitORFaulty ECU connectionORFaulty ECU

0.1 V or below:Open in ECT sensorground circuitORFaulty ECU connectionORFaulty ECU


PN=278


04160,119


PN=279


04160,120

RG40854,0000074 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 4 Engine Coolant Temperature Input Voltage Low

t

ECT SensorConnector

ECT Ground

ECT Input

ECTSensor

B1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

0–1

9–14

DE

C01



• The ECT sensor is a thermistor (temperaturesensitive resistor) mounted on the thermostathousing. It is used to measure the coolanttemperature. The ECT’s variable resistance causesthe input voltage to the ECU to vary. Higher coolanttemperatures result in lower ECT input voltages tothe ECU; lower temperatures result in highervoltages. For further ECT sensor information, seeMEASURING TEMPERATURE in Section 03, Group140 earlier in this manual.


• The ECT input voltage goes below the sensor’s lowvoltage specification. This voltage corresponds to atemperature that is higher than what is physicallypossible for engine coolant.– For OEM engine applications, the low ECT input


SPECIFICATIONS in Section 06, Group 210 ofthis manual for the high ECT input voltagespecification.


• When in start mode, the ECU will default the ECT to-30°C (-22°F).

• When in running mode, the ECU will default the ECTto 90°C (194°F).

• ECU’s high ECT engine protection feature disabled.


PN=280


RG40854,00000BB –19–19DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 4 Engine Coolant Temperature Input Voltage Low -Continued

– – –1/1

Level 12 ECU - DTC SPN 110 FMI 4 Engine Coolant Temperature Input Voltage Low Diagnostic Procedure

04160,121

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 4ENGINE COOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information

Perform a preliminary inspection of the ECU connector, the Engine CoolantTemperature (ECT) sensor connector, and any connectors in between them. Look fordirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 4ENGINE COOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information





5. Read the Engine Coolant Temperature Input Voltage parameter using DST orSERVICE ADVISOR.

NOTE: For OEM engine applications, the low ECT input voltage specification is0.1V. For the low voltage specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.1 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=281


04160,122

– – –1/1

3 Engine CoolantTemperature (ECT)Sensor Test

NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 4ENGINE COOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information

1. Ignition OFF

2. Disconnect ECT sensor connector

3. Ignition ON


NOTE: For OEM engine applications, the high ECT input voltage specification is4.9V. For the high voltage specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

Below 4.9 V:Short to ground in ECTsensor input circuitORFaulty ECU

4.9 V or greater:Faulty ECT sensor


PN=282


04160,123


PN=283


04160,124

RG40854,0000076 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 15 Engine Coolant Temperature High Least Severe

t

ECT SensorConnector

ECT Ground

ECT Input

ECTSensor

B1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

0–1

9–14

DE

C01



• The ECT sensor is a thermistor (temperaturesensitive resistor) mounted on the thermostathousing or at the rear of the cylinder head. It is usedto measure the coolant temperature. The ECT’svariable resistance causes the input voltage to theECU to vary. Higher coolant temperatures result inlower ECT input voltages to the ECU; lowertemperatures result in higher voltages. For furtherECT sensor information, see MEASURINGTEMPERATURE in Section 03, Group 140 earlier inthis manual.


• The ECU senses ECT on OEM applications above108°C (226°F). For the least severe ECTspecification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual.






PN=284


RG40854,00000BC –19–19DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 15 Engine Coolant Temperature High Least Severe -Continued

– – –1/1

Level 12 ECU - DTC SPN 110 FMI 15 Engine Coolant Temperature High Least Severe Diagnostic Procedure

04160,125

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 15ENGINE COOLANT TEMPERATURE HIGH LEAST SEVERE supporting information




– – –1/1

2 Engine CoolantTemperature (ECT)Sensor and CircuitTest

NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 15ENGINE COOLANT TEMPERATURE HIGH LEAST SEVERE supporting information

Under the conditions where DTC SPN 110 FMI 15 occurs, using a temperature gauge,verify that engine coolant temperature is above the least severe ECT specification.

NOTE: On OEM applications, the least servere ECT specification is 108°C (226°F). Forthe least severe ECT specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

ECT above 108°C(226°F):

Engine overheatingproblem. See 4.5L/6.8L -C1 - ENGINE COOLANTTEMPERATURE ABOVENORMAL in Section 04,Group 150 of 4.5 L & 6.8L Diesel Engines BaseEngine Manual (CTM104).

ECT significantly lessthan 108°C (226°F):Verify that ECT sensorinput and ground circuitsare OK.If ECT sensor circuits areOK, replace ECT sensorand retest


PN=285


04160,126

RG40854,0000079 –19–07DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 16 Engine Coolant Temperature High Moderately Severe

t

ECT SensorConnector

ECT Ground

ECT Input

ECTSensor

B1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

0–1

9–14

DE

C01



• The ECT sensor is a thermistor (temperaturesensitive resistor) mounted on the thermostathousing or at the rear of the cylinder head. It is usedto measure the coolant temperature. The ECT’svariable resistance causes the input voltage to theECU to vary. Higher coolant temperatures result inlower ECT input voltages to the ECU; lowertemperatures result in higher voltages. For furtherECT sensor information, see MEASURINGTEMPERATURE in Section 03, Group 140 earlier inthis manual.


• The ECU senses ECT on OEM applications above113°C (235°F). For the moderately ECT specificationon other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of thismanual.






PN=286


RG40854,00000BD –19–19DEC01–1/1

Level 12 ECU - DTC SPN 110 FMI 16 Engine Coolant Temperature High Moderately Severe- Continued

– – –1/1

Level 12 ECU - DTC SPN 110 FMI 16 Engine Coolant Temperature High Moderately Severe DiagnosticProcedure

04160,127

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 16ENGINE COOLANT TEMPERATURE HIGH MODERATELY SEVERE supportinginformation




– – –1/1

2 Engine CoolantTemperature (ECT)Sensor and CircuitTest

NOTE: For wiring and theory of operation information, see DTC SPN 110 FMI 16ENGINE COOLANT TEMPERATURE HIGH MODERATELY SEVERE supportinginformation

Under the conditions where DTC SPN 110 FMI 16 occurs, using a temperature gauge,verify that engine coolant temperature is above 113°C (235°F).

NOTE: On OEM applications, the moderately high ECT specification is 113°C•(235°F).For the moderately high ECT specification on other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 of this manual.

ECT above 113°C(235°F):

Engine overheatingproblem. See 4.5L/6.8L -C1 - ENGINE COOLANTTEMPERATURE ABOVENORMAL in Section 04,Group 150 of 4.5 L & 6.8L Diesel Engines BaseEngine Manual (CTM104).

ECT significantly lessthan 113°C (235°F):Verify that ECT sensorinput and ground circuitsare OK.If ECT sensor circuits areOK, replace ECT sensorand retest


PN=287


04160,128

RG40854,000006F –19–06DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 0 Loss of Coolant Temperature Extremely High

tSensor Ground

Input

C1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


Loss of CoolantTemperature Sensor

Connector

Loss of CoolantTemperature

Sensor

RG

1198

1–1

9–24

JAN

02


• The loss of coolant temperature sensor is athermistor (temperature sensitive resistor) mountedin the rear of the cylinder head. It is used tomeasure the coolant temperature to detect whetherthere is a loss of coolant. The sensor’s variableresistance causes the input voltage to the ECU tovary. Higher coolant temperatures result in lowerloss of coolant temperature input voltages to theECU; lower temperatures result in higher voltages.For further loss of coolant temperature sensorinformation, see MEASURING TEMPERATURE inSection 03, Group 140 earlier in this manual.


• The ECU senses a coolant temperature above124°C (255°F).


• The engine derates 20% per minute until the engineis running at 60% of full power. If the temperaturegoes below 124°C (255°F), the engine will regainpower at 20% per minute.


PN=288


RG40854,00000BE –19–19DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 0 Loss of Coolant Temperature Extremely High -Continued

– – –1/1

Level 12 ECU - DTC SPN 111 FMI 0 Loss of Coolant Temperature Extremely High Diagnostic Procedure

04160,129

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 0 LOSSOF COOLANT TEMPERATURE EXTREMELY HIGH supporting information

Perform a preliminary inspection of the ECU connector, the loss of coolant temperaturesensor connector, and any connectors in between them. Look for dirty, damaged, orpoorly positioned terminals.



– – –1/1

2 Loss of CoolantTemperature Sensorand Circuit Test

NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 0 LOSSOF COOLANT TEMPERATURE EXTREMELY HIGH supporting information

Under the conditions where DTC SPN 111 FMI 0 occurs, using a temperature gauge,verify that loss of coolant temperature is above 124°C (255°F).

Significantly less than124°C (255°F):Verify that loss of coolanttemperature sensor inputand ground circuits areOK.If loss of coolanttemperature sensorcircuits are OK, replaceloss of coolanttemperature sensor andretest

Temperature above124°C (255°F):Engine overheatingproblem. See 4.5L/6.8L -C1 - ENGINE COOLANTTEMPERATURE ABOVENORMAL in Section 04,Group 150 of 4.5 L & 6.8L Diesel Engines BaseEngine Manual (CTM104).


PN=289


04160,130

RG40854,00000C0 –19–19DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 3 Loss of Coolant Temperature Input Voltage High

tSensor Ground

Input

C1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1



Connector


Sensor

RG

1198

1–1

9–24

JAN

02




• The loss of coolant temperature input voltageexceeds 4.975 volts. This voltage corresponds to atemperature that is lower than what is physicallypossible for engine coolant.


• ECU’s high loss of coolant temperature engineprotection feature disabled.


PN=290


RG40854,00000C1 –19–19DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 3 Loss of Coolant Temperature Input Voltage High -Continued

– – –1/1

Level 12 ECU - DTC SPN 111 FMI 3 Loss of Coolant Temperature Input Voltage High Diagnostic Procedure

04160,131

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 3 LOSSOF COOLANT TEMPERATURE INPUT VOLTAGE HIGH supporting information




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 3 LOSSOF COOLANT TEMPERATURE INPUT VOLTAGE HIGH supporting information









SPN 111 FMI 3 does notreoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=291


– – –1/1

3 Loss of CoolantTemperature Sensorand Connector Test


1. Ignition OFF

2. Disconnect loss of coolant temperature sensor connector

3. Install a jumper wire between both terminals in the loss of coolant temperaturesensor harness connector




SPN 111 FMI 4 occurs:Faulty loss of coolanttemperature sensorconnectorORFaulty loss of coolanttemperature sensor

04160,132

– – –1/1

4 Loss of CoolantTemperature OpenGround Test


1. Ignition OFF


3. Install jumper wire between loss of coolant temperature sensor harness connectorinput terminal and a good chassis ground


5. Using a multimeter, measure voltage between loss of coolant temperature input (5Vsupply) terminal and a good chassis ground.

Between 4.0 V and 6.0V:Open in loss of coolanttemperature input sensorcircuitORFaulty ECU connectionORFaulty ECU

Below 4.0 V:Open in loss of coolanttemperature sensorground circuitORFaulty ECU connectionORFaulty ECU


PN=292


04160,133


PN=293


04160,134

RG40854,0000069 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 4 Loss of Coolant Temperature Input Voltage Low

tSensor Ground

Input

C1 D3

B

A

B

A

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1



Connector


Sensor

RG

1198

1–1

9–24

JAN

02




• The loss of coolant temperature input voltage dropsbelow 0.05 volts. This voltage corresponds to atemperature that is higher than what is physicallypossible for engine coolant.


• ECU’s high loss of coolant temperature engineprotection feature disabled.


PN=294


RG40854,00000C2 –19–19DEC01–1/1

Level 12 ECU - DTC SPN 111 FMI 4 Loss of Coolant Temperature Input Voltage Low -Continued

– – –1/1

Level 12 ECU - DTC SPN 111 FMI 4 Loss of Coolant Temperature Input Voltage Low Diagnostic Procedure

04160,135

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 4 LOSSOF COOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 111 FMI 4 LOSSOF COOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information









SPN 111 FMI 4 does notreoccur:Problem is intermittent. Ifno other codes arepresent, INTERMITTENTFAULT DIAGNOSTICS,earlier in this Group.



PN=295


– – –1/1

3 Loss of CoolantTemperature SensorTest

NOTE: For wiring and theory of operation information, DTC SPN 111 FMI 4 LOSS OFCOOLANT TEMPERATURE INPUT VOLTAGE LOW supporting information

1. Ignition OFF

2. Disconnect loss of coolant temperature sensor connector

3. Ignition ON


SPN 111 FMI 4reoccurs:Short to ground in loss ofcoolant temperaturesensor input circuitORFaulty ECU

SPN 111 FMI 3 occurs:Faulty loss of coolanttemperature sensor

04160,136


PN=296


04160,137


PN=297


04160,138

RG40854,0000066 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 158 FMI 17 ECU Power Down Error

K1 A2

IgnitionSwitch

VSW

VBAT30 A

Battery

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

2–1

9–14

DE

C01



• ECU detects voltage is on the switched voltage inputwire to the ECU.


• Vehicle battery may be drained because ECU willnot power down.


PN=298


RG40854,0000109 –19–15JAN02–1/1

Level 12 ECU - DTC SPN 158 FMI 17 ECU Power Down Error - Continued

– – –1/1

Level 12 ECU - DTC SPN 158 FMI 17 ECU Power Down Error Diagnostic Procedure

04160,139

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 158 FMI 17 ECUPOWER DOWN ERROR supporting information.

Perform a preliminary inspection of the ECU connector, ignition power circuit, and anyconnectors in between them. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 158 FMI 17 ECUPOWER DOWN ERROR supporting information.






6. Cycle ignition OFF for 10 seconds, then back ON



SPN 158 FMI 17 doesnot reoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS earlier inthis Group.



PN=299


04160,140

– – –1/1

3 Wiring Test NOTE: For wiring and theory of operation information, see DTC SPN 158 FMI 17 ECUPOWER DOWN ERROR supporting information.

1. Ignition OFF

2. Disconnect the ECU connector


4. Using a multimeter, measure voltage between terminal A2 the ECU wiring harnessconnector and a good chassis ground.

Measurement above 3.0V:Faulty ignition switchcircuitORECU key-on power supplyshorted to voltageORFaulty ignition switch

Measurement below 3.0V:Faulty ECU connectionORFaulty ECU


PN=300


04160,141


PN=301


04160,142

RG40854,0000062 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 174 FMI 3 Fuel Temperature Input Voltage High

C3

A A

BB

D3

Fuel TempConnector

Fuel TempSensor

Sensor Ground

Fuel Temp Input

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

8–1

9–08

JAN

02



• The fuel temperature sensor is a thermistor(temperature sensitive resistor) located on theinjection pump fuel outlet housing. The fueltemperature sensor’s variable resistance causes theinput voltage to the ECU to vary. Higher fueltemperatures result in lower fuel temperature inputvoltages to the ECU; lower temperatures result inhigher voltages. The ECU uses the fuel temperaturesensor input to adjust the fuel delivery for thevariations in fuel density caused by varying fueltemperatures. For more fuel temperature sensorinformation, see MEASURING TEMPERATURE inSection 03, Group 140 of this manual.


• The fuel temperature input voltage goes above thesensor’s high voltage specification. This voltagecorresponds to a temperature that is lower than whatis physically possible for fuel temperature.– For OEM engine applications, the high fuel


– For other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual for the high fuel temperature inputvoltage specification.


• The ECU will use a "limp-home" fuel temperaturevalue of -20°C (-4°F) during cranking, and 40°C(104°F) during running.

• Engine power will be slightly derated.


PN=302


RG40854,00000F3 –19–07JAN02–1/1

Level 12 ECU - DTC SPN 174 FMI 3 Fuel Temperature Input Voltage High - Continued

– – –1/1

Level 12 ECU - DTC SPN 174 FMI 3 Fuel Temperature Input Voltage High Diagnostic Procedure

04160,143

– – –1/1


NOTE: For wiring, theory of operation, and sensor location information, see DTC SPN174 FMI 3 FUEL TEMPERATURE INPUT VOLTAGE HIGH supporting information.

Perform a preliminary inspection of the ECU connector, the fuel temperature sensorconnector, and any connectors in between them. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring, theory of operation, and sensor location information, see DTC SPN174 FMI 3 FUEL TEMPERATURE INPUT VOLTAGE HIGH supporting information.





5. Read the Fuel Temperature Input Voltage parameter using the DST or SERVICEADVISOR.

NOTE: On OEM applications, the high fuel temperature input voltage specification is4.9 volts and above. For fuel temperature input voltage specifications on otherapplications, see APPLICATION SPECIFICATIONS in Section 06, Group 210 of thismanual.





PN=303


04160,144

– – –1/1

3 Fuel TemperatureSensor andConnector Test


1. Ignition OFF

2. Disconnect fuel temperature sensor connector

3. Install a jumper wire between both terminals in the fuel temperature sensor harnessconnector



NOTE: On OEM applications, the low fuel temperature input voltage specification is0.1 volts and below. For fuel temperature input voltage specifications on otherapplications, see APPLICATION SPECIFICATIONS in Section 06, Group 210 of thismanual.

Above 0.1 V:GO TO 4

At or below 0.1 V:Faulty fuel temperaturesensor connectorORFaulty fuel temperaturesensor

– – –1/1

4 Fuel TemperatureOpen Ground Test


1. Ignition OFF


3. Install jumper wire between fuel temperature sensor harness connector inputterminal and a good chassis ground



NOTE: On OEM applications, the low fuel temperature input voltage specification is0.1 volts and below. For fuel temperature input voltage specifications on otherapplications, see APPLICATION SPECIFICATIONS in Section 06, Group 210 of thismanual.

Above 0.1 V:Open in fuel temperatureinput sensor circuitORFaulty ECU connectionORFaulty ECU

0.1 V or below:Open in fuel temperaturesensor ground circuitORFaulty ECU connectionORFaulty ECU


PN=304


04160,145


PN=305


04160,146

RG40854,0000064 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 174 FMI 4 Fuel Temperature Input Voltage Low

C3

A A

BB

D3

Fuel TempConnector

Fuel TempSensor

Sensor Ground

Fuel Temp Input

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

8–1

9–08

JAN

02





• The fuel temperature input voltage goes above thesensor’s low voltage specification. This voltagecorresponds to a temperature that is higher thanwhat is physically possible for fuel temperature.– For OEM engine applications, the low fuel


– For other applications, see APPLICATIONSPECIFICATIONS in Section 06, Group 210 ofthis manual for the low fuel temperature inputvoltage specification.


• The ECU will use a "limp-home" fuel temperaturevalue of -20°C (-4°F) during cranking, and 40°C(104°F) during running.

• Engine power will be slightly derated.


PN=306


RG40854,00000F2 –19–07JAN02–1/1

Level 12 ECU - DTC SPN 174 FMI 4 Fuel Temperature Input Voltage Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 174 FMI 4 Fuel Temperature Input Voltage Low Diagnostic Procedure

04160,147

– – –1/1


NOTE: For wiring, theory of operation, and sensor location information, see DTC SPN174 FMI 4 FUEL TEMPERATURE INPUT VOLTAGE LOW supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring, theory of operation, and sensor location information, see DTC SPN174 FMI 4 FUEL TEMPERATURE INPUT VOLTAGE LOW supporting information.





5. Read the Fuel Temperature Input Voltage parameter using the DST or SERVICEADVISOR

NOTE: For OEM engine applications, the low fuel temperature input voltagespecification is 0.1V. For the low voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.


Above 0.1 V:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=307


04160,148

– – –1/1

3 Fuel TemperatureSensor Test

NOTE: For wiring, theory of operation, and sensor location information, seeDTC SPN174 FMI 4 FUEL TEMPERATURE INPUT VOLTAGE LOW supporting information.

1. Ignition OFF

2. Disconnect fuel temperature sensor connector

3. Ignition ON


NOTE: For OEM engine applications, the high fuel temperature input voltagespecification is 4.9V. For the high voltage specification on other applications, seeAPPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual.

Below 4.9 V:Short to ground in fueltemperature sensor inputcircuitORFaulty ECU

4.9 V or greater:Faulty fuel temperaturesensor


PN=308


04160,149


PN=309


04160,150

RG40854,0000061 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 174 FMI 16 Fuel Temperature Moderately High

C3

A A

BB

D3

Fuel TempConnector

Fuel TempSensor

Sensor Ground

Fuel Temp Input

t

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

8–1

9–08

JAN

02





• The ECU senses fuel temperature on OEMapplications above 120°C (248°F). For fueltemperature specifications on other applications, seeAPPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual.






PN=310


RG40854,00000F5 –19–08JAN02–1/1

Level 12 ECU - DTC SPN 174 FMI 16 Fuel Temperature Moderately High - Continued

– – –1/1

Level 12 ECU - DTC SPN 174 FMI 16 Fuel Temperature Moderately High Diagnostic Procedure

04160,151

– – –1/1

1 DTC SPN 174 FMI 16Preliminary Check


1. Ensure that the fuel level in the fuel tank is not extremely low

2. Ensure that fuel cooler is clean



– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 174 FMI 16FUEL TEMPERATURE MODERATELY HIGH supporting information




– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 174 FMI 16FUEL TEMPERATURE MODERATELY HIGH supporting information

Determine fuel supply pressure. See CHECK FUEL SUPPLY PRESSURE in Section04, Group 150 of this manual.

Fuel pressure withinspecification:GO TO 4

Fuel pressure belowspecification:Determine cause of lowfuel supply pressure. SeeF1 - FUEL SUPPLYSYSTEM CHECKDIAGNOSTICPROCEDURE in Section04, Group 150 of thismanual.Repair and retest.


PN=311


– – –1/1

4 Fuel Return LinesRestriction Check

NOTE: For wiring and theory of operation information, see DTC SPN 174 FMI 16FUEL TEMPERATURE MODERATELY supporting information.

Check return fuel lines for restriction between fuel tank and:

• Overflow valve on injection pump• Fuel leak off line at injection nozzles

Fuel return lines NOTrestricted:Faulty fuel coolerORFaulty injection pump

Restriction found ineither fuel return line:Determine the cause ofrestrictionRepair and retest

04160,152


PN=312


04160,153


PN=313


04160,154

RG40854,0000148 –19–11FEB02–1/1

Level 12 ECU - DTC SPN 190 FMI 0 Engine Overspeed Extreme

Crank Position Input

Crank Position Return

Crank PositionSensor

Crank SensorConnector

A

B

A

B

B2 D2

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

4–1

9–23

JAN

02



• The crank position sensor is located on the front ofthe crankshaft, behind the pressed-on crank gear. Itis an inductive type pickup sensor that detects teethon the crank timing wheel. The ECU uses the crankposition input to determine engine speed andprecise piston position in relation to the firing order.The crank timing wheel is composed of 46 evenlyspaced teeth and 2 missing teeth. The missing teethhelp the ECU to determine Top-Dead-Center (TDC).


• The ECU detects that engine speed exceeds 3400rpm.


• The ECU shuts fuel off until engine speed is below2800 rpm.

If DTC SPN 190 FMI 0 sets:

• With DTC SPN 190 FMI 0, there may or not be aproblem with the electronic control system. Using theDST or SERVICE ADVISOR, monitor DTCs on theactive code display parameter. To find DTC list, seeLISTING OF DIAGNOSTIC TROUBLE CODES(DTCS) ON ECU earlier in this Group. If there areother codes, go to the appropriate diagnosticprocedure.

• If there are no other stored or active DTCs, clearDTC SPN 190 FMI 0 and monitor codes to see ifDTC SPN 190 FMI 0 reoccurs.



PN=314


04160,155

RG40854,0000149 –19–11FEB02–1/1

Level 12 ECU - DTC SPN 190 FMI 16 Engine Overspeed Moderate





A

B

A

B

B2 D2

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

4–1

9–23

JAN

02



• The crank position sensor is located on the front ofthe crankshaft, behind the pressed-on crank gear. Itis an inductive type pickup sensor that detects teethon the crank timing wheel. The ECU uses the crankposition input to determine engine speed andprecise piston position in relation to the firing order.The crank timing wheel is composed of 46 evenlyspaced teeth and 2 missing teeth. The missing teethhelp the ECU to determine Top-Dead-Center (TDC).


• The ECU detects that engine speed is higher than3000 rpm.


• The ECU shuts fuel off until engine speed is below2800 rpm.


• With DTC SPN 190 FMI 16, there may or not be aproblem with the electronic control system. Using theDST or SERVICE ADVISOR, monitor DTCs on theactive code display parameter. To find DTC list, seeLISTING OF DIAGNOSTIC TROUBLE CODES(DTCS) ON ECU earlier in this Group. If there areother codes, go to the appropriate diagnosticprocedure.

• If there are no other stored or active DTCs, clearDTC SPN 190 FMI 16 and monitor codes to see ifDTC SPN 190 FMI 16 reoccurs.



PN=315


04160,156

RG40854,000005C –19–06DEC01–1/1

Level 12 ECU - DTC SPN 620 FMI 3 Sensor Supply Voltage High

OilPressureSensor

AnalogThrottle (A)Sensor

AnalogThrottle (B)Sensor

E2

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1198

3–1

9–24

JAN

02


Sensor Supply Voltage

• The ECU supplies voltage to a few different sensorsdepending on the application. The ECU monitors thedrop in voltage that the sensor causes andcompares that drop to preprogrammed values in theECU’s memory to determine the value of theparameter the sensor was measuring. In addition,

the ECU monitors the exact voltage on the 5 voltsupply circuit in order to ensure accurate readings.


• The ECU detects a voltage that is higher than 5.5volts on the ECU 5 volt sensor supply circuit.


• The ECU will use default values for the sensors thatuse sensor supply input voltage.


PN=316


RG40854,00000F6 –19–08JAN02–1/1

Level 12 ECU - DTC SPN 620 FMI 3 Sensor Supply Voltage High - Continued

– – –1/1

Level 12 ECU - DTC SPN 620 FMI 3 Sensor Supply Voltage High Diagnostic Procedure

04160,157

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 620 FMI 3SENSOR SUPPLY VOLTAGE HIGH supporting information.

Perform a preliminary inspection of the ECU connector. Look for dirty, damaged, orpoorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 620 FMI 3SENSOR SUPPLY VOLTAGE HIGH supporting information.












PN=317


– – –1/1

3 Sensor Supply WireCheck for Short


1. Ignition OFF


3. Using multimeter, measure resistance between terminal E2 in the harness end ofthe ECU connector and all other terminals in the harness end of the ECUconnector.

Greater than 20,000ohms:Faulty ECU connectorORFaulty ECU

Less than 20,000 ohms:Short to voltage in sensorsupply wire

04160,158


PN=318


04160,159


PN=319


04160,160

RG40854,000005E –19–06DEC01–1/1

Level 12 ECU - DTC SPN 620 FMI 4 Sensor Supply Voltage Low

OilPressureSensor

AnalogThrottle (A)Sensor

AnalogThrottle (B)Sensor

E2

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1198

3–1

9–24

JAN

02



• The ECU supplies voltage to a few different sensorsdepending on the application. The ECU monitors thedrop in voltage that the sensor causes andcompares that drop to preprogrammed values in theECU’s memory to determine the value of the

parameter the sensor was measuring. In addition,the ECU monitors the exact voltage on the 5 voltsupply circuit in order to ensure accurate readings.

DTC 620 FMI 4 will set if:

• The ECU detects a voltage that is lower than 4.44volts on the ECU 5 volt sensor supply circuit.

If DTC 620 FMI 4 sets, the following will occur:



PN=320


RG40854,00000F7 –19–08JAN02–1/1

Level 12 ECU - DTC SPN 620 FMI 4 Sensor Supply Voltage Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 620 FMI 4 Sensor Supply Voltage Low Diagnostic Procedure

04160,161

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 620 FMI 4SENSOR SUPPLY VOLTAGE LOW supporting information.




– – –1/1

2 Sensor Check NOTE: For wiring and theory of operation information, see DTC SPN 620 FMI 4SENSOR SUPPLY VOLTAGE LOW supporting information.






6. Ignition OFF

7. Disconnect all sensors that receive their 5V supply from terminal E2 of the ECU




SPN 620 FMI 4 does notreoccur:GO TO 3



PN=321


– – –1/1

3 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 620 FMI 4SENSOR SUPPLY VOLTAGE LOW supporting information.


2. While reconnecting each sensor one at a time, monitor DTCs using the DST orSERVICE ADVISOR.

SPN 620 FMI 4reoccurs:Faulty sensorReplace and retest


04160,162

– – –1/1

4 Sensor Supply Shortto Ground Check


1. Ignition OFF

2. Disconnect the ECU connector

3. Using a multimeter, measure resistance between terminal D3 in the harness end ofthe ECU connector and:

• A good chassis ground• Terminal J2 in the harness end of the ECU connector


Less than 20,000 ohms:Sensor 5 volt supplycircuit shorted to ground


PN=322


04160,163


PN=323


04160,164

RG40854,000014B –19–13FEB02–1/1

Level 12 ECU - DTC SPN 627 FMI 4 ECU Unswitched Power Missing

K1 A2

IgnitionSwitch

VSW

VBAT30 A

Battery

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

2–1

9–14

DE

C01


• The ECU does not detect battery voltage.


• The engine will not start or run.


PN=324


RG40854,000014C –19–13FEB02–1/1

Level 12 ECU - DTC SPN 627 FMI 4 ECU Unswitched Power Missing - Continued

– – –1/1

Level 12 ECU - DTC SPN 627 FMI 4 ECU Unswitched Power Missing Diagnostic Procedure

04160,165

– – –1/1






– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 627 FMI 4 ECUUNSWITCHED POWER MISSING supporting information.





5. Make notes of any DTCs, then clear all DTCs




SPN 627 FMI 4 does notreoccur:Problem is intermittent. Ifno other codes arepresent,seeINTERMITTENTFAULT DIAGNOSTICS,earlier in this Group.



PN=325


– – –1/1

3 ECU and ECUConnector Test

NOTE: For wiring and theory of operation information, see DTC SPN 627 FMI 4 ECUUNSWITCHED POWER MISSING supporting information.

1. Ignition OFF


3. Using a multimeter, measure voltage between a good chassis ground and terminalK1

Voltage is substantiallyless than batteryvoltage:GO TO 4

Voltages are at or nearbattery voltage on bothterminals:Faulty ECU connectionORFaulty ECU

04160,166

– – –1/1

4 Battery VoltageCheck

NOTE: For wiring and theory of operation information, see DTC SPN 627 FMI 4 ECUUNSWITCHED POWER MISSING supporting information.

Using a multimeter, measure battery voltage at the battery terminals.

Voltage withinspecification forbattery:Faulty ECU power supplyfuseORFaulty ECU connectionOROpen or short in ECUpower circuit

Voltage substantiallyless than batteryvoltage:Faulty battery or chargingsystem


PN=326


04160,167


PN=327


RG40854,000003C –19–06DEC01–1/1

Level 12 ECU - DTC SPN 629 FMI 13 ECU Error


• The ECU detects an internal problem.


• The engine will not start or run.

04160,168

– – –1/1

Level 12 ECU - DTC SPN 629 FMI 13 ECU Error Diagnostic Procedure

– – –1/1

1 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 629 FMI 13 ECUERROR supporting information.

1. Verify that controllers on vehicle are in correct location and connected to the correctwiring harness






7. Ignition ON, engine running or cranking for 15 seconds


SPN 629 FMI 13reoccurs:Faulty ECU

SPN 629 FMI 13 doesnot reoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=328


04160,169


PN=329


04160,170

RG40854,0000038 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 637 FMI 2 Crank Position Input Noise





A

B

A

B

B2 D2

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

4–1

9–23

JAN

02



• The crank position sensor is located on the front ofthe crankshaft, behind the pressed-on crank gear. Itis an inductive type pickup sensor that detects teethon the crank timing wheel. The ECU uses the crankposition input to determine engine speed andprecise piston position in relation to the firing order.

The crank timing wheel is composed of 46 evenlyspaced teeth and 2 missing teeth. The missing teethhelp the ECU to determine Top-Dead-Center (TDC).


• The ECU detects excessive noise (extra pulses) onthe crank position input.


• Engine probably will not run


PN=330


RG40854,00000F8 –19–08JAN02–1/1

Level 12 ECU - DTC SPN 637 FMI 2 Crank Position Input Noise - Continued

– – –1/1

Level 12 ECU - DTC SPN 637 FMI 2 Crank Position Input Noise Diagnostic Procedure

04160,171

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 2CRANK POSITION INPUT NOISE supporting information.

Perform a preliminary inspection of the ECU connector, the crank position sensorconnector, and any other connector. Look for dirty, damaged, or poorly positionedterminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 2CRANK POSITION INPUT NOISE supporting information.





5. Make note of all DTCs, then clear all DTCs

6. Warm engine







PN=331


04160,172

– – –1/1

3 Crank Signal NoiseTest

NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 2CRANK POSITION INPUT NOISE supporting information.

1. SPN 637 FMI 2 is most likely caused by radiated or conducted electrical "noise"from some part of the machine. This problem may be caused by loose electricalground or power connections anywhere on the machine. Things to check:

• All harness connectors• Alternator connections• Chassis ground connections, battery ground connection• Corrosion, dirt, or paint can cause intermittent and "noisy" connections• Check the wiring for intermittent open and short circuits; particularly the crank

sensor wiring• Check wiring for proper pin location in the crank sensor and ECU connectors

2. Other possible causes of SPN 637 FMI 2:

• Electromagnetic interference (EMI) from an incorrectly installed 2-way radio• Interference from some radar source• Possible broken teeth on the crankshaft timing ring


PN=332


04160,173


PN=333


04160,174

RG40854,000003A –19–06DEC01–1/1

Level 12 ECU - DTC SPN 637 FMI 10 Crank Position Input Pattern Error





A

B

A

B

B2 D2

A1

A2

A3 B3 C3 D3 E3

B2 C2 D2 E2

B1 C1 D1 E1 F1

F2

F3 G3 H3 J3 K3

G2 H2 J2 K2

G1 H1 J1 K1


1198

4–1

9–23

JAN

02



• The crank position sensor is located on the front ofthe crankshaft, behind the pressed-on crank gear. Itis an inductive type pickup sensor that detects teethon the crank timing wheel. The ECU uses the crankposition input to determine engine speed andprecise piston position in relation to the firing order.

The crank timing wheel is composed of 46 evenlyspaced teeth and 2 missing teeth. The missing teethhelp the ECU to determine Top-Dead-Center (TDC).


• The ECU detects an improper pattern on the crankposition input.


• Engine probably will not run.


PN=334


RG40854,000010A –19–15JAN02–1/1

Level 12 ECU - DTC SPN 637 FMI 10 Crank Position Input Pattern Error - Continued

– – –1/1

Level 12 ECU - DTC SPN 637 FMI 10 Crank Position Input Pattern Error Diagnostic Procedure

04160,175

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 10CRANK POSITION INPUT PATTERN ERROR supporting information.

Perform a preliminary inspection of the ECU connector, the crank position sensorconnector, and any other connector. Look for dirty, damaged, or poorly positionedterminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 10CRANK POSITION INPUT PATTERN ERROR supporting information.












PN=335


– – –1/1

3 Crank PositionSensor Test


1. Ignition OFF

2. Disconnect crank position sensor connector

3. Using a multimeter, measure resistance between both terminals of the crankposition sensor.

Between 2500 and 3500ohms:GO TO 4

Below 2500 ohms orabove 3500 ohms:Faulty crank positionsensor

04160,176

– – –1/1

4 Open in Crank SensorInput and ReturnCheck


1. Ignition OFF

2. Disconnect crank position sensor connector


4. Using a multimeter, measure resistance between:

• Terminal A of the crank position sensor harness connector and terminal B2 in theharness end of the ECU connector

• Terminal B of the crank position sensor harness connector and terminal D2 in theharness end of the ECU connector

Both measurements 5ohms or less:GO TO 5

Either measurementgreater than 5 ohms:Open in crank positionsensor input wireOROpen in crank positionsensor return wireORTerminals A and B in thecrank position sensorharness connectorpossibly inverted

– – –1/1

5 Crank Sensor InputWiring Check


1. Ignition OFF

2. Crank position sensor connector and ECU connector still disconnected

3. Using a multimeter measure resistance between terminal B2 in the harness end ofthe ECU connector and the following:

• A good ground• All other terminals in both ECU connectors

All measurementsgreater than 2000 ohms:GO TO 6

Any measurement lessthan 2000 ohms:Faulty crank positionsensor input wiringharness


PN=336


– – –1/1

6 Crank Sensor ReturnWiring Check


1. Ignition OFF

2. Crank position sensor connector and ECU connector still disconnected

3. Using a multimeter measure resistance between terminal D2 in the harness end ofthe ECU connector and the following:

• A good ground• All other terminals in both ECU connectors

All measurementsgreater than 2000 ohms:GO TO 7

Any measurement lessthan 2000 ohms:Faulty crank positionsensor return wiringharness

04160,177

– – –1/1

7 Crank Sensor andTiming Wheel Check


1. Remove crank position sensor from injection pump

2. Remove crank position sensor

3. Inspect sensor for cracks, corrosion, or any foreign material on the end of thesensor

4. Inspect the crank timing wheel notches for burrs or chips

All components OK:GO TO 8

Fault found in acomponent:Repair or replacecomponent as needed

– – –1/1

8 Gear Timing Check NOTE: For wiring and theory of operation information, see DTC SPN 637 FMI 10CRANK POSITION INPUT PATTERN ERROR supporting information.

1. Ignition OFF

2. Remove timing cover

3. Check timing between camshaft, crankshaft, and injection pump gears. SeeINSTALL CAMSHAFT in Group 050 of 4.5 & 6.8 L Diesel Engines Base EngineManual (CTM 104).

All gears in time:Faulty crank positionsensor connectorORFaulty ECU connectorORFaulty ECU

One or more gears outof time:Make necessaryadjustments to ensurecorrect timing. SeeINSTALL CAMSHAFT inSection 02, Group 050 of4.5 L & 6.8 L DieselEngines Base EngineManual (CTM 104).


PN=337


04160,178

RG40854,0000036 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 639 FMI 13 CAN Error

CAN Low

CAN High

CAN Shield

BA

C

DCEBA

Switched Voltage

CAN Terminator

Static Ground

DiagnosticConnector

DC

BJ

HG

F

E

B A A B

CC

A

F1

G1

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1197

2–1

9–14

DE

C01


Controller Area Network (CAN)

• CAN is the network in which the individualcontrollers on a machine communicate with eachother. The number of controllers communicating onCAN depends on the application. On someapplications, the ECU is the only controller on CAN;

on other applications, there are many controllers onCAN.


• The ECU detects a problem communicating on CAN.


• Depending on the application, engine operation mayor may not be affected.


PN=338


RG40854,000010F –19–16JAN02–1/1

Level 12 ECU - DTC SPN 639 FMI 13 CAN Error - Continued

– – –1/1

Level 12 ECU - DTC SPN 639 FMI 13 CAN Error Diagnostic Procedure

04160,179

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 639 FMI 13 CANERROR supporting information

Perform a preliminary inspection of the ECU connector, the CAN connections, and anyother connector. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 639 FMI 13 CANERROR supporting information



3. Start ECU communication software


5. Make note of all DTCs, then clear all DTCs

6. Ignition ON


DTC SPN 639 FMI 13reoccurs:GO TO 3

DTC SPN 639 FMI 13does not reoccur:Problem is intermittent. Ifno other codes arepresent, seeINTERMITTENT FAULTDIAGNOSTICS, earlier inthis Group.



PN=339


– – –1/1

3 Check OtherControllers For CANRelated DTCs

NOTE: For wiring and theory of operation information, see DTC SPN 639 FMI 13 CANERROR supporting information

If application has other machine controllers communicating on the CAN bus, checkthose controllers for CAN related DTCs

No CAN related DTCsfound on othercontrollers:GO TO 4

Found CAN relatedDTCs on othercontrollers:Refer to machine manualto diagnose and repairthe cause of DTC, thendetermine if DTC SPN639 FMI 13 reoccurs

04160,180

– – –1/1

4 CAN Resistance Test NOTE: For wiring and theory of operation information, see DTC SPN 639 FMI 13 CANERROR supporting information

1. Ignition OFF


3. Using a multimeter, measure resistance between•terminals F1 and G1 in theharness end of the ECU connector

Between 55 ohms and65 ohms:Faulty ECU connectorORFaulty ECU

Less than 55 ohms orgreater than 65 ohms:Open or short in CANcommunication circuit


PN=340


04160,181

RG40854,0000114 –19–22JAN02–1/1

Level 12 ECU - DTC SPN 898 FMI 9 VehicleSpeed or Torque Message Invalid

CAN (Controller Area Network) Vehicle Speed orTorque Message

• The CAN (Controller Area Network) transmits thevehicle’s desired engine speed or torque to the ECUfrom another controller.


• The ECU does not receive the engine speed or torquemessage over CAN or it is not valid.

If DTC SPN 898 FMI 9 sets, the following will occur:

• The ECU will default engine speed to low idle.


• Connect the DST or SERVICE ADVISOR. Forinstructions on connecting to the DST or SERVICEADVISOR, see CONNECTING TO DIAGNOSTICSCAN TOOL (DST) OR SERVICE ADVISOR earlier inthis Group.

• With ignition ON and engine OFF, start the ECUcommunication software

• Read active DTCs and stored DTCs using DST orSERVICE ADVISOR. If DTC SPN 639 FMI 13 alsooccurs, see DTC SPN 639 FMI 13 CAN ERRORDIAGNOSTIC PROCEDURE earlier in this Group.

• If no other stored or active CAN or vehicle related DTCsare found, replace the ECU and retest.



PN=341


04160,182

RG40854,000003E –19–06DEC01–1/1

Level 12 ECU - DTC SPN 970 FMI 31 Auxiliary Engine Shutdown Switch Active

To ExternalShutdown

Switch Switch Input A1

D3

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

Sensor Ground

RG

1204

7–1

9–24

JAN

02

IMPORTANT: Do not force probes into connectorterminals or damage will result. UseJT07328 Connector Adapter Test Kitto make measurements inconnectors. This will ensure thatterminal damage does not occur.


Auxiliary Engine Shutdown Switch

• On OEM applications, the engine shutdown switch isa normally open switch. When the property being

measured exceeds a certain value, the switch willclose. When the switch is closed, the voltage isgrounded, which will cause the ECU to shutdown theengine.


• The ECU does not read an input voltage on theauxiliary engine shutdown input wire.


• The ECU will shut the engine down immediately.


PN=342


04160,183

RG40854,000003F –19–06DEC01–1/1

Level 12 ECU - DTC SPN 971 FMI 31 External Engine Derate Switch Active

To ExternalDerateSwitch Input C2

D3

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

Sensor Ground

RG

1204

6–1

9–23

JAN

02

IMPORTANT: Do not force probes into connectorterminals or damage will result. UseJT07328 Connector Adapter Test Kitto make measurements inconnectors. This will ensure thatterminal damage does not occur.


External Fuel Derate Switch

• On OEM applications, the external derate switch is anormally open switch. When property being

measured exceeds a certain value, the switch willclose. When the switch is closed, the voltage isgrounded, which will cause the ECU to derate theengine.


• The ECU does not read an input voltage.


• On OEM applications, the ECU will derate theengine 2% per minute until the engine is running at80% of full power. For derates on other applications,see APPLICATION SPECIFICATIONS in Section 06,Group 210 of this manual.


PN=343


04160,184

RG40854,0000040 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 0 Pump Control Valve Closure Too Long

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

Pump Solenoid Return

Pump Solenoid Supply

PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01

Stanadyne DE10 Injection Pump

• The Stanadyne DE10 injection pump has an fuelcontrol solenoid that is controlled by the EngineControl Unit (ECU). The ECU switches current onand off in order to charge the solenoid. When thecurrent to the solenoid is increased, it moves apump control valve into a position that allows forinjection pressure to be developed. When thecurrent to the solenoid is decreased, the pumpcontrol valve will return to a position that endsinjection pressure. By controlling current to thesolenoid, the ECU has the ability to manage thequantity and timing of fuel delivery to the engine. For

more operation information, see FUEL INJECTIONPUMP OPERATION in Section 03, Group 130 of thismanual.


• The ECU determines that the pump control valvetakes too long to close.


• Engine performance may be erratic.


PN=344


RG40854,0000124 –19–29JAN02–1/1

Level 12 ECU - DTC SPN 1076 FMI 0 Pump Control Valve Closure Too Long - Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 0 Pump Control Valve Closure Too Long Diagnostic Procedure

04160,185

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 0PUMP CONTROL VALVE CLOSURE TOO LONG supporting information.

Perform a preliminary inspection of the ECU connector, the pump connector, and anyother connector. Look for dirty, damaged, or poorly positioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 0PUMP CONTROL VALVE CLOSURE TOO LONG supporting information.





5. Ignition ON, engine cranking or running






PN=345


– – –1/1

3 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 0PUMP CONTROL VALVE CLOSURE TOO LONG supporting information.

1. Remove and install new injection pump. See REMOVE INJECTION PUMP andINSTALL INJECTION PUMP in Section 02, Group 090 of this manual.

2. Ignition ON, engine running.



SPN 1076 FMI 0 doesnot reoccur:Problem repaired

04160,186


PN=346


04160,187


PN=347


04160,188

RG40854,0000044 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 1 Pump Control Valve Closure Too Short

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01


• The Stanadyne DE10 injection pump has an fuelcontrol solenoid that is controlled by the EngineControl Unit (ECU). The ECU switches current onand off in order to charge the solenoid. When thecurrent to the solenoid is increased, it moves apump control valve into a position that allows forinjection pressure to be developed. When thecurrent to the solenoid is decreased, the pumpcontrol valve will return to a position that endsinjection pressure. By controlling current to thesolenoid, the ECU has the ability to manage thequantity and timing of fuel delivery to the engine. For

more operation information, see FUEL INJECTIONPUMP OPERATION in Section 03, Group 130 of thismanual.


• The ECU determines that the control valve closestoo quickly.




PN=348


RG40854,0000125 –19–29JAN02–1/1

Level 12 ECU - DTC SPN 1076 FMI 1 Pump Control Valve Closure Too Short - Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 1 Pump Control Valve Closure Too Short Diagnostic Procedure

04160,189

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 1PUMP CONTROL VALVE CLOSURE TOO SHORT supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 1PUMP CONTROL VALVE CLOSURE TOO SHORT supporting information.











PN=349


– – –1/1

3 Checking BatteryVoltage

NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 1PUMP CONTROL VALVE CLOSURE TOO SHORT supporting information.


2. Read the Battery Voltage parameter using the DST or SERVICE ADVISOR.

At or near batteryvoltage:GO TO 4

Significantly above orbelow battery voltage:Faulty power supply

04160,190

– – –1/1

4 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 1PUMP CONTROL VALVE CLOSURE TOO SHORT supporting information.







PN=350


04160,191


PN=351


04160,192

RG40854,0000046 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 3 Pump Solenoid Current High

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01


• The Stanadyne DE10 injection pump has an internalsolenoid that is controlled by the Engine Control Unit(ECU). The ECU switches current on and off inorder to charge the solenoid. When the current tothe solenoid is increased, it moves a pump controlvalve into a position that allows for injection pressureto be developed. When the current to the solenoid isdecreased, the pump control valve will return to aposition that ends injection pressure. By controllingcurrent to the solenoid, the ECU has the ability tomanage the quantity and timing of fuel delivery to

the engine. For more operation information, seeFUEL INJECTION PUMP OPERATION in Section03, Group 130 of this manual.


• The ECU determines that pump solenoid current ishigher than normal.




PN=352


RG40854,0000126 –19–29JAN02–1/1

Level 12 ECU - DTC SPN 1076 FMI 3 Pump Solenoid Current High - Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 3 Pump Solenoid Current High Diagnostic Procedure

04160,193

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 3PUMP SOLENOID CURRENT HIGH supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 3PUMP SOLENOID CURRENT HIGH supporting information.











PN=353


– – –1/1

3 Pump SolenoidReturn Wire Check


1. Ignition OFF

2. Disconnect pump solenoid connector and ECU connector

3. Using a multimeter, measure resistance between Terminal A3 and all otherterminals in the ECU connector

Measurement greaterthan 20,000 ohms:GO TO 4

Measurement less than20,000 ohms:Short to power in pumpsolenoid return wire

04160,194

– – –1/1

4 Pump SolenoidSupply Wire Check


1. Ignition OFF


3. Using a multimeter, measure resistance between Terminal K2 and all otherterminals in the ECU connector


Measurement less than20,000 ohms:Short to power in pumpsolenoid supply wire

– – –1/1

5 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 3PUMP SOLENOID CURRENT HIGH supporting information.







PN=354


04160,195


PN=355


04160,196

RG40854,0000049 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 5 Pump Solenoid Circuit Open

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01





• The ECU determines that pump solenoid circuit isopen.


• Engine will not run.


PN=356


RG40854,000004C –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 5 Pump Solenoid Circuit Open - Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 5 Pump Solenoid Circuit Open Diagnostic Procedure

04160,197

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 5PUMP SOLENOID CIRCUIT OPEN supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 5PUMP SOLENOID CIRCUIT OPEN supporting information.











PN=357


– – –1/1

3 ECU Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 5PUMP SOLENOID CIRCUIT OPEN supporting information.

1. Ignition OFF, engine OFF


3. Using a multimeter, measure resistance between terminal K2 and terminal A3 of theharness side of the ECU connector.

Measurement less than5 ohms:GO TO 4

Measurment 5 ohms orgreater:Faulty ECU connectorORFaulty ECU

04160,198

– – –1/1

4 Injection PumpWiring Check

NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 5PUMP SOLENOID CIRCUIT OPEN supporting information.

1. Ignition OFF


3. Using a multimeter, measure resistance between:

• Terminal K2 in the ECU connector and terminal A in the pump solenoid connector• Terminal A3 in the ECU connector and terminal B in the pump solenoid connector

Both measurementsless than 5 ohms:Faulty pump connectorORFaulty injection pump

Either measurementgreater than 5 ohms:Faulty pump connectorORFaulty ECU connectorOROpen in pump solenoidsupply wireOROpen in pump solenoidreturn wire


PN=358


04160,199


PN=359


04160,200

RG40854,000004D –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 6 Pump Solenoid Circuit Severely Shorted

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01





• The ECU determines that pump solenoid circuit isshorted.


• ECU will shut engine down immediately.


PN=360


RG40854,0000127 –19–29JAN02–1/1

Level 12 ECU - DTC SPN 1076 FMI 6 Pump Solenoid Circuit Severely Shorted - Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 6 Pump Solenoid Circuit Severely Shorted Diagnostic Procedure

04160,201

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 6PUMP SOLENOID CIRCUIT SEVERELY SHORTED supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 6PUMP SOLENOID CIRCUIT SEVERELY SHORTED supporting information.

1. Connect the DST or SERVICE ADVISOR. For instructions on connecting to theDST or SERVICE ADVISOR, see CONNECTING TO DIAGNOSTIC SCAN TOOL(DST) OR SERVICE ADVISORearlier in this Group.










PN=361


– – –1/1

3 Pump SolenoidSupply Circuit Check


1. Ignition OFF


3. Using a multimeter, measure resistance between terminal K2 of the harness side ofthe ECU connector and:

• A good ground• All other terminals in the ECU connector


Measurement less than20,000 ohms:Pump solenoid supplywire shorted

04160,202

– – –1/1

4 Pump SolenoidReturn Circuit Check


1. Ignition OFF


3. Using a multimeter, measure resistance between terminal A3 of the harness side ofthe ECU connector and:



Measurement less than20,000 ohms:Pump solenoid returnwire shorted

– – –1/1

5 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 6PUMP SOLENOID CIRCUIT SEVERELY SHORTED supporting information.







PN=362


04160,203


PN=363


04160,204

RG40854,000004F –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 7 Pump Control Valve Closure Not Detected

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01





• The ECU determines that it can not detect theclosure of the pump control valve.




PN=364


RG40854,0000050 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 7 Pump Control Valve Closure Not Detected -Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 7 Pump Control Valve Closure Not Detected Diagnostic Procedure

04160,205

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 7PUMP CONTROL VALVE CLOSURE NOT DETECTED supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 7PUMP CONTROL VALVE CLOSURE NOT DETECTED supporting information.











PN=365


– – –1/1

3 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 7PUMP CONTROL VALVE CLOSURE NOT DETECTED supporting information.






04160,206


PN=366


04160,207


PN=367


04160,208

RG40854,0000051 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 10 Pump Solenoid Circuit Moderately Shorted

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01


• The Stanadyne DE10 injection pump has an internalsolenoid that is controlled by the Engine Control Unit(ECU). The ECU switches current on and off inorder to charge the solenoid. When the current tothe solenoid is increased, it moves a pump controlvalve into a position that allows for injection pressureto be developed. When the current to the solenoid isdecreased, the pump control valve will return to aposition that ends injection pressure. By controllingcurrent to the solenoid, the ECU has the ability tomanage the quantity and timing of fuel delivery tothe engine. For more operation information, see

FUEL INJECTION PUMP OPERATION in Section03, Group 130 of this manual.


• Pump solenoid circuit is moderately shorted topower.


• ECU will derate engine to 50% of full powerimmediately.


PN=368


RG40854,0000050 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1076 FMI 10 Pump Solenoid Circuit Moderately Shorted -Continued

– – –1/1

Level 12 ECU - DTC SPN 1076 FMI 10 Pump Solenoid Circuit Moderately Shorted Diagnostic Procedure

04160,209

– – –1/1


NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 10PUMP SOLENOID CIRCUIT MODERATELY SHORTED supporting information.




– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 10PUMP SOLENOID CIRCUIT MODERATELY SHORTED supporting information.











PN=369


– – –1/1

3 Pump SolenoidSupply Circuit Check


1. Ignition OFF


3. Using a multimeter, measure resistance between terminal K2 of the harness side ofthe ECU connector and:



Measurement less than20,000 ohms:Pump solenoid supplywire shorted

04160,210

– – –1/1

4 Pump SolenoidReturn Circuit Check


1. Ignition OFF


3. Using a multimeter, measure resistance between terminal A3 of the harness side ofthe ECU connector and:



Measurement less than20,000 ohms:Pump solenoid returnwire shorted

– – –1/1

5 Injection Pump Check NOTE: For wiring and theory of operation information, see DTC SPN 1076 FMI 10PUMP SOLENOID CIRCUIT MODERATELY SHORTED supporting information.







PN=370


04160,211


PN=371


04160,212

RG40854,0000052 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1079 FMI 3 Sensor Supply Voltage High


AnalogThrottle (A)

Sensor

A A

B BC C

Sensor Return D3

Analog Throttle (A) Input B3

Sensor 5V E2

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1204

4–1

9–23

JAN

02


• The ECU supplies voltage to a few different sensorsdepending on the application. The ECU monitors thedrop in voltage that the sensor causes andcompares that drop to preprogrammed values in theECU’s memory to determine the value of theparameter the sensor was measuring. In addition,the ECU monitors the exact voltage on the 5 voltsupply circuit in order to ensure accurate readings.


• The ECU detects a voltage that is higher than 5.5volts on the ECU 5 volt sensor supply circuit.




PN=372


RG40854,000010E –19–16JAN02–1/1

Level 12 ECU - DTC SPN 1079 FMI 3 Sensor Supply Voltage High - Continued

– – –1/1

Level 12 ECU - DTC SPN 1079 FMI 3 Sensor Supply Voltage High Diagnostic Procedure

04160,213

– – –1/1



Perform a preliminary inspection of the ECU connector, the analog throttle (A)connector, and any connectors in between. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1079 FMI 3SENSOR SUPPLY VOLTAGE HIGH supporting information.




4. Make notes of any DTCs, then clear all DTCs



SPN 1079 FMI 3reoccur:GO TO 3




PN=373


– – –1/1

3 Sensor Supply WireCheck for Short

NOTE: For wiring and theory of operation information, DTC SPN 1079 FMI 3 SENSORSUPPLY VOLTAGE HIGH supporting information.

1. Ignition OFF


3. Using a multimeter, measure resistance between terminal E2 the harness end ofthe ECU connector and all other terminals in the harness end of the ECU connector


Less than 20,000 ohms:Short to voltage in sensorsupply wire

04160,214


PN=374


04160,215


PN=375


04160,216

RG40854,0000054 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1079 FMI 4 Sensor Supply Voltage Low


AnalogThrottle (A)

Sensor

A A

B BC C

Sensor Return D3

Analog Throttle (A) Input B3

Sensor 5V E2

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1

ECU

HARNESS

CONNECTOR

RG

1204

4–1

9–23

JAN

02


• The ECU supplies voltage to a few different sensorsdepending on the application. The ECU monitors thedrop in voltage that the sensor causes andcompares that drop to preprogrammed values in theECU’s memory to determine the value of theparameter the sensor was measuring. In addition,the ECU monitors the exact voltage on the 5 voltsupply circuit in order to ensure accurate readings.


• The ECU detects a voltage that is lower than 4.44volts on the ECU 5 volt sensor supply circuit.




PN=376


RG40854,000010D –19–16JAN02–1/1

Level 12 ECU - DTC SPN 1079 FMI 4 Sensor Supply Voltage Low - Continued

– – –1/1

Level 12 ECU - DTC SPN 1079 FMI 4 Sensor Supply Voltage Low Diagnostic Procedure

04160,217

– – –1/1



Perform a preliminary inspection of the ECU connector, the analog throttle (A)connector, and any connectors in between. Look for dirty, damaged, or poorlypositioned terminals.



– – –1/1

2 Sensor Check NOTE: For wiring and theory of operation information, see DTC SPN 1079 FMI 4SENSOR SUPPLY VOLTAGE LOW supporting information.





5. Ignition OFF

6. Disconnect all of the sensors that receive their 5 V supply from terminal E2 in theECU connector.




SPN 1079 FMI 4 doesnot reoccur:GO TO 3



PN=377


– – –1/1

3 Intermittent Fault Test NOTE: For wiring and theory of operation information, see DTC SPN 1079 FMI 4SENSOR SUPPLY VOLTAGE LOW supporting information.

1. Ignition ON

2. While reconnecting each of the sensors one at a time, read DTCs using the DST orSERVICE ADVISOR.

SPN 1079 FMI 4reoccurs:Sensor that reset theDTC is faultyReplace and retest


04160,218

– – –1/1

4 Sensor Supply Shortto Ground Check


1. Ignition OFF


3. Using a multimeter, measure resistance individually between terminal E2 in theharness end of the ECU connector and:

• A good chassis ground• Terminal J2 in the harness end of the ECU connector• Terminal D3 in the harness end of the ECU connector


Less than 20,000 ohms:Sensor 5 volt supplycircuit shorted to aground


PN=378


04160,219


PN=379


04160,220

RG40854,0000056 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1109 FMI 31 Engine Protection Shutdown Warning

Engine Shutdown Warning:

• This code informs the operator that the ECU willshut the engine down because it has detected acondition such as low oil pressure, high enginecoolant temperature, high loss of coolanttemperature, low coolant level, high fueltemperature, or a faulty injection pump. If the ECU isprogrammed with engine protection with shutdown,the ECU has shut the engine down within 30seconds. Prior to shutdown, the engine will bederated.


• The ECU detects low oil pressure.• The ECU detects a high engine coolant temperature.• The ECU detects a high loss of coolant temperature.• The ECU detects a high fuel temperature.


• If the ECU has engine protection with shutdown, itwill derate (according to relating DTC) the engine for30 seconds and will shut the engine down.

If DTC 1109 FMI 31 sets:

• If DTC SPN 100 FMI 1 is active, see DTC SPN 100FMI 1 ENGINE OIL PRESSURE EXTREMELY LOWDIAGNOSTIC PROCEDURE earlier in this Group ofthe manual.

• If DTC SPN 110 FMI 0 is active, see DTC SPN 110FMI 0 ENGINE COOLANT TEMPERATURE HIGHMOST SEVERE DIAGNOSTIC PROCEDURE earlierin this Group of the manual.

• If DTC SPN 111 FMI 0 is active, see DTC SPN 111FMI 0 LOSS OF COOLANT TEMPERATUREEXTREMELY HIGH DIAGNOSTIC PROCEDUREearlier in this Group of the manual.

• If DTC SPN 174 FMI 16 is active, see DTC SPN174 FMI 16 FUEL TEMPERATURE MODERATELYHIGH DIAGNOSTIC PROCEDURE earlier in thisGroup of the manual.


PN=380


04160,221

RG40854,0000057 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1110 FMI 31 Engine Protection Shutdown

Engine Protection Shutdown:

• This code informs the operator that the ECU shutthe engine down because it has detected a conditionsuch low oil pressure, high engine coolanttemperature, high loss of coolant temperature, or lowcoolant level. If the ECU is programmed with engineprotection with shutdown, the ECU has shut theengine down.


• The ECU detects low oil pressure.• The ECU detects a high engine coolant temperature.• The ECU detects a high loss of coolant temperature.• The ECU detects a high fuel temperature.


• The ECU will have shut the engine down.

If DTC 1110 FMI 31 sets:

• If DTC SPN 100 FMI 1 is active, see DTC SPN 100FMI 1 ENGINE OIL PRESSURE EXTREMELY LOWDIAGNOSTIC PROCEDURE earlier in this Group ofthe manual.

• If DTC SPN 110 FMI 0 is active, see DTC SPN 110FMI 0 ENGINE COOLANT TEMPERATURE HIGHMOST SEVERE DIAGNOSTIC PROCEDURE earlierin this Group of the manual.




PN=381


04160,222

RG40854,0000058 –19–06DEC01–1/1

Level 12 ECU - DTC SPN 1569 FMI 31 Fuel Derate

Fuel Derate

• The fuel derate trouble code is set to indicate thatthe ECU has detected a condition such as low oilpressure, high manifold air temperature, high coolanttemperature, high loss of coolant temperature, orhigh fuel temperature. If the ECU detects one ofthese conditions, it will begin to derate the amount offuel delivered to the engine.


• The ECU detects low oil pressure.• The ECU detects high manifold air temperature.• The ECU detects a high engine coolant temperature.• The ECU detects a high loss of coolant temperature.• The ECU detects a high fuel temperature.


• The ECU will limit the amount of fuel available to theengine in an attempt to protect the engine.


• If DTC SPN 100 FMI 1 or DTC SPN 100 FMI 18 isactive, see one of the following procedures earlier inthis Group of the manual:– DTC SPN 100 FMI 1 ENGINE OIL PRESSURE

EXTREMELY LOW DIAGNOSTIC PROCEDURE

– DTC SPN 100 FMI 18 ENGINE OIL PRESSUREMODERATELY LOW DIAGNOSTICPROCEDURE

• If DTC SPN 105 FMI 16 is active, see DTC SPN105 FMI 16 MANIFOLD AIR TEMPERATUREMODERATELY HIGH DIAGNOSTIC PROCEDUREearlier in this Group of the manual.

• If DTC SPN 110 FMI 0, DTC SPN 110 FMI 15, orDTC SPN 110 FMI 16 is active, see one of thefollowing procedures earlier in this Group of themanual:– DTC SPN 110 FMI 0 ENGINE COOLANT

TEMPERATURE HIGH MOST SEVEREDIAGNOSTIC PROCEDURE

– DTC SPN 110 FMI 15 ENGINE COOLANTTEMPERATURE HIGH LEAST SEVEREDIAGNOSTIC PROCEDURE

– DTC SPN 110 FMI 16 ENGINE COOLANTTEMPERATURE HIGH MODERATELY SEVEREDIAGNOSTIC PROCEDURE




PN=382


04160,223

RG40854,000005A –19–06DEC01–1/1

Level 12 ECU - DTC SPN 2000 FMI 6 Internal ECU Failure

A1 A2 A3

B3

C3

D3

E3

B2

C2

D2

E2

B1

C1

D1

E1

F1 F2 F3

G3

H3

J3

K3

G2

H2

J2

K2

G1

H1

J1

K1



PumpSolenoid Pump

Solenoid Connector

A3

K2

CONNECTOR

ECU

HARNESS

B

A

B

A

RG

1198

5–1

9–20

DE

C01


• The Stanadyne DE10 injection pump has an internalsolenoid that is controlled by the Engine Control Unit(ECU). The ECU switches current on and off inorder to charge the solenoid. When the current tothe solenoid is increased, it moves a pump controlvalve into a position that allows for injection pressureto be developed. When the current to the solenoid isdecreased, the pump control valve will return to aposition that ends injection pressure. By controllingcurrent to the solenoid, the ECU has the ability tomanage the quantity and timing of fuel delivery tothe engine. For more operation information, seeFUEL INJECTION PUMP OPERATION in Section03, Group 130 of this manual.


• ECU has detected a short in the ECU that causesan extremely high current at the injection pump.


• Engine shuts down immediately


• Replace the ECU and retest.


PN=383


04160,224

RG40854,000005B –19–06DEC01–1/1

Level 12 ECU - DTC SPN 2000 FMI 13 Security Violation

Security Violation

• When the ignition is first turned on, all of thecontrollers on the machine communicate with eachother to make sure that all controllers are correct forthe particular machine.


• The ECU determines that it, OR another controlleron the machine is not the right controller for theparticular machine.


• The ECU will allow the engine to start, but will onlyallow low idle engine speed.


• If one of the controllers on the machine has justbeen replaced, make sure the correct controller wasinstalled.

• If all controllers on the machine are the correct partnumbers, check to see if any of the controllers haveactive or stored CAN related DTCs. If they do, go tothe appropriate diagnostic procedure.


PN=384

Section 05Tools and Other Materials

Contents

Page

Group 170—Electronic Fuel/Control System RepairTools and Other Materials

Fuel System Repair and AdjustmentEssential Tools . . . . . . . . . . . . . . . . . . . . . .05-170-1

Fuel System Repair and AdjustmentService Equipment and Tools . . . . . . . . . . .05-170-3

Fuel System Repair and Adjustment OtherMaterials . . . . . . . . . . . . . . . . . . . . . . . . . . .05-170-4

Control System Repair and AdjustmentEssential Tools . . . . . . . . . . . . . . . . . . . . . .05-170-5

Control System Repair and Adjustment OtherMaterials . . . . . . . . . . . . . . . . . . . . . . . . . . .05-170-9

05Group 180—Diagnostic Service ToolsElectronic Fuel System Diagnostic Tools. . . . .05-180-1


PN=1

Contents

05


PN=2

Group 170Electronic Fuel/Control System Repair Tools and Other Materials

OUO1080,000020F –19–27NOV01–1/10

Fuel System Repair and AdjustmentEssential Tools

NOTE: Order tools according to information given in theU.S. SERVICEGARD Catalog or from theEuropean Microfiche Tool Catalog (MTC).

SERVICEGARD is a trademark of Deere & Company

051701

OUO1080,000020F –19–27NOV01–2/10

RG12017 –UN–16NOV01

JDG1560

Injection Pump Drive Gear Puller . . . . . . . . . . JDG1560

Remove drive gear from tapered shaft of injection pump.

OUO1080,000020F –19–27NOV01–3/10

RG12020 –UN–19NOV01

JDG1559

DE10 Injection Pump Timing Pin . . . . . . . . . . JDG1559

Used for static lock pin timing during installation ofinjection pump.

OUO1080,000020F –19–27NOV01–4/10

RG

1203

1–U

N–2

0DE

C01

JDG1571

Timing Pin . . . . . . . . . . . . . . . . . . . . . . . . . JDG1571

Used to lock flywheel at No. 1 TDC for injection pumptiming. This timing pin MUST be used on engineapplications using the tapered-nose crankshaft due to thehigher torque specification for damper retaining capscrew.


PN=387


Electronic Fuel/Control System Repair Tools and Other Materials

OUO1080,000020F –19–27NOV01–5/10

RG11741 –UN–24MAY01

JDG1515-1

Injection Nozzle Puller . . . . . . . . . . . . . . . . JDG1515-1

Use with slide hammer to remove injection nozzles.

05170

2

OUO1080,000020F –19–27NOV01–6/10

RG5084 –UN–23AUG88

JDE39

Nozzle Bore Cleaning Tool . . . . . . . . . . . . . . . . JDE39

Clean injection nozzle bore in cylinder head.

OUO1080,000020F –19–27NOV01–7/10

RG11742 –UN–24MAY01

JDG1521

Spring Chamber Cap Wrench . . . . . . . . . . . . JDG1521

Used to remove the spring chamber cap on RSN nozzles.

OUO1080,000020F –19–27NOV01–8/10

RG12023 –UN–27NOV01

JDG1522

Pressure Adjusting Screw Tool . . . . . . . . . . . JDG1522

Used to adjust opening pressure on RSN nozzles.



PN=388


OUO1080,000020F –19–27NOV01–9/10

JDG15152 –UN–13JUN01

Pressure Adjusting Screw Lock NutWrench . . . . . . . . . . . . . . . . . . . . . . . . . . JDG1515-2

Used to loosen or tighten lock nut of pressure adjustingscrews.

051703

OUO1080,000020F –19–27NOV01–10/10

RG

6254

–UN

–22J

UL9

2

JD258 (JD-258)

Nozzle Carbon Stop Seal Installer . . . . . JD258 (JD-258)

Used to install carbon stop seal in injection nozzle groove.

OUO1080,0000210 –19–27NOV01–1/3

Fuel System Repair and Adjustment ServiceEquipment and Tools

NOTE: Order tools according to information given in theU.S. SERVICEGARD Catalog or from theEuropean Microfiche Tool Catalog (MTC). Sometools may be available from a local supplier.

SERVICEGARD is a trademark of Deere & Company Continued on next page


PN=389


OUO1080,0000210 –19–27NOV01–2/3

CD

3030

7–U

N–0

7MA

R95

JT25510

Injection Nozzle Tester (R. BOSCH) . . . . . . . . . JT25510

Check nozzle opening pressure.

05170

4

OUO1080,0000210 –19–27NOV01–3/3

CD30308 –UN–08MAR95

KJD10109

Fuel Pressure Line . . . . . . . . . . . . . . . . . . .KJD10109

To connect injection nozzle to BOSCH tester.

OUO1080,0000211 –19–27NOV01–1/1

Fuel System Repair and Adjustment OtherMaterials

Number Name Use

T43512 (U.S.) Thread Lock and Sealer (Medium Apply to fuel supply pump mountingTY9473 (Canadian) Strength) screws and fuel line fittings.242 (LOCTITE)

LOCTITE is a registered trademark of Loctite Corp.


PN=390


RG40854,0000003 –19–12MAR02–1/17

Control System Repair and AdjustmentEssential Tools

NOTE: Order tools according to information given in theU.S. SERVICEGARD Catalog or from theEuropean Microfiche Tool Catalog (MTC).

SERVICEGARD is a trademark of Deere & Company

051705

RG40854,0000003 –19–12MAR02–2/17

RW25539 –UN–28AUG96

Terminal Extraction Tool . . . . . . . . . . . . . . . . .JDG364

Used to extract WEATHER PACK terminals fromelectrical connectors.

WEATHER PACK is a trademark of Packard Electric

RG40854,0000003 –19–12MAR02–3/17

RW

2554

2A–U

N–0

7MA

R02

WEATHER PACK Crimping Tool . . . . . . . . . . JDG783

Used to crimp WEATHER PACK male and femaleterminals on 14-20 gauge wires. This tool crimps both thewire and the seal retainer at the same time.

WEATHER PACK is a trademark of Packard Electric

RG40854,0000003 –19–12MAR02–4/17

RW

2554

2A–U

N–0

7MA

R02

METRI-PACK Crimping Tool . . . . . . . . . . . . . JDG865

Used to crimp METRI-PACK male and female terminalson 14-20 gauge wires.

METRI-PACK is a trademark of Packard Electric Inc.


PN=391



RG40854,0000003 –19–12MAR02–5/17

RG

1167

9–U

N–0

5FE

B01

Packard Crimper . . . . . . . . . . . . . . . . . . . . . . JDG707

Used to crimp WEATHER PACK, METRIPACK,SUMITOMO, and YAZAKI male and female terminals on12-20 gauge wires. This tool crimps the wire and the sealretainer separately.

05170

6

RG40854,0000003 –19–12MAR02–6/17

RW

2555

8–U

N–2

9AU

G96

Technician’s Electrical Repair Kit . . . . . . . . . . . JDG155

This kit is assembled with the most commonly usedterminal extraction tools used to repair wiring harnesseson John Deere applications. This kit includes thefollowing: JDG107 - Holding Plate, JDG139 - Sure-Sealterminal insertion tool, JDG140 - CPC and Metrimateterminal extraction tool, JDG141 - CPC Blade Typeterminal extraction tool, JDG142 - Mate-N-Lock terminalextraction tool, JDG143 - Mate-N-Lock terminal extractiontool, JDG144 - Universal Crimping Pliers, JDG145 -Electrician’s Pliers, JDG146 - Carrying Case, and JDG785- Deutsch 6-8 gauge terminal extraction/insertion tool.

RG40854,0000003 –19–12MAR02–7/17

RG

1168

6–U

N–1

3FE

B01

Electrician’s Pliers . . . . . . . . . . . . . . . . . . . . . JDG145

Used to cut, strip, and splice wires.



PN=392


RG40854,0000003 –19–12MAR02–8/17

RW

2555

8–U

N–2

9AU

G96

Technician’s Electrical Repair Kit . . . . . . . . . . JT07195B

This kit is assembled with the most commonly usedterminal extraction tools used to repair wiring harnesseson John Deere applications. This kit includes thefollowing: JDG140 - CPC and Metrimate terminalextraction tool, JDG141 - CPC Blade Type terminalextraction tool, JDG361 - Deutsch 12-14 gauge terminalextraction/insertion tool, JDG362 - Deutsch 16-18 gaugeterminal extraction/insertion tool, JDG364 -WEATHERPACK terminal extraction tool, JDG776 -Metripack terminal extraction tool - Wide, JDG777 -METRI-PACK terminal extraction tool - Narrow, andJDG785 - Deutsch 6-8 gauge terminal extraction/insertiontool.

051707

RG40854,0000003 –19–12MAR02–9/17

RW25541 –UN–20AUG96

METRI-PACK Extractor (Wide) . . . . . . . . . . . JDG776

Used to remove terminals from 56-Series, 280-Series, and630-Series METRI-PACK connectors.

METRI-PACK is a trademark of Packard Electric Inc.

RG40854,0000003 –19–12MAR02–10/17

RW25541 –UN–20AUG96

METRI-PACK Extractor (Narrow) . . . . . . . . . . JDG777

Used to remove terminals from 150-SeriesMETRI-PACK, SUMITOMO, and YAZAKI connectors.

METRI-PACK is a trademark of Packard Electric Inc. Continued on next page


PN=393


RG40854,0000003 –19–12MAR02–11/17

RW

2554

0–U

N–0

6SE

P96

JDG359

DEUTSCH Electrical Repair Tool Kit . . . . . . . .JDG359

Repair DEUTSCH electrical connector bodies.

DEUTSCH is a trademark of Deutsch Company

05170

8

RG40854,0000003 –19–12MAR02–12/17

12—14 Gauge Extractor (Set of Two) . . . . . . . . JDG361

Extracts wire.

RG40854,0000003 –19–12MAR02–13/17

16—18 Gauge Extractor (Set of Two) . . . . . . . . JDG362

Extracts wire.

RG40854,0000003 –19–12MAR02–14/17

20—24 Gauge Extractor (Set of Two). . . . . . . . JDG363

Extracts wire.

RG40854,0000003 –19–12MAR02–15/17

Crimping Tool. . . . . . . . . . . . . . . . . . . . . . . . JDG360

Install DEUTSCH contacts

DEUTSCH is a trademark of Deutsch Co.

RG40854,0000003 –19–12MAR02–16/17

RG10740 –UN–31MAY00

FKM10457

Terminal Extraction Tool . . . . . . . . . . . . . . . FKM10457

Used to extract terminals from ECU connector.


PN=394



RG40854,0000003 –19–12MAR02–17/17

RG10739 –UN–26MAY00

JDG144

Crimping Pliers . . . . . . . . . . . . . . . . . . . . . . .JDG144

Used to crimp wire terminal ends for ECU connector.

051709

OUO1080,0000215 –19–27NOV01–1/1

Control System Repair and Adjustment OtherMaterials

Number Name Use

JDT405 (U.S.) High Temperature Grease Sensor O-rings.

TY9375 (U.S.) Pipe Sealant Apply to threads of oil pressureTY9480 (Canadian) sensor.592 (LOCTITE)

AT66865 (U.S.) Lubricant Insulate electrical connectors

LOCTITE is a registered trademark of Loctite Corp.


PN=395


05170

10


PN=396

Group 180Diagnostic Service Tools

RG40854,0000002 –19–09APR02–1/9

Electronic Fuel System Diagnostic Tools

NOTE: Order tools according to information given inthe U.S. SERVICEGARD Catalog or in the

European Microfiche Tool Catalog (MTC)unless otherwise noted.

SERVICEGARD is a trademark of Deere & Company.

051801

RG40854,0000002 –19–09APR02–2/9

RG

8518

–UN

–20M

AY

98

JDG998

Fuel System Cap Plug Kit . . . . . . . . . . . . . . . . JDG998

Used to protect the fuel system from dirt and debris whendisconnecting fuel system components during fuel transferpump pressure check.

RG40854,0000002 –19–09APR02–3/9

RG5162 –UN–23AUG88

JT05412

Universal Pressure Test Kit . . . . . . . . . . . . . . . JT05412

Used for testing engine oil pressure, intake manifoldpressure (turbo boost), and fuel supply pump pressure.



PN=397

Diagnostic Service Tools

RG40854,0000002 –19–09APR02–4/9

RG

8554

–UN

–26N

OV

97

JDIS122

ECU Communication Software Kit. . . . . . . . . . . JDIS122

Please refer to your John Deere Dealer website forinformation on obtaining the latest version of software.

05180

2

RG40854,0000002 –19–09APR02–5/9

NOTE: Available from John Deere Distribution ServiceCenter (DSC). United States and CanadianAgricultural dealers DO NOT ORDER withoutfirst contacting your Branch or TAM.

RG40854,0000002 –19–09APR02–6/9

RG

1174

7–U

N–0

9JU

L01

ECU Communication Hardware Kit . . . . . . . . . . JDIS121

Used with JDIS122 - ECU Communication Software Kit.Together, the kits enable a Windows (’95 or ’98) or NTcompatible computer to read information from the EngineControl Unit (ECU). The computer must be at least a486/66 with 8 MB of RAM and an IEEE 1284 compliantparallel port.

RG40854,0000002 –19–09APR02–7/9

NOTE: Available from John Deere Distribution ServiceCenter (DSC). United States and CanadianAgricultural dealers DO NOT ORDER withoutfirst contacting your Branch or TAM.



PN=398


RG40854,0000002 –19–09APR02–8/9

RG

1112

6–U

N–1

9JU

N00

Digital Multimeter . . . . . . . . . . . . . . . . . . . . JT07306

Test electrical components for voltage, resistance, currentflow, or temperature. It is especially good for measuringlow voltage or high resistance circuits.

051803

RG40854,0000002 –19–09APR02–9/9

RG

8803

–UN

–26N

OV

97

JT07328

Connector Adapter Test Kit . . . . . . . . . . . . . . . JT07328

Used with JT05791 Digital Multimeter to make voltage andresistance measurements in control system wiring harnessconnectors. Can also be used to test terminals for properfit.


PN=399


05180

4


PN=400

Section 06Specifications

Contents

Page Page

Group 200—Repair Specifications Skidders - Governor Mode Selection. . . . . . .06-210-31Unified Inch Bolt and Cap Screw Torque Skidders - ECU Terminal Identification . . . . .06-210-32

Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06-200-1 Telehandlers - Sensor Specifications . . . . . .06-210-34Metric Bolt and Cap Screw Torque Values . . .06-200-2 Telehandlers - Torque Curve Selection . . . . .06-210-35General OEM Engine Specifications . . . . . . . .06-200-3 Telehandlers - Governor Mode Selection . . .06-210-35Electronic Fuel System Repair and Telehandlers - ECU Terminal

Adjustment Specifications . . . . . . . . . . . . . .06-200-4 Identification . . . . . . . . . . . . . . . . . . . . . . .06-210-36Electronic Engine Control Repair and

Adjustment Specifications . . . . . . . . . . . . . .06-200-5

Group 210—Diagnostic SpecificationsGroup 150/160 Electronic Fuel System

Diagnostic Specifications . . . . . . . . . . . . . . .06-210-1Application Specifications . . . . . . . . . . . . . . . .06-210-3Backhoes - Sensor Specifications . . . . . . . . . .06-210-4Backhoes - Torque Curve Selection . . . . . . . .06-210-4Backhoes - Governor Mode Selection . . . . . . .06-210-5Backhoes - ECU Terminal Identification . . . . .06-210-5 06Crawlers - Sensor Specifications. . . . . . . . . . .06-210-6Crawlers - Torque Curve Selection . . . . . . . . .06-210-7Crawlers - Governor Mode Selection. . . . . . . .06-210-7Crawlers - ECU Terminal Identification . . . . . .06-210-8Excavators - Sensor Specifications . . . . . . . .06-210-10Excavators - Torque Curve Selection . . . . . .06-210-11Excavators - Governor Mode Selection . . . . .06-210-11Excavators - ECU Terminal Identification . . .06-210-12Forwarders - Sensor Specifications . . . . . . . .06-210-14Forwarders - Torque Curve Selection . . . . . .06-210-16Forwarders - Governor Mode Selection. . . . .06-210-16Forwarders - ECU Terminal Identification . . .06-210-17Harvesters - Sensor Specifications . . . . . . . .06-210-18Harvesters - Torque Curve Selection . . . . . .06-210-19Harvesters - Governor Mode Selection . . . . .06-210-19Harvesters - ECU Terminal Identification. . . .06-210-20OEM Engines - Sensor Specifications . . . . . .06-210-22OEM Engines - Torque Curve Selection . . . .06-210-24OEM Engines - Governor Mode Selection. . .06-210-24OEM Engines - ECU Terminal

Identification . . . . . . . . . . . . . . . . . . . . . . .06-210-25OEM Engines - Electronic Control System

Wiring Diagram . . . . . . . . . . . . . . . . . . . . .06-210-26OEM Engines - 4.5L & 6.8L Instrument

Panel/Engine Start Components Electrical WiringDiagram. . . . . . . . . . . . . . . . . . . . . . . . . . .06-210-28

Skidders - Sensor Specifications . . . . . . . . . .06-210-30Skidders - Torque Curve Selection . . . . . . . .06-210-31


PN=1

Contents

06


PN=2

Group 200Repair Specifications

062001

DX,TORQ1 –19–20JUL94–1/1

Unified Inch Bolt and Cap Screw Torque Values

TS

1656

–19–

02A

PR

97


PN=403

Repair Specifications

06200

2

DX,TORQ2 –19–20JUL94–1/1

Metric Bolt and Cap Screw Torque Values

TS

1657

–19–

02A

PR

97


PN=404


062003

DPSG,OUO1004,102 –19–19NOV01–1/1

General OEM Engine Specifications

ITEM

4045TF275 4045HF275 6068TF275 6068HF275

Number of Cylinders 4 4 6 6

Bore 106 mm (4.19 in.) 106 mm (4.19 in.) 106 mm (4.19 in.) 106 mm (4.19 in.)

Stroke 127 mm (5.0 in.) 127 mm (5.0 in.) 127 mm (5.0 in.) 127 mm (5.0 in.)

Displacement 4.5 L 4.5 L 6.8 L 6.8 L(276 cu in.) (276 cu in.) (414 cu in.) (414 cu in.)

Compression Ratio 17.0:1 17.0:1 17.0:1 17.0:1

Max. Crank Pressure 0.5 kPa 0.5 kPa 0.5 kPa 0.5 kPa(2 H2O) (2 H2O) (2 H2O) (2 H2O)

Governor Regulation (Industrial) 7—10 % 7—10 % 7—10 % 7—10 %

Governor Regulation (Generator) 5 % 5% 5% 5 %

Oil Pressure At Rated Speed, Full 345 kPa (50 psi) 345 kPa (50 psi) 345 kPa (50 psi) 345 kPa (50 psi)Load (± 15 psi)

Oil Pressure At Low Idle (Minimum) 105 kPa (15 psi) 105 kPa (15 psi) 105 kPa (15 psi) 105 kPa (15 psi)

Length 860 mm (33.9 in.) 860 mm (33.9 in.) 1119 mm (43.9 in.) 1123 mm (44.2 in.)

Width 612 mm (24.1 in.) 612 mm (24.1 in.) 623 mm (24.5 in.) 623 mm (24.5 in.)

Height 994 mm (39.1 in.) 994 mm (39.1 in.) 1012 mm (39.9 in.) 1015 mm (40.0 in.)

Weight 451 kg (993 lb) 451 kg (993 lb) 587 kg (1290 lb) 587 kg (1290 lb)


PN=405


06200

4

OUO1080,0000212 –19–27NOV01–1/2

Electronic Fuel System Repair andAdjustment Specifications

Item Measurement Specification

Final Fuel Filter Bracket-to-Cylinder Torque 73 N•m (54 lb-ft)Head

Final Fuel Filter Mounting Torque 73 N•m (54 lb-ft)Base-to-Bracket

Primary Fuel Filter Torque 73 N•m (54 lb-ft)Bracket-to-Cylinder Head andAlternator

Primary Fuel Filter/Water Bowl Torque 50 N•m (36 lb-ft)Mounting Base-to-Bracket

Fuel Supply Pump Pressure 28—41 kPa (0.28—0.41 bar)(4—6 psi)

Fuel Supply Pump Cap Screws Torque 30 N•m (22 lb-ft)

Injection Pump Mounting Stud Nuts Torque 25 N•m (19 lb-ft)

Injection Pump Gear Mounting Nut Torque 195 N•m (145 lb-ft)

Injection Pump Fuel Delivery Torque 27 N•m (20 lb-ft)(Pressure) Lines

Injection Pump Timing Pin Plug Torque 9.5 N•m (7.5 lb-ft)


Nozzle Return Leakage at 1 to 14 drops (maximum) within 3010 300 kPa (103 bar) (1500 psi) seconds


Rate Shaping Nozzle Opening Pressure for Setting 24 400—24 900 kPa(New or Reconditioned) (244—249 bar) (3540—3620 psi)Opening Pressure for Checking 24 100 kPa (241 bar) (3500 psi) Min(New or Reconditioned)Opening Pressure for Setting (Used) 23 000—23 600 kPa

(230—236 bar) (3340—3420 psi)Opening Pressure for Checking 21 800 kPa (218 bar) (3170 psi) Min(Used)


PN=406



06OUO1080,0000212 –19–27NOV01–2/2


Rate Shaping Nozzle Opening pressure difference 700 kPa (7 bar) (100 psi) Maxbetween cylinders


Pressure Adjusting Screw Lock Torque 10 N•m (7 lb-ft)Nut

Lift Adjusting Screw Lock Nut Torque 5 N•m (3.5 lb-ft)

Fuel Injection Nozzle Hold-Down Torque 40 N•m (30 lb-ft)Clamp Cap Screws

Fuel Leak-Off Line Hex Nut Torque 5 N•m (3.7 lb-ft)(44 lb-in.)

Fuel Injection Pump Return Line Torque 27 N•m (20 lb-ft)

Fuel Injection Nozzle Delivery Lines Torque 27 N•m (20 lb-ft)

2005

OUO1080,0000216 –19–27NOV01–1/1

Electronic Engine Control Repair andAdjustment Specifications


Coolant Temperature Sensor in Torque 15 N•m (11 lb-ft)Thermostat Housing

Coolant Temperature Sensor in Torque 35 N•m (26 lb-ft)Cylinder Head

Crankshaft Position Sensor Torque 14 N•m (10 lb-ft)

Oil Pressure Sensor Torque 15 N•m (11 lb-ft)

Manifold Air Temperature Sensor Torque 10 N•m (7 lb-ft)

Fuel Temperature Sensor Torque 13—18 N•m (10—13 lb-ft)

Fuel Heater Torque 9 N•m (7 lb-ft)


PN=407


06200

6


PN=408

Group 210Diagnostic Specifications

DPSG,OUO1004,2762 –19–17MAY00–1/1

Group 150/160 Electronic Fuel System Diagnostic Specifications


Fuel Supply Pump Static Pressure 25—30 kPa (0.25—0.30 bar)(3.5—4.5 psi)

Fuel Supply Pump Minimum Static Pressure at 850 rpm 15 kPa (0.15 bar) (2.0 psi)Engine Speed

Fuel Supply Pump Minimum Positive Pressure at 2400 21—34 kPa (0.21—0.34 bar) (3—5rpm Engine Speed psi)

Fuel Supply Pump Minimum Flow at 2400 rpm Engine 1.5 L/min (0.42 gpm)Speed

062101


PN=409

Diagnostic Specifications

06210

2


PN=410


062103

RG40854,0000128 –19–29JAN02–1/1

Application Specifications

Below is an overview of the specfications listed forapplications in the next few pages.

• Backhoes– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• Crawlers– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• Excavators– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• Forwarders– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• Harvesters– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• OEM Engines– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Electronic Control System Wiring Diagram– 4.5L & 6.8L OEM Application Instrument

Panel/Engine Start Components Electrical WiringDiagram

• Skidders– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.

• Telehandlers– Sensor Specifications– Torque Curve Selection– Governor Mode Selection– ECU Terminal Identification– Vehicle Wiring - See Vehicle manual.


PN=411


06210

4

RG40854,000013A –19–30JAN02–1/1

Backhoes - Sensor Specifications

The specifications shown below are voltage, pressure,and temperature parameters that the Engine Control Unit(ECU) uses to determine whether a Diagnostic TroubleCode (DTC) is set for a given sensor.

Sensor Specifications for Backhoes

Sensor Measured Sensor Parameter Out of Range Value Derate

Analog Throttle (A) High Input Voltage Above 4.7 Volts If no other throttle is available,engine will run at idle speed.

Low Input Voltage Below 0.3 Volts If no other throttle is available,engine will run at idle speed.

Manifold Air Temperature (MAT) High Input Voltage Above 4.9 Volts High MAT engine protection isdisabled.

Low Input Voltage Below 0.1 Volts High MAT engine protection isdisabled.

Engine Coolant Temperature High Input Voltage Exceeds 4.9 Volts High ECT engine protection is(ECT) disabled.

Low Input Voltage Below 0.1 Volts High ECT engine protection isdisabled.

Most Severe Temperature Exceeds 113°C (235°F) ECU derates engine 2% perminute until engine runs at 80%of full power.

Fuel Temperature High Input Voltage Exceeds 4.9 Volts High fuel temperature engineprotection is disabled.

Low Input Voltage Below 0.1 Volts High fuel temperature engineprotection is disabled.

Moderately High Temperature Exceeds 120°C (248°F) ECU derates engine 2% perminute until engine runs at 80%of full power.

RG40854,000013B –19–30JAN02–1/1

Backhoes - Torque Curve Selection

Torque Curve Selection for Backhoes

Torque Curve # on DST orSERVICE ADVISOR Conditions for Torque Curve

1 Normal operation



PN=412


RG40854,000013E –19–30JAN02–1/1

Backhoes - Governor Mode Selection

Desired Speed Governor Selection for Backhoes

Mode Selected on DST orSERVICE ADVISOR Conditions

0 Normal droop

Max. Speed Governor Selection for Backhoes

Mode Selected on DST orSERVICE ADVISOR Conditions:

9 Normal droop

062105


RG40854,000013F –19–30JAN02–1/1

Backhoes - ECU Terminal Identification

ECU Terminal Function ECU Terminal # Sensor Connector Terminal#

Switched Battery A2 N/Aa

Unswitched Battery K1 N/Aa

System Ground J2 N/Aa

CAN High G1 N/Aa

CAN Low F1 N/Aa

5V Sensor Supply E2 Changes with each sensor

Sensor Ground D3 Changes with each sensor

Analog Throttle (A) Input B3 B

Crank Position Input B2 A

Crank Position Return D2 B

Pump Solenoid Return A3 B

Pump Solenoid Supply K2 A

Fuel Temperature Input C3 A

Engine Coolant Temperature Input B1 A

Manifold Air Temperature Input D1 AaN/A = Not Applicable


PN=413


06210

6

RG40854,0000132 –19–30JAN02–1/1

Crawlers - Sensor Specifications


Sensor Specifications for Crawlers




Oil Pressure High Input Voltage Above 4.5 Volts Low oil pressure engineprotection is disabled.

Low Input Voltage Below 0.25 Volts Low oil pressure engineprotection is disabled.

Extremely Low Pressure Below an extremely low engine ECU derates engine 20% peroil pressure. This pressure minute until engine runs at 60%increases with engine speed. of full power.






Loss of Coolant Temperature High Input Voltage Exceeds 4.9 Volts High loss of coolant temperatureengine protection is disabled.

Low Input Voltage Below 0.05 Volts High loss of coolant temperatureengine protection is disabled.

Extremely High Temperature Exceeds 124°C (255°F) ECU derates engine 20% perminute until engine runs at 60%of full power.





PN=414


RG40854,0000135 –19–30JAN02–1/1

Crawlers - Torque Curve Selection

Torque Curve Selection for Crawlers


1 Normal operation


062107

RG40854,0000134 –19–30JAN02–1/1

Crawlers - Governor Mode Selection

Desired Speed Governor Selection for Crawlers


0 Normal droop

Max. Speed Governor Selection for Excavators


9 Normal droop



PN=415


06210

8

RG40854,0000137 –19–30JAN02–1/1

Crawlers - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 N/Aa



Analog Throttle (A) Input B3 B







Manifold Air Temperature Input D1 A

Oil Pressure Input F3 B

Loss of Coolant Temperature C1 AaN/A = Not Applicable


PN=416


062109


PN=417


06210

10

RG40854,000012E –19–30JAN02–1/1

Excavators - Sensor Specifications


Sensor Specifications for Excavators








Moderately Severe Temperature Exceeds 113°C (235°F) ECU derates engine 4% perminute until engine runs at 90%of full power.

Least Severe Temperature Exceeds 110°C (230°F) ECU derates engine 2% perminute until engine runs at 95%of full power.





PN=418


RG40854,000012F –19–30JAN02–1/1

Excavators - Torque Curve Selection

Torque Curve Selection for Excavators


1 Normal operation

2 Altitude Derate

0621011


RG40854,0000131 –19–30JAN02–1/1

Excavators - Governor Mode Selection

Desired Speed Governor Selection for Excavators


0 Normal droop

Max. Speed Governor Selection for Excavators


9 Normal droop



PN=419


06210

12

RG40854,0000130 –19–30JAN02–1/1

Excavators - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA


Throttle Reference F3 N/Aa

Throttle Input B3 N/Aa

Throttle Ground C1 N/Aa







Manifold Air Temperature Input D1 AaN/A = Not Applicable


PN=420


0621013


PN=421


RG40854,0000158 –19–21FEB02–1/2

Forwarders - Sensor Specifications



06210

14


PN=422


0621015

RG40854,0000158 –19–21FEB02–2/2

Sensor Specifications for Forwarders


Analog Throttle (A) (1010 High Input Voltage Above 4.7 Volts If no other throttle is available,Forwarders ONLY) engine will run at idle speed.


Analog Throttle (B) (1010 High Input Voltage Above 4.7 Volts If no other throttle is available,Forwarders ONLY) engine will run at idle speed.




Extremely Low Pressure Pressure goes below an engine ECU derates engine 20% perspeed dependent value. minute until engine runs at 60%

of full power.












PN=423


RG40854,0000159 –19–21FEB02–1/1

Forwarders - Torque Curve Selection

Torque Curve Selection for Forwarders


1 Normal Operation


06210

16

RG40854,000015A –19–21FEB02–1/1

Forwarders - Governor Mode Selection

Desired Speed Governor Selection for Forwarders


0 Normal droop

Max. Speed Governor Selection for Forwarders


9 Normal droop



PN=424


0621017

RG40854,000015B –19–21FEB02–1/1

Forwarders - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA



Analog Throttle (A) Input (1010 Forwarders ONLY) E1 B

Analog Throttle (B) Input (1010 Forwarders ONLY) F2 B








Oil Pressure Input F3 BaN/A = Not Applicable


PN=425


06210

18

RG40854,0000167 –19–21FEB02–1/1

Harvesters - Sensor Specifications


Sensor Specifications for Harvesters





of full power.












PN=426


RG40854,0000166 –19–21FEB02–1/1

Harvesters - Torque Curve Selection

Torque Curve Selection for Harvesters


1 Normal operation


0621019

RG40854,0000165 –19–21FEB02–1/1

Harvesters - Governor Mode Selection

Desired Speed Governor Selection for Harvesters


0 Normal droop

Max. Speed Governor Selection for Harvesters


9 Normal droop



PN=427


06210

20

RG40854,0000164 –19–21FEB02–1/1

Harvesters - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA












PN=428


0621021


PN=429


RG40854,0000129 –19–29JAN02–1/3

OEM Engines - Sensor Specifications



06210

22


PN=430


0621023

RG40854,0000129 –19–29JAN02–2/3

Sensor Specifications for OEM Engines




Analog Throttle (B) High Input Voltage Above 4.7 Volts If no other throttle is available,engine will run at idle speed.




Extremely Low Pressure Below an extremely low engine ECU derates engine 60% peroil pressure. This pressure minute until engine runs at 40%increases with engine speed. of full power.

Moderately Low Pressure Below a moderately low engine ECU derates engine 40% peroil pressure. This pressure minute until engine runs at 60%increases with engine speed. of full power.



Moderately High Temperature H engines: ECU derates engine 2% perExceeds 100°C (212°F) minute until engine runs at 80%T engines: of full power.Exceeds 120°C (248°F)








PN=431



RG40854,0000129 –19–29JAN02–3/3

Sensor Specifications for OEM Engines



06 RG40854,000012A –19–29JAN02–1/1

OEM Engines - Torque Curve Selection

Torque Curve Selection for OEM Engines


1 Normal Curve

21024


RG40854,000012B –19–29JAN02–1/1

OEM Engines - Governor Mode Selection

Desired Speed Governor Selection for OEM Engines


0 Normal Droop

10 Isochronous Droop

Max. Speed Governor Selection for OEM Engines


0 Normal Droop

9 Gen Sets ONLY: Above 93% throttle at1800 RPM

10 Isochronous Droop



PN=432


0621025

RG40854,000012C –19–29JAN02–1/1

OEM Engines - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA



Analog Throttle (A) Input E1 B

Analog Throttle (B) Input F2 B

Multi-state Throttle Input C1 B








Oil Pressure Input F3 B

Auxiliary Engine Shutdown Switch Input A1 May change by application

External Engine Derate Switch Input C2 May change by applicationaN/A = Not Applicable


PN=433


RG40854,0000121 –19–28JAN02–1/1

OEM Engines - Electronic Control System Wiring Diagram

SE3- Focus 12 (ECU)

B5

t

B3

914

461

448

447

Twisted ShieldedPair

X10

X11

SAE J1939/11 3-WayDeutsch Term

SAE J1939/11 3-Way

905

904

C

B

A

012 IGN +12V OR +24V

012

01

2

020

905

904

905 CAN L

904 CAN H

020 CAN Shield

012

01

2

020

D3B1 D2 B2

J2

A2

F1 G1

B

C

A

B

B

A

SE2


Hig

h/Lo

w Id

leC1

947

IncreasePressure

B1

A

B

C

F3

020

020

905

905

904

904

Ove

rrid

e S

hut D

N/B

link

Cod

esB3

918

911 Sensor Excitation (+5V)

012 IGN +12V OR +24V

905 CAN L

904 CAN H

020 CAN Shield


012 IGN +12V OR +24V

905 CAN L

904 CAN H

020 CAN Shield


SE2

463

MAT

D1

A

B

B4

FGHJ

Diagnostic Connector X7 050

020

905

904

904

905

020

N R

A

BCD AE

911

91

1 91

1

Sen

sor

Ret

urn

914 Sensor Return

CAN L CAN HK1

050

022

SE2

Uns

witc

hed

Bat

tery

022

Sys

tem

Gro

und

050

TempCoolant

467

SensorEngine Crank

ReturnSensor

Engine Control Unit (ECU)John Deere Level 12 (12V or 24V)

Options On 12V ECUs AndIncluded On All 24V ECUs

BatterySwitched

Located Near ECUDeutsch Connector

ECU Connector

Inje

ct L

o 49

3

A3

491

K2

Inje

ct H

i

A

B

Y1

A1A

SolenoidControlFuel

911

E2

911

Voltage (+5V)Excitation

428

t

TempFuel

A

B

B2

C3

A B C D E F G H J K L M N O

911

012

01

2 01

2 01

2

914

91

4 91

4 91

4

Res

ume

Coa

st

F2

Sec

onda

ry A

nalo

g T

hrot

tle91

3

J3

Cru

ise

On/

ISO

C. G

OV.

954

C2

Cru

ise

CA

NC

. RE

S./E

xter

nal D

erat

e98

1

Set

Acc

el

Cru

se B

rake

Air

Hea

ted

Wai

t Lam

p

G2

474

SE2

A

Ana

log

Thr

ottle

E1

915

SE2

L

SE2 SE2 SE2

Bum

p E

nabl

e

H1H3 H2

955

936

B

ump

DN

Bum

p U

p

923

T W X

936 Resume Coast/Bump DN

955 Set Accel/Bump Up

923 Cruse Brake/Bump Enable

050050050 050 050

050

PairTwisted

911

911

Clean SideSensorPressureOil

914

85 87 87A

86 30

K1

050

062

050

RelaySupplyPumpFuel

F0210A

A

B

SE2

Uns

witc

hed

Bat

tery

002

X9Fuel Heater

A

050

B

072

SE4- Fuel Heater Option

X6

Auxillary Connector

012

01

2

Faul

t Lam

p

G3

473

H X3P Q R S T U V W X

A1

Ext

erna

l Shu

tdow

n94

1

Tach

omet

er

E3

439

K

K3

Air

Hea

ter

429

J1

Spa

re -

Sou

rcin

g D

river

241

7

UT

417

UT

429

=

RG11986 –19–19DEC01


PN=434


0621027


PN=435


RG40854,0000122 –19–28JAN02–1/1

OEM Engines - 4.5L & 6.8L Instrument Panel/Engine Start Components Electrical WiringDiagram

B

A

Air

Hea

ter W

ait L

amp

012

B

F110A

SinglePointGround

+12V

050

050

050

002 BAT

422 Starter Relay Solenoid

412 ACC

012 IGN +12V OR +24V

002

905 CAN L

904 CAN H

020 CAN Shield

022

022

A

X4

BA

C B A

TwistedShielded Pair

050 SPG

ABC

SAE J1939/11 3-WayDeutsch Term

SAE J1939/11 3-WayDeutsch Conn

050 SPG

24V Regulator

A B C

A B C

12V Back Light Option

High

Low(CW)

A B

Back LightDimmer

FBG

020

904

C

Bac

k Li

ghtin

g

41

1

411

SP

G

050

DA B C

24V

GN

D

12V

24V Back Light Option

032

050

442

904

905

020

442

442

442

+12V

OR

+24

V

E

925

D

ata

-

H

929

D

ata

+

AC

Bac

k Li

ghtin

g

41

1

SP

G

050

B

442

+12V

OR

+24

V

A

925

D

ata

-

D

929

D

ata

+

FC

Bac

k Li

ghtin

g

41

1

SP

G

050

B

442

+12V

OR

+24

V

A

925

D

ata

-

D

929

D

ata

+

FC

Bac

k Li

ghtin

g

41

1

SP

G

050

B

442

+1

2V O

R +

24V

A

925

D

ata

-

D

929

D

ata

+

FC

Bac

k Li

ghtin

g

41

1

SP

G

050

B

442

+12V

OR

+24

V

A

925

D

ata

-

D

929

D

ata

+

FC B A D F

929

D

ata

+

925

D

ata

-

442

+12V

OR

+24

V

SP

G

050

Bac

k Li

ghtin

g

41

1

SE2-Control Panel

411

050

442

925

929

411

050

442

925

929

411

050

442

925

929

411

050

442

925

929

411

050

442

925

929

Back Light No Dimmer

Back Light Options

BA

Dimmer Option

020

905

020

905

904

A

B

5A

Ignition Switch

AccessoryOffRunStart

Run

BAT

ST

IGN

GND

422

S2Speed SelectMomentary

Bump UpOffBump DownOffAB

C

SE3

Bum

p D

own

SE3

Bum

p U

p

S3Bump EnableMomentary

Bump EnableOffBump EnableOFF

A

B

SE3

S4Idle Switch

All A

C

Hig

h Id

le

Low IdleHigh Idle

Low

Idle

390 Ohm

SE394

7

012

012

012

012

012

936

955

1300 Ohm

947

947

Bum

p E

nabl

e92

3

B

B A

S5Override Shutdown Momentary

Off

A

B

Override Shutdown

Off

SE3

918

918

918


911

911

B

E

V U F

ACC

SE3

UT

X3

X03 PC

D

G

J

412

412

S1

X3

X3

P

X3

P1 P2 P3 P4 P5 P6

BA

BA

X5Remote On/OffPlug

N1(12V OR 24V)

G1 M1

KST

ALT12V

StartMotor12V

StarterRelay12V OR 24V

002

SIG

N

050

SP

G

SE1-Engine Start Components

TVP

002

002

050

050

412

409

A

Wiri

ng S

uppl

ied

With

JD A

ltern

ator

X1

Out Coil

2 Coil

S

OU

TP

UT

BATA

B

A X02

422

42

2

UT

022

022

032

032022

002

002

SE4

002

Idle

Full

(CW)

AnalogThrottle

ThrottlePOT

B

C

A

914 Sensor Return

002 BAT

012 IGN +12V OR +24V

905 CAN L

904 CAN H

020 CAN Shield


914 Sensor Return

002 BAT

012 IGN +12V OR +24V

905 CAN L

904 CAN H

020 CAN Shield


914 Sensor Return

002 BAT

012 IGN +12V OR +24V

905 CAN L

904 CAN H

020 CAN Shield


914 Sensor Return

SE3

911

911

911

915

915

915

914

M C

SE3

474

474

474

012

050 SPG

S





RG11987 –19–19DEC01


PN=436


0621029


PN=437


06210

30

RG40854,000016C –19–21FEB02–1/1

Skidders - Sensor Specifications


Sensor Specifications for Skidders







of full power.












PN=438


RG40854,000016D –19–21FEB02–1/1

Skidders - Torque Curve Selection

Torque Curve Selection for Skidders


1 Normal operation


0621031

RG40854,000016F –19–21FEB02–1/1

Skidders - Governor Mode Selection

Desired Speed Governor Selection for Skidders


0 Normal droop

Max. Speed Governor Selection for Skidders


9 Normal droop



PN=439


06210

32

RG40854,0000170 –19–21FEB02–1/1

Skidders - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA




Multi-state Throttle Input C1 B










PN=440


0621033


PN=441


06210

34

RG40854,0000140 –19–30JAN02–1/1

Telehandlers - Sensor Specifications


Sensor Specifications for Telehandlers




Oil Pressure Switch Low Input Voltage Input circuit is grounded at key No derate.ON with no engine speed.

Extremely Low Pressure Input circuit is grounded when No derateengine is running at a minimumengine speed.












PN=442


RG40854,0000141 –19–30JAN02–1/1

Telehandlers - Torque Curve Selection

Torque Curve Selection for Telehandlers


1 Normal Operation


0621035

RG40854,0000142 –19–30JAN02–1/1

Telehandlers - Governor Mode Selection

Desired Speed Governor Selection for Telehandlers


0 Normal Droop

Max. Speed Governor Selection for Telehandlers


9 Normal droop



PN=443


06210

36

RG40854,0000143 –19–30JAN02–1/1

Telehandlers - ECU Terminal Identification





CAN High G1 N/Aa

CAN Low F1 NA











Oil Pressure Input C1 Refer to vehicle manual for this.aN/A = Not Applicable


PN=444

IndexPage Page

A Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-3Cruise control operation . . . . . . . . . . . . . . .03-140-12Cylinder misfire test . . . . . . . . . . . . . . . . . .04-150-56Air heater, intake

Diagnostic check. . . . . . . . . . . . . . . . . . .04-150-42Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-12

Air in fuel test . . . . . . . . . . . . . . . . . . . . . . .04-150-49DAir temperature sensor

Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-6Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-4 Data parameter description . . . . . . . . . . . .04-160-16

Derate programsApplication specificationsBackhoes . . . . . . . . . . . . . . . . . . . . . . . . .06-210-3 Application specifications . . . . . . . . . . . . .06-210-3

Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-13Crawlers . . . . . . . . . . . . . . . . . . . . . . . . . .06-210-3Forwarders . . . . . . . . . . . . . . . . . . . . . . . .06-210-3 Diagnostic Gauge

Clearing stored codes . . . . . . . . . . . . . . .04-160-13Harvesters . . . . . . . . . . . . . . . . . . . . . . . .06-210-3OEM engines . . . . . . . . . . . . . . . . . . . . . .06-210-3 Diagnostics

ACP-Err/Bus EP . . . . . . . . . . . . . . . . .04-150-36Skidders . . . . . . . . . . . . . . . . . . . . . . . . . .06-210-3Telehandlers . . . . . . . . . . . . . . . . . . . . . . .06-210-3 ACP-Err/Bus Error . . . . . . . . . . . . . . . .04-150-36

ACP-Err/No Addr . . . . . . . . . . . . . . . . .04-150-36Does not communicate with ECU . . . .04-150-36EE-error. . . . . . . . . . . . . . . . . . . . . . . .04-150-36B

Engine configuration parameters. . . . . . .04-160-10Viewing active codes . . . . . . . . . . . . . . .04-160-12

Bio-Diesel fuel . . . . . . . . . . . . . . . . . . . . . . .01-002-2Viewing stored codes . . . . . . . . . . . . . . .04-160-12

Bleed fuel system. . . . . . . . . . .02-090-26, 04-150-53Diagnostic Scan Tool (DST)

Data parameter description . . . . . . . . . . .04-160-16Diagnostics

ECU does not communicate withCDST . . . . . . . . . . . . . . . . . . . . . . . . .04-150-32

TestsCANdefinition of . . . . . . . . . . . . . . . . . . . . . . . .03-140-2 Excavator torque curve change . . . . . .04-160-19Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-11 Diagnostic Trouble Codes (DTCs)

IndxCheck Active engine codes . . . . . . . . . . . . . . . .04-160-121Fuel supply pressure. . . . . . . . . . . . . . . .04-150-50 Active vs. inactive . . . . . . . . . . . . . . . . . .03-140-15

Fuel supply quality . . . . . . . . . . . . . . . . .04-150-47 Blinking Codes . . . . . . . . . . . . . . . . . . . .04-160-15Clearing engine codes . . . . . . . . . . . . . .04-160-13Circuit malfunctions

Locations . . . . . . . . . . . . . . . . . . . . . . . . .04-160-4 Clearing stored codes . . . . . . . . . . . . . . .03-140-15Diagnosing intermittent faults . . . . . . . . .04-160-28Troubleshooting . . . . . . . . . . . . . . . . . . . .04-160-5

Connectors, electrical Diagnostic procedure . . . . . . . . . . . . . . .04-160-27Listing of . . . . . . . . . . . . . . . . . . . . . . . . .04-160-22AMP . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-20

DEUTSCH, repair . . . . . . . . . . . . . . . . . .02-110-17 SPN/FMI codes . . . . . . . . . . . . . . . . . .04-160-222-digit codes . . . . . . . . . . . . . . . . . . . .04-160-24General information. . . . . . . . . . . . . . . . . .02-110-6

METRI-PACK, pull type. . . . . . . . . . . . . .02-110-12 OtherF4A0 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24METRI-PACK, push type . . . . . . . . . . . .02-110-14

Remove blade terminals from connector F4A5 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24F4A7 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24body . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-11

Controller Area Network (CAN), F4EA . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24F4ED. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24operation. . . . . . . . . . . . . . . . . . . . . . . . .03-140-11

Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-1 F4E0 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24F4E3 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Coolant temperature sensor

Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-5 F400 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24F401 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Remove and install . . . . . . . . . . . . . . . . . .02-110-2

Crank sensor F402 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24F403 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-9

CTM331 (09APR02) Index-1 4.5 L & 6.8 L Level 12 Electronic Fuel System040902

PN=1

Index

Page Page

F404 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0091 FMI 09 . . . . . . . . . . . . . . . .04-160-86SPN 0091 FMI 10 . . . . . . . . . . . . . . . .04-160-86F405 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F411 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0091 FMI 13 . . . . . . . . . . . . . . . .04-160-86SPN 0091 FMI 14 . . . . . . . . . . . . . . . .04-160-86F413 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F414 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0100 FMI 01 . . . . . . . . . . . . . . . .04-160-88SPN 0100 FMI 03 . . . . . . . . . . . . . . . .04-160-92F415 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F416 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0100 FMI 04 . . . . . . . . . . . . . . . .04-160-96SPN 0100 FMI 18 . . . . . . . . . . . . . . .04-160-102F417 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F418 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0105 FMI 03 . . . . . . . . . . . . . . .04-160-104SPN 0105 FMI 04 . . . . . . . . . . . . . . .04-160-108F419 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F420 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0105 FMI 16 . . . . . . . . . . . . . . .04-160-112SPN 0110 FMI 00 . . . . . . . . . . . . . . .04-160-114F421 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F422 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0110 FMI 03 . . . . . . . . . . . . . . .04-160-116SPN 0110 FMI 04 . . . . . . . . . . . . . . .04-160-120F423 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F424 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0110 FMI 15 . . . . . . . . . . . . . . .04-160-124SPN 0110 FMI 16 . . . . . . . . . . . . . . .04-160-126F425 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F426 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0111 FMI 00 . . . . . . . . . . . . . . .04-160-128SPN 0111 FMI 03 . . . . . . . . . . . . . . .04-160-130F428 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F429 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0111 FMI 04 . . . . . . . . . . . . . . .04-160-134SPN 0158 FMI 17 . . . . . . . . . . . . . . .04-160-138F430 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F432 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0174 FMI 03 . . . . . . . . . . . . . . .04-160-142SPN 0174 FMI 04 . . . . . . . . . . . . . . .04-160-146F436 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F439 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0174 FMI 16 . . . . . . . . . . . . . . .04-160-150SPN 0190 FMI 00 . . . . . . . . . . . . . . .04-160-154F440 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F445 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0190 FMI 16 . . . . . . . . . . . . . . .04-160-155SPN 0620 FMI 03 . . . . . . . . . . . . . . .04-160-156F446 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F459 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0620 FMI 04 . . . . . . . . . . . . . . .04-160-160SPN 0627 FMI 04 . . . . . . . . . . . . . . .04-160-164F460 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F461 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0629 FMI 13 . . . . . . . . . . . . . . .04-160-168SPN 0637 FMI 02 . . . . . . . . . . . . . . .04-160-170F463 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F464 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0637 FMI 10 . . . . . . . . . . . . . . .04-160-174SPN 0639 FMI 13 . . . . . . . . . . . . . . .04-160-178F465 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F470 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0898 FMI 09 . . . . . . . . . . . . . . .04-160-181

Indx2

F474 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 0970 FMI 31 . . . . . . . . . . . . . . .04-160-182SPN 0971 FMI 31 . . . . . . . . . . . . . . .04-160-183F475 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F476 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 1076 FMI 00 . . . . . . . . . . . . . . .04-160-184SPN 1076 FMI 01 . . . . . . . . . . . . . . .04-160-188F477 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F48B . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 1076 FMI 03 . . . . . . . . . . . . . . .04-160-192SPN 1076 FMI 05 . . . . . . . . . . . . . . .04-160-196F49A . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F490 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 1076 FMI 06 . . . . . . . . . . . . . . .04-160-200SPN 1076 FMI 07 . . . . . . . . . . . . . . .04-160-204F491 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F492 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 1079 FMI 03 . . . . . . . . . . . . . . .04-160-212SPN 1079 FMI 04 . . . . . . . . . . . . . . .04-160-216F493 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

F494 . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 SPN 1109 FMI 31 . . . . . . . . . . . . . . .04-160-220SPN 1110 FMI 31 . . . . . . . . . . . . . . .04-160-221SPN/FMI

SPN 0028 FMI 03 . . . . . . . . . . . . . . . .04-160-86 SPN 1569 FMI 31 . . . . . . . . . . . . . . .04-160-222SPN 2000 FMI 06 . . . . . . . . . . . . . . .04-160-223SPN 0028 FMI 04 . . . . . . . . . . . . . . . .04-160-86

SPN 0029 FMI 03 . . . . . . . . . . . . . . . .04-160-86 SPN 2000 FMI 13 . . . . . . . . . . . . . . .04-160-224Stored engine codes . . . . . . . . . . . . . . . .04-160-12SPN 0029 FMI 04 . . . . . . . . . . . . . . . .04-160-86

SPN 0029 FMI 14 . . . . . . . . . . . . . . . .04-160-86 Warning light. . . . . . . . . . . . . . . . . . . . . .03-140-152-Digit codesSPN 0091 FMI 03 . . . . . . . . . . . . . . . .04-160-86

SPN 0091 FMI 04 . . . . . . . . . . . . . . . .04-160-86 DTC 11 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24DTC 12 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24SPN 0091 FMI 07 . . . . . . . . . . . . . . . .04-160-86


PN=2

Index

Page Page

ECU does not communicate with ServiceDTC 13 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24ADVISOR. . . . . . . . . . . . . . . . . . . . .04-150-32DTC 14 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

Engine cranks/won’t start. . . . . . . . . . . .04-150-2DTC 15 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine does not develop full power . . .04-150-11DTC 16 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine emits excessive black or gray exhaustDTC 18 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

smoke . . . . . . . . . . . . . . . . . . . . . . .04-150-19DTC 19 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine emits excessive white exhaustDTC 21 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

smoke . . . . . . . . . . . . . . . . . . . . . . .04-150-16DTC 22 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine idles poorly . . . . . . . . . . . . . . .04-150-22DTC 23 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine misfires/runs irregularly . . . . . . .04-150-7DTC 24 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Engine will not crank . . . . . . . . . . . . . .04-150-22DTC 25 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

OEM wiring diagram . . . . . . . . . . . . . . . .06-210-26DTC 26 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-1DTC 32 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Digital multimeter, how to use . . . . . . . . . . .04-160-2DTC 37 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24DSTDTC 38 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

Connecting to . . . . . . . . . . . . . . . . . . . . .04-160-14DTC 39 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Definition of. . . . . . . . . . . . . . . . . . . . . . . .03-140-2DTC 42 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

DTCDTC 54 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Definition of. . . . . . . . . . . . . . . . . . . . . . . .03-140-2DTC 55 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

DTC 62 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24DTC 63 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24DTC 64 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 EDTC 65 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24DTC 68 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

ECUDTC 69 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Definition of. . . . . . . . . . . . . . . . . . . . . . . .03-140-2DTC 71 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-10DTC 72 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24Repair and adjustment . . . . . . . . . . . . . . .02-110-1DTC 73 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

Electrical circuitDTC 74 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . .04-160-2DTC 75 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24

Malfunctions . . . . . . . . . . . . . . . . . . . . . . .04-160-2DTC 76 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 IndxTroubleshooting . . . . . . . . . . . . . . . . . . . .04-160-5 3DTC 77 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 Electrical Concepts. . . . . . . . . . . . . . . . . . . .04-160-1DTC 79 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 Electrical connectorsDTC 81 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 AMP . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-20DTC 82 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 DEUTSCH . . . . . . . . . . . . . . . . . . . . . . .02-110-17DTC 83 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 General information. . . . . . . . . . . . . . . . . .02-110-6DTC 84 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 METRI-PACK . . . . . . . . . . . .02-110-12, 02-110-14DTC 88 . . . . . . . . . . . . . . . . . . . . . . . .04-160-24 WEATHERPACK . . . . . . . . . . . . . . . . . . .02-110-8

Diagnostics Electrical insulating compound . . . . . . . . . . .02-110-6Air heater check . . . . . . . . . . . . . . . . . . .04-150-42 Electronic control systemFuel system Air heater operation . . . . . . . . . . . . . . . .03-140-12

Excessive fuel consumption. . . . . . . . .04-150-29 Analog throttle operation . . . . . . . . . . . . . .03-140-8Fuel in oil . . . . . . . . . . . . . . . . . . . . . .04-150-29 CAN throttle operation. . . . . . . . . . . . . . . .03-140-8Supply system check. . . . . . . . . . . . . .04-150-26 Cruise control operation . . . . . . . . . . . . .03-140-12

Observable Derating . . . . . . . . . . . . . . . . . . . . . . . . .03-140-13Abnormal engine noise . . . . . . . . . . . .04-150-23 Engine protection . . . . . . . . . . . . . . . . . .03-140-13Analog Throttle (B) does not Excavator throttle operation . . . . . . . . . . .03-140-8

respond . . . . . . . . . . . . . . . . . . . . . .04-150-25 Governor modes . . . . . . . . . . . . . . . . . . .03-140-14ECU does not communicate with Diagnostic Measuring engine speed. . . . . . . . . . . . . .03-140-9

Gauge . . . . . . . . . . . . . . . . . . . . . . .04-150-36 Measuring pressure . . . . . . . . . . . . . . . . .03-140-7ECU does not communicate with Measuring temperature . . . . . . . . . . . . . . .03-140-5

Monitoring engine parameters. . . . . . . . . .03-140-3DST . . . . . . . . . . . . . . . . . . . . . . . . .04-150-32


PN=3

Index

Page Page

Multi-state throttle operation . . . . . . . . . . .03-140-8 Seal installation. . . . . . . . . . . . . . . . . . . .02-090-24Spray pattern test . . . . . . . . . . . . . . . . . .02-090-20Operation, theory of . . . . . . . . . . . . . . . . .03-140-3

Overview. . . . . . . . . . . . . . . . . . . . . . . . . .03-140-4 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-19Valve seat checking . . . . . . . . . . . . . . . .02-090-20Pump solenoid . . . . . . . . . . . . . . . . . . . . .03-140-9

Engine Valve stem and guide wear checking . . .02-090-20Fuel injection pumpApplication charts . . . . . . . . . . . . . . . . . . .01-001-4

Model designation. . . . . . . . . . . . . . . . . . .01-001-1 Inspect . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-13Install . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-13Serial number plate. . . . . . . . . . . . . . . . . .01-001-2

Engine configuration parameters . . . . . . . .04-160-10 Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-6Remove . . . . . . . . . . . . . . . . . . . . . . . . .02-090-11Engine Control Unit (ECU)

Operation, theory of . . . . . . . . . . . . . . . .03-140-10 Static timing . . . . . . . . . . . . . . . . . . . . . .02-090-10Fuel supply pumpRepair and adjustment . . . . . . . . . . . . . . .02-110-1

Self-diagnosis . . . . . . . . . . . . . . . . . . . . .03-140-15 Bench test. . . . . . . . . . . . . . . . . . . . . . . .04-150-51Install . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-10Engine cranks/won’t start . . . . . . . . . . . . . . .04-150-2

Engine does not develop full power . . . . . .04-150-11 Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-4Remove . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-9Engine emits excessive black or gray exhaust

smoke . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-19 Fuel systemAir in fuel test . . . . . . . . . . . . . . . . . . . . .04-150-49Engine emits excessive white exhaust

smoke . . . . . . . . . . . . . . . . . . . . . . . . . . .04-150-16 Bleed . . . . . . . . . . . . . . . . . .02-090-26, 04-150-53Cylinder misfire test . . . . . . . . . . . . . . . .04-150-56Engine idles poorly . . . . . . . . . . . . . . . . . . .04-150-22

Engine misfires/runs irregularly. . . . . . . . . . .04-150-7 DiagnosticsExcessive fuel consumption. . . . . . . . .04-150-29Engine noise, abnormal . . . . . . . . . . . . . . .04-150-23

Engine Protection . . . . . . . . . . . . . . . . . . . .03-140-13 Fuel in oil . . . . . . . . . . . . . . . . . . . . . .04-150-29Supply system check. . . . . . . . . . . . . .04-150-26Engine will not crank . . . . . . . . . . . . . . . . .04-150-22

Fuel drain back test . . . . . . . . . . . . . . . .04-150-48Fuel supply pressure check . . . . . . . . . .04-150-50Fuel supply quality check . . . . . . . . . . . .04-150-47

F General information. . . . . . . . . . . . . . . . . .02-090-1Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-2Relieve pressure . . . . . . . . . . . . . . . . . . . .02-090-1FMI, definition of. . . . . . . . . . . . . . . . . . . . . .03-140-2

Fuel Supply pressure specifications . . . . . . . . .06-210-1Fuel temperature sensorBio-Diesel . . . . . . . . . . . . . . . . . . . . . . . . .01-002-2

Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-1 Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-7

Indx4

Lubricity . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-3 Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-4Fuel drain back test . . . . . . . . . . . . . . . . . .04-150-48Fuel filter

Exploded view (final). . . . . . . . . . . . . . . . .02-090-6 GExploded view (primary) . . . . . . . . . . . . . .02-090-5Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-5

Glossary of termsRemove and install . . . . . . . . . . . . . . . . . .02-090-2

Electronic control system . . . . . . . . . . . . .03-140-2Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-7

Governor modeFuel heater

Application specifications . . . . . . . . . . . . .06-210-3Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-5

Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-14Fuel injection nozzles

Adjustment . . . . . . . . . . . . . . . . . . . . . . .02-090-23Bore, clean . . . . . . . . . . . . . . . . . . . . . . .02-090-18Clean . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-18 HDiagnose malfunctions . . . . . . . . . . . . . .04-150-30Disassemble . . . . . . . . . . . . . . . . . . . . . .02-090-22 Heater, air intake

Diagnostic check. . . . . . . . . . . . . . . . . . .04-150-42Install . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-25Opening pressure test. . . . . . . . . . . . . . .02-090-21 Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-12

High pressure washer, using with electricalOperation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-8Remove . . . . . . . . . . . . . . . . . . . . . . . . .02-090-16 components . . . . . . . . . . . . . . . . . . . . . . .02-110-7


PN=4

Index

Page Page

I S

Sensor, operationInch torque values . . . . . . . . . . . . . . . . . . . .06-200-1Coolant temperature . . . . . . . . . . . . . . . . .03-140-5Injection nozzlesCrank position. . . . . . . . . . . . . . . . . . . . . .03-140-9Bore, clean . . . . . . . . . . . . . . . . . . . . . . .02-090-18Fuel temperature. . . . . . . . . . . . . . . . . . . .03-140-7Clean . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-18Loss of coolant temperature . . . . . . . . . . .03-140-6Diagnose malfunctions . . . . . . . . . . . . . .04-150-30Manifold air temperature . . . . . . . . . . . . . .03-140-6Disassemble . . . . . . . . . . . . . . . . . . . . . .02-090-22Oil pressure . . . . . . . . . . . . . . . . . . . . . . .03-140-8Install . . . . . . . . . . . . . . . . . . . . . . . . . . .02-090-25

Sensor, replaceRemove . . . . . . . . . . . . . . . . . . . . . . . . .02-090-16Coolant temperature . . . . . . . . . . . . . . . . .02-110-2Injection pumpCrank position. . . . . . . . . . . . . . . . . . . . . .02-110-3Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-130-6Fuel temperature. . . . . . . . . . . . . . . . . . . .02-110-4Solenoid operation . . . . . . . . . . . . . . . . . .03-140-9Loss of coolant temperature . . . . . . . . . . .02-110-2Instrument panel (OEM)Manifold air temperature . . . . . . . . . . . . . .02-110-4Blinking codes. . . . . . . . . . . . . . . . . . . . .04-160-15Oil pressure . . . . . . . . . . . . . . . . . . . . . . .02-110-3Clearing stored codes . . . . . . . . . . . . . . .04-160-13

Serial number plate . . . . . . . . . . . . . . . . . . .01-001-2Diagnostic gauge diagnostics . . . . . . . . .04-150-36Service ADVISORViewing active codes . . . . . . . . . . . . . . .04-160-12

Conecting to . . . . . . . . . . . . . . . . . . . . . .04-160-14Viewing stored codes . . . . . . . . . . . . . . .04-160-12Data parameter description . . . . . . . . . . .04-160-16Wiring diagram . . . . . . . . . . . . . . . . . . . .06-210-28DiagnosticsIntake air heater

ECU does not communicate with SeviceDiagnostic check. . . . . . . . . . . . . . . . . . .04-150-42ADVISOR. . . . . . . . . . . . . . . . . . . . .04-150-32Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-12

TestsIntermittent fault, diagnosing. . . . . . . . . . . .04-160-28Excavator torque curve change . . . . . .04-160-19

SpecificationsBackhoes

L ECU terminal identification. . . . . . . . . . .06-210-5Governor mode selection. . . . . . . . . . . .06-210-5

Loss of coolant temperature sensor Sensors . . . . . . . . . . . . . . . . . . . . . . . . .06-210-4Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-6 Torque curve selection . . . . . . . . . . . . .06-210-4

IndxRemove and install . . . . . . . . . . . . . . . . . .02-110-2 Crawlers 5Lubricants. . . . . . . . . . . . . . . . . . . . . . . . . . .01-002-1 ECU terminal identification. . . . . . . . . . .06-210-8Governor mode selection. . . . . . . . . . . .06-210-7Sensors . . . . . . . . . . . . . . . . . . . . . . . . .06-210-6Torque curve selection . . . . . . . . . . . . .06-210-7M

ExcavatorsECU terminal identification. . . . . . . . . .06-210-12Manifold air temperature sensorGovernor mode selection. . . . . . . . . . .06-210-11Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-6Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-10Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-4Torque curve selection . . . . . . . . . . . .06-210-11MAT, definition of . . . . . . . . . . . . . . . . . . . . .03-140-2

ForwardersMetric torque values . . . . . . . . . . . . . . . . . . .06-200-2ECU terminal identification. . . . . . . . . .06-210-17Misfire test, cylinderGovernor mode selection. . . . . . . . . . .06-210-16Cylinder misfire . . . . . . . . . . . . . . . . . . . .04-150-56Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-14Multimeter, how to use . . . . . . . . . . . . . . . . .04-160-2Torque curve selection . . . . . . . . . . . .06-210-16

Fuel supply pressure. . . . . . . . . . . . . . . . .06-210-1General OEM engine specifications . . . . .06-200-3

O HarvestersECU terminal identification. . . . . . . . . .06-210-20Governor mode selection. . . . . . . . . . .06-210-19Oil pressure sensor

Operation . . . . . . . . . . . . . . . . . . . . . . . . .03-140-8 Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-18Torque curve selection . . . . . . . . . . . .06-210-19Replace . . . . . . . . . . . . . . . . . . . . . . . . . .02-110-3


PN=5

Index

Page Page

OEM engines T15 - Excavator throttle input voltagehigh . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-74ECU terminal identification. . . . . . . . . .06-210-25

Governor mode selection. . . . . . . . . . .06-210-24 T16 - Excavator throttle input voltagelow . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-78Instrument panel wiring diagram . . . . .06-210-28

Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-22 T19 - Throttle not calibrated properly . . .04-160-81T20 - Throttle input voltage below lower calibrationStart components wiring diagram. . . . .06-210-28

Torque curve selection . . . . . . . . . . . .06-210-24 limit . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-82T21 - Throttle calibration aborted . . . . . .04-160-83Wiring diagram . . . . . . . . . . . . . . . . . .06-210-26

Skidders T22 - Analog throttle (A) input voltage out ofrange. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-84ECU terminal identification. . . . . . . . . .06-210-32

Governor mode selection. . . . . . . . . . .06-210-31 T23 - Multi-state throttle input voltage out ofrange. . . . . . . . . . . . . . . . . . . . . . . . . .04-160-85Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-30

Torque curve selection . . . . . . . . . . . .06-210-31 Throttle, operationAnalog . . . . . . . . . . . . . . . . . . . . . . . . . . .03-140-8Telehandlers

ECU terminal identification. . . . . . . . . .06-210-36 CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03-140-8Excavator . . . . . . . . . . . . . . . . . . . . . . . . .03-140-8Governor mode selection. . . . . . . . . . .06-210-35

Sensors . . . . . . . . . . . . . . . . . . . . . . . .06-210-34 Multi-state . . . . . . . . . . . . . . . . . . . . . . . . .03-140-8ToolsTorque curve selection . . . . . . . . . . . .06-210-35

Speed governing . . . . . . . . . . . . . . . . . . . .03-140-14 Electronic Fuel System Diagnostic . . . . . .05-180-1Torque curve selectionSPN, definition of . . . . . . . . . . . . . . . . . . . . .03-140-2

Start components Application specifications . . . . . . . . . . . . .06-210-3Excavator change test. . . . . . . . . . . . . . .04-160-19Wiring diagram . . . . . . . . . . . . . . . . . . . .06-210-28Operation . . . . . . . . . . . . . . . . . . . . . . . .03-140-14

Torque valuesInch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06-200-1

T Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . .06-200-2Trouble codes

Diagnostic procedure . . . . . . . . . . . . . . .04-160-27TestAir heater check . . . . . . . . . . . . . . . . . . .04-150-42 Listing of . . . . . . . . . . . . . . . . . . . . . . . . .04-160-22Air in fuel . . . . . . . . . . . . . . . . . . . . . . . .04-150-49Cylinder misfire . . . . . . . . . . . . . . . . . . . .04-150-56Excavator torque curve change. . . . . . . .04-160-19 WFuel drain back . . . . . . . . . . . . . . . . . . . .04-150-48

Indx6

Fuel supply pressure. . . . . . . . . . . . . . . .04-150-50Wiring diagram

Fuel supply quality check . . . . . . . . . . . .04-150-47Instrument panel (OEM) . . . . . . . . . . . . .06-210-28

Fuel supply system check . . . . . . . . . . . .04-150-26OEM engines . . . . . . . . . . . . . . . . . . . . .06-210-26

Throttle DTCsListing of . . . . . . . . . . . . . . . .04-160-29, 04-160-86T01 - Multi-state throttle input high . . . . .04-160-30T02 - Multi-state throttle input low . . . . . .04-160-34T03 - Analog throttle (A) input high . . . . .04-160-38T04 - Analog throttle (A) input low . . . . .04-160-42T05 - Analog throttle (B) input high . . . . .04-160-46T06 - Analog throttle (B) input low . . . . .04-160-50T07 - CAN throttle invalid . . . . . . . . . . . .04-160-54T11 - Excavator throttle reference voltage

high . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-58T12 - Excavator throttle reference voltage

low . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-62T13 - Excavator throttle ground voltage

high . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-66T14 - Excavator throttle ground voltage

low . . . . . . . . . . . . . . . . . . . . . . . . . . .04-160-70


PN=6

1 4045T Engine Service

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Transcript of 1 4045T Engine Service