Indmar

MARINE ENGINES

Service and Diagnostic Manual

For Electronic Fuel Injection Systems With Indmar Electronic Control Module Version 1.2

Indmar Products Company, Inc. 5400 Old Millington Road Millington, TN 38053 901-353-9930
Indmar Products 2008 0 All Rights Reserved
Draft Rev. A-Jan 2008

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SPN Codes and Page Numbers Sorted by SPN SPN SPN29 SPN 29 SPN 51 SPN 51 SPN 51 SPN 51 SPN 51 SPN 51 SPN 84 SPN 91 SPN 91 SPN 91 SPN 91 SPN 91 SPN 91 SPN100 SPN100 SPN 100 SPN 100 SPN 106 SPN 106 SPN 108 SPN 108 SPN 110 SPN 110 SPN 110 SPN 110 SPN 168 SPN 168 SPN 515 SPN 515 SPN 628 SPN 629 SPN 630 SPN 636 SPN 636 SPN 636 SPN 645 SPN 645 SPN 651 SPN 651 SPN 652 SPN 652 SPN 653 FMI FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 31 FMI 4 FMI 7 FMI 8 FIM 31 FMI 16 FMI 18 FMI 19 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 16 FMI 4 FMI 0 FMI 1 FMI 0 FMI 15 FMI 3 FMI 4 FMI 15 FMI 17 FMI 0 FMI 16 FMI 13 FMI 31 FMI 12 FMI 2 FMI 4 FMI 8 FMI 3 FMI 4 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 Description Page # FPP2 Voltage High (pedal position sensor) 344 FPP2 voltage low (pedal position sensor) 342 TPS1 % Higher Than TPS2 % 73 TPS1 % Lower Than TPS2 % 43 TPS1 Signal Voltage High 47 TPS1/2 Simultaneous Voltages Out of Range (+correlation error) 346 TPS1 Signal Voltage Low 45 Unable to Reach Lower TPS 327 vehicle speed Input Loss of Signal 169 FPP1/2 Simultaneous Voltages Out of Range (correlation error)(P 228 FPP1 Higher than FPP2 (Pedal Position Sensor PPS) 340 FPP1 Lower than FPP (Pedal Position Sensor PPS) 332 J1939 ETC Message Loss 298 FPP1 Voltage High(Pedal Position Sensor PPS) 334 FPP1 Voltage Low(Pedal Position Sensor PPS) 336 Oil Pressure Sender High Pressure 172 Oil Pressure Low 178 Oil Pressure Sender High Voltage 176 Oil Pressure Sender Low Voltage 174 MAP High Pressure 29 MAP Low Voltage 27 BP High Pressure (Barometric Pressure) 348 BP Low Pressure (Barometric Pressure) 51 ECT Higher Than Expected 2 69 ECT Higher Than Expected Stage 1 37 ECT/CHT High Voltage 41 ECT/CHT Low Voltage 39 Battery Voltage (VBat) High 184 Battery Voltage (VBat) Low 182 RPM Above Spark Rev Limit Level 226 RPM Above Fuel Rev Limit Level 224 Microprocessor Failure Flash 186 Microprocessor Failure COP 190 Microprocessor Failure RAM 188 Crank Input Signal Noise 153 Loss of Crankshaft Input Signal 155 Crank and/or Cam Could Not Synchronize During Start 25 Tach Output Short to Power 386 Tach Output Ground Short 384 Injector Driver #1 Open/Short To Ground 87 Injector Driver #1 Short To Power 89 Injector Driver #2 Open/Short To Ground 91 Injector Driver #2 Short To Power 93 Injector Driver #3 Open/Short To Ground 95

SPN Codes and Page Numbers Sorted by SPN SPN 653 SPN 654 SPN 654 SPN 655 SPN 655 SPN 656 SPN 656 SPN 657 SPN 657 SPN 658 SPN 658 SPN 695 SPN 701 SPN 701 SPN 702 SPN 702 SPN 703 SPN 703 SPN 723 SPN 723 SPN 731 SPN 731 SPN 920 SPN 920 SPN 920 SPN 1079 SPN 1079 SPN 1079 SPN 1080 SPN 1110 SPN 1213 SPN 1213 SPN 1213 SPN 1268 SPN 1268 SPN 1269 SPN 1269 SPN 1270 SPN 1270 SPN 1271 SPN 1271 SPN 1272 SPN 1272 SPN 1273 SPN 1273 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 9 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 FMI 2 FMI 4 FMI 2 FMI 4 FMI 3 FMI 4 FMI 5 FMI 3 FMI 4 FMI 31 FMI 3 FMI 31 FMI 3 FMI 4 FMI 5 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 FMI 5 FMI 6 Injector Driver #3 Short To Power Injector Driver #4 Open/Short To Ground Injector Driver #4 Short To Power Injector Driver #5 Open/Short To Ground Injector Driver #5 Short To Power Injector Driver #6 Open/Short To Ground Injector Driver #6 Short To Power Injector Driver #7 Open/Short To Ground Injector Driver #7 Short To Power Injector Driver #8 Open/Short To Ground Injector Driver #8 Short To Power J1939 TSC1 Message Receipt Loss AUX Analog Pull Up 1 High Voltage Fault AUX Analog Pull Up Low Voltage Fault AUX Analog Pull Up 2 High Voltage Fault AUX Analog Pull Up 2 Low Voltage Fault AUX Analog Pull Up 3 High Voltage Fault (Trans Temp) AUX Analog Pull Up 3 Low Voltage Fault (Trans Temp) Camshaft Input Signal Noise Loss of Camshaft Input Signal Knock 1 Excessive or Erratic Signal Knock 1 Se Unable to Reach Higher TPSnsor Open or Not Presen Buzzer Control Short To Power Buzzer Control Ground Short Buzzer Open Sensor Supply Voltage 1 High (5Vext1) Sensor Supply Voltage 1 Low (5Vext1) Sensor Supply Voltage (5Vext 1/2) Simultaneous Out of Range Sensor Supply Voltage 2 High (5Vext2) J1939 Shutdown Request MIL Control Short to Power MIL Control Ground Short MIL Open Spark Coil #1 Primary Open/Short to Ground Spark Coil #1 Primary Short to Power Spark Coil #2 Primary Open/Short to Ground Spark Coil #2 Primary Short to Power Spark Coil #3 Primary Open/Short to Ground Spark Coil #3 Primary Short to Power Spark Coil #4 Primary Open/Short to Ground Spark Coil #4 Primary Short to Power Spark Coil #5 Primary Open/Short to Ground Spark Coil #5 Primary Short to Power Spark Coil #6 Primary Open/Short to Ground Spark Coil #6 Primary Short to Power 97 99 101 103 105 107 109 111 113 115 117 296 264 266 268 270 272 274 157 159 145 147 321 317 319 210 208 276 216 288 325 323 212 350 352 354 356 358 360 362 364 366 368 370 372

SPN Codes and Page Numbers Sorted by SPN SPN 1274 SPN 1274 SPN 1275 SPN 1275 SPN 1321 SPN 1321 SPN 1321 SPN 1323 SPN 1323 SPN 1324 SPN 1324 SPN 1325 SPN 1325 SPN 1326 SPN 1326 SPN 1327 SPN 1327 SPN 1328 SPN 1328 SPN 1329 SPN 1329 SPN 1330 SPN 1330 SPN 1347 SPN 1347 SPN 1348 SPN 1485 SPN 1485 SPN 1485 SPN 3050 SPN 3051 SPN 3217 SPN 3227 SPN 3256 SPN 3266 SPN 3673 SPN 3673 SPN 4236 SPN 4236 SPN 4236 SPN 4236 SPN 4237 SPN 4237 SPN 4239 SPN 4239 FMI 5 FMI 6 FMI 5 FMI 6 FMI 3 FMI 4 FMI 5 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 11 FMI 31 FMI 5 FMI 6 FMI 5 FMI 3 FMI 4 FMI 5 FMI 11 FMI 11 FMI 5 FMI 5 FMI 5 FMI 5 FMI 3 FMI 4 FMI 0 FMI 0 FMI 1 FMI 1 FMI 0 FMI 1 FMI 0 FMI 1 Spark Coil #7 Primary Open/Short to Ground Spark Coil #7 Primary Short to Power Spark Coil #8 Primary Open/Short to Ground Spark Coil #8 Primary Short to Power Start Relay Coil Short to Power Start Relay Ground Short Start Relay Coil Open Misfire Detected Cylinder #1 Emissions/Catalyst Damage Misfire Detected Cylinder #1 Misfire Detected Cylinder #2 Emissions/Catalyst Damage Misfire Detected Cylinder #2 Misfire Detected Cylinder #3 Emissions/Catalyst Damage Misfire Detected Cylinder #3 Misfire Detected Cylinder #4 Emissions/Catalyst Damage Misfire Detected Cylinder #4 Misfire Detected Cylinder #5 Emissions/Catalyst Damage Misfire Detected Cylinder #5 Misfire Detected Cylinder #6 Emissions/Catalyst Damage Misfire Detected Cylinder #6 Misfire Detected Cylinder #7 Emissions/Catalyst Damage Misfire Detected Cylinder #7 Misfire Detected Cylinder #8 Emissions/Catalyst Damage Misfire Detected Cylinder #8 Fuel Pump Relay Ground Short Fuel Pump Relay Coil Short to Power Fuel Pump Relay Coil Open Power Relay Coil Short to Power Power Relay Ground Short Power Relay Coil Open Catalyst Inactive on Gasoline (Bank1) Catalyst Inactive on Gasoline (Bank2) EGO1 Open/Lazy (HO2S1)(Oxygen Sensor) EGO2 Open/Lazy (HO2S2)(Oxygen Sensor) EGO3 Open/Lazy (HO2S3)(Oxygen Sensor) EGO4 Open/Lazy (HO2S4)(Oxygen Sensor) TPS2 Signal Voltage High TPS2 Signal Voltage Low Closed Loop Bank 1 High (Gasoline) Closed Loop Bank 2 High (Gasoline) Closed Loop Bank 1 Low (Gasoline) Closed Loop Bank 2 Low (Gasoline) Adaptive Lean Bank 1 High (Gasoline) Adaptive Learn Bank1 Low (Gasoline) Adaptive Learn Bank 2 High (Gasoline) Adaptive Learn Bank 2 Low (Gasoline) 374 376 378 380 196 194 192 240 121 243 124 246 127 249 130 252 133 255 136 258 139 261 142 200 204 198 222 220 218 161 165 53 57 55 59 77 75 232 236 234 238 61 63 65 67

SPN Codes and Page Numbers Sorted by SPN SPN 520197 FMI 2 SPN 520197 FMI 4 Knock 2 Excessive or Erratic Signal Knock 2 Sensor Open or Not Present 149 151

Table of Contents
1 Abbreviations .............................................................................................................................1 2 Overview ....................................................................................................................................3 3 Fault Code Broadcast.................................................................................................................5 3.1 Diagnostic Trouble Codes ..........................................................................................5 3.2 CAN ...........................................................................................................................5 4 Diagnostic Calibration Configuration and Corrective Actions .....................................................7 5 Pinout Details .............................................................................................................................8 6 Diagnostic Tests.......................................................................................................................10 6.1 Spark Kill Test ..........................................................................................................10 6.2 Injector Kill Test........................................................................................................11 6.3 Injector Fire Test ......................................................................................................11 6.4 Spark Fire Test.........................................................................................................12 6.5 DBW Test.................................................................................................................13 6.6 External Power Test .................................................................................................13 6.7 Compression Test ....................................................................................................14 6.8 Spark Advance Test .................................................................................................15 6.9 Idle Speed Command ..............................................................................................15 6.10 Fuel/Spark Inhibit Input ............................................................................................16 6.11 Closed-Loop Test.....................................................................................................16 7 Diagnostic Trouble Code Fault Descriptions ............................................................................21 7.1 SPN & FMI to DTC Conversion Table ......................................................................21 SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start .........................25 SPN 106, FMI 4 - MAP Low Voltage...................................................................................27 SPN 106, FMI 16 - MAP High Pressure..............................................................................29 SPN 105, FMI 15 - IAT Higher Than Expected Stage 1......................................................31 SPN 105, FMI 4 - IAT Low Voltage .....................................................................................33 SPN 105, FMI 3 - IAT High Voltage ....................................................................................35 SPN 11, FMI 15 - ECT Higher Than Expected Stage 1 ......................................................37 SPN 110, FMI 4 - ECT/CHT Low Voltage ...........................................................................39 SPN 110, FMI 4 ..................................................................................................................40 SPN 110, FMI 3 - ECT/CHT High Voltage ..........................................................................41 SPN 51, FMI 1 - TPS1 % Lower Than TPS2 % ..................................................................43 SPN 51, FMI 4 - TPS1 Signal Voltage Low.........................................................................45 SPN 51, FMI 3 - TPS1 Signal Voltage High ........................................................................47 SPN 105, FMI 0 - IAT Higher Than Expected Stage 2........................................................49 SPN 108, FMI 1 - BP Low Pressure....................................................................................51 SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)..................................................................53 SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)..................................................................55 SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)..................................................................57 SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)..................................................................59 SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline) ................................................61 SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline) .................................................63 SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline) ...............................................65 SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)................................................67 SPN 110, FMI 0 - ECT Higher Than Expected 2.................................................................69 DTC 219- RPM Higher Than Max Allowed Governed Speed..............................................71 SPN 51, FMI 0 - TPS1 % Higher Than TPS2 % .................................................................73 Indmar Products 2008 All Rights Reserved
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SPN 3673, FMI 4 - TPS2 Signal Voltage Low.....................................................................75 SPN 3673, FMI 3 - TPS2 Signal Voltage High ....................................................................77 SPN 102, FMI 0 - Boost Control Overboost Failure ............................................................79 SPN 102, FMI 2 - TIP Active...............................................................................................81 SPN 102, FMI 4 - TIP Low Voltage .....................................................................................83 SPN 102, FMI 3 - TIP High Voltage ....................................................................................85 SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground ..............................................87 SPN 651, FMI 6 - Injector Driver #1 Short-To-Power..........................................................89 SPN 651, FMI 6 ..................................................................................................................90 SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground ..............................................91 SPN 652, FMI 5 ..................................................................................................................92 SPN 652, FMI 6 - Injector Driver #2 Short-To-Power..........................................................93 SPN 652, FMI 6 ..................................................................................................................94 SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground ..............................................95 SPN 653, FMI 6 - Injector Driver #3 Short-To-Power..........................................................97 SPN 653, FMI 6 ..................................................................................................................98 SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground ..............................................99 SPN 654, FMI 5 ................................................................................................................100 SPN 654, FMI 6 - Injector Driver #4 Short-To-Power........................................................101 SPN 654, FMI 6 ................................................................................................................102 SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground ............................................103 SPN 655, FMI 6 - Injector Driver #5 Short-To-Power........................................................105 SPN 655, FMI 6 ................................................................................................................106 SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground ............................................107 SPN 656, FMI 5 ................................................................................................................108 SPN 656, FMI 6 - Injector Driver #6 Short-To-Power........................................................109 SPN 656, FMI 6 ................................................................................................................110 SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground ............................................111 SPN 657, FMI 5 ................................................................................................................112 SPN 657, FMI 6 - Injector Driver #7 Short-To-Power........................................................113 SPN 657, FMI 6 ................................................................................................................114 SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground ............................................115 SPN 658, FMI 5 ................................................................................................................116 SPN 658, FMI 6 - Injector Driver #8 Short-To-Power........................................................117 SPN 658, FMI 6 ................................................................................................................118 SPN 102, FMI 1 - Boost Control Underboost Failure ........................................................119 SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1...............121 SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2...............124 SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3...............127 SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4...............130 SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5...............133 SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6...............136 SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7...............139 SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8...............142 SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal.....................................................145 SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present ..................................................147 SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal...............................................149 SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present ............................................151 SPN 636, FMI 2 -Crank Input Signal Noise.......................................................................153 Indmar Products 2008 All Rights Reserved
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SPN 636, FMI 4 -Loss of Crankshaft Input Signal ............................................................155 SPN 723, FMI 2 -Camshaft Input Signal Noise .................................................................157 SPN 723, FMI 4 -Loss of Camshaft Input Signal ..............................................................159 SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1) .............................................161 SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2) .............................................165 SPN 84, FMI 8 - Roadspeed Input Loss of Signal.............................................................169 SPN 100, FMI 0 - Oil Pressure Sender High Pressure .....................................................172 SPN 100, FMI 4 - Oil Pressure Sender Low Voltage ........................................................174 SPN 100, FMI 3 - Oil Pressure Sender High Voltage........................................................176 SPN 100, FMI 1 - Oil Pressure Low ..................................................................................178 SPN 168, FMI 17 - Battery Voltage (VBat) Low ................................................................182 SPN 168, FMI 15 - Battery Voltage (VBat) High ...............................................................184 SPN 628, FMI 13 - Microprocessor Failure - FLASH ........................................................186 SPN 630, FMI 12 - Microprocessor Failure - RAM............................................................188 SPN 629, FMI 31 - Microprocessor Failure - COP ............................................................190 SPN 1321, FMI 5 - Start Relay Coil Open.........................................................................192 SPN 1321, FMI 4 - Start Relay Ground Short ...................................................................194 SPN 1321, FMI 3 - Start Relay Coil Short-To-Power ........................................................196 SPN 1348, FMI 5 - Fuel Pump Relay Coil Open ...............................................................198 SPN 1347, FMI 5 - Fuel Pump Relay Ground Short .........................................................200 DTC 628- Fuel Pump High-Side Open or Ground Short ...................................................202 SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power ..............................................204 DTC 629- Fuel Pump High-Side Short-To-Power .............................................................206 SPN 1079, FMI 4 - Sensor Supply Voltage 1 Low (5Vext1)..............................................208 SPN 1079, FMI 3 - Sensor Supply Voltage 1 High (5Vext1) .............................................210 SPN 1213, FMI 5 - MIL Open ...........................................................................................212 SPN 1080, FMI 3 - Sensor Supply Voltage 2 High (5Vext2) .............................................216 SPN 1485, FMI 5 - Power Relay Coil Open ......................................................................218 SPN 1485, FMI 4 - Power Relay Ground Short ................................................................220 SPN 1485, FMI 3 - Power Relay Coil Short-To-Power......................................................222 SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level.......................................................224 SPN 515, FMI 0 - RPM Above Spark Rev Limit Level ......................................................226 SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range .....................................228 SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS ..........................230 SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline) ..................................................232 SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline) ..................................................234 SPN 4236, FMI 0 - Closed Loop Bank 2 High (Gasoline) .................................................236 SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline) ..................................................238 SPN 1323, FMI 11 - Misfire Detected Cylinder #1 ............................................................240 SPN 1324, FMI 11 - Misfire Detected Cylinder #2 ............................................................243 SPN 1325, FMI 11 - Misfire Detected Cylinder #3 ............................................................246 SPN 1326, FMI 11 - Misfire Detected Cylinder #4 ............................................................249 SPN 1327, FMI 11 - Misfire Detected Cylinder #5 ............................................................252 SPN 1328, FMI 11 - Misfire Detected Cylinder #6 ............................................................255 SPN 1329, FMI 11 - Misfire Detected Cylinder #7 ............................................................258 SPN 1330, FMI 11 - Misfire Detected Cylinder #8 ............................................................261 SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault............................................264 SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault ............................................266 SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault............................................268 Indmar Products 2008 All Rights Reserved
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SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault ............................................270 SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault............................................272 SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault.............................................274 SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range .....276 DTC 1612- Microprocessor Failure - RTI 1 .......................................................................278 DTC 1613- Microprocessor Failure - RTI 2 .......................................................................280 DTC 1614- Microprocessor Failure - RTI 3 .......................................................................282 DTC 1615- Microprocessor Failure - A/D..........................................................................284 DTC 1616- Microprocessor Failure - Interrupt ..................................................................286 SPN 1110, FMI 31 - J1939 Shutdown Request ................................................................288 DTC 1626- CAN J1939 Transmit (Tx) Fault ......................................................................290 DTC 1627- CAN J1939 Receive (Rx) Fault.......................................................................292 DTC 1628- CAN Address Conflict Failure .........................................................................294 SPN 695, FMI 9 - J1939 TSC1 Message Receipt Loss ....................................................296 SPN 91, FMI 19 - J1939 ETC Message Loss ...................................................................298 DTC 1631- PWM1/Gauge1 Open/Ground Short...............................................................300 DTC 1632- PWM1/Gauge1 Short-To-Power.....................................................................303 DTC 1633- PWM2/Gauge2 Open/Ground Short...............................................................306 DTC 1634- PWM2/Gauge2 Short-To-Power.....................................................................308 DTC 1635- PWM3/Gauge3 Open/Ground Short...............................................................311 DTC 1636- PWM3/Gauge3 Short-To-Power.....................................................................314 SPN 920, FMI 4 - Buzzer Control Ground Short ...............................................................317 SPN 920, FMI 5 - Buzzer Open ........................................................................................319 SPN 920, FMI 3 - Buzzer Control Short-To-Power ...........................................................321 SPN 1213, FMI 4 - MIL Control Ground Short ..................................................................323 SPN 1213, FMI 3 - MIL Control Short to Power ................................................................325 SPN 51, FMI 7 - : Unable to Reach Lower TPS ................................................................327 DTC 2112: Unable to Reach Higher TPS .........................................................................329 SPN 91, FMI 18 - FPP1 Lower than FPP2........................................................................332 SPN 91, FMI 3 - FPP1 Voltage High.................................................................................334 SPN 91, FMI 4 - FPP1 Voltage Low..................................................................................336 SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS .....................338 SPN 91, FMI 16 - FPP1 Higher than FPP2.......................................................................340 SPN 29, FMI 4 - FPP2 voltage low ...................................................................................342 SPN 29, FMI 3 - FPP2 Voltage High.................................................................................344 SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range .....................................346 SPN 108, FMI 0 -BP High Pressure..................................................................................348 SPN 1268, FMI 5 - Spark Coil #1 Primary Open/Short-to-Ground....................................350 SPN 1268, FMI 6 - Spark Coil #1 Primary Short-to-Power ...............................................352 SPN 1269, FMI 5 - Spark Coil #2 Primary Open/Short-to-Ground....................................354 SPN 1269, FMI 6- Spark Coil #2 Primary Short-to-Power ................................................356 SPN 1270, FMI 5 - Spark Coil #3 Primary Open/Short-to-Ground....................................358 SPN 1270, FMI 6 - Spark Coil #3 Primary Short-to-Power ...............................................360 SPN 1271, FMI 5 - Spark Coil #4 Primary Open/Short-to-Ground....................................362 SPN 1271, FMI 6 - Spark Coil #4 Primary Short-to-Power ...............................................364 SPN 1272, FMI 5 - Spark Coil #5 Primary Open/Short-to-Ground....................................366 SPN 1272, FMI 6 - Spark Coil #5 Primary Short-to-Power ...............................................368 SPN 1273, FMI 5 - Spark Coil #6 Primary Open/Short-to-Ground....................................370 SPN 1273, FMI 6 - Spark Coil #6 Primary Short-to-Power ...............................................372 Indmar Products 2008 All Rights Reserved
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SPN 1274, FMI 5 - Spark Coil #7 Primary Open/Short-to-Ground....................................374 SPN 1274, FMI 6 - Spark Coil #7 Primary Short-to-Power ...............................................376 SPN 1275, FMI 5 - Spark Coil #8 Primary Open/Short-to-Ground....................................378 SPN 1275, FMI 6 - Spark Coil #8 Primary Short-to-Power ...............................................380 DTC 2428- EGT Temperature High ..................................................................................382 SPN 645, FMI 4 - Tach Output Ground Short ...................................................................384 SPN 645, FMI 3 - Tach Output Short to Power.................................................................386

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Abbreviations
Adaptive Learn Barometric Pressure Controller Area Network CAN Calibration Protocol Cylinder Head Temperature Closed Loop Compressed Natural Gas Drive-By-Wire Diagnostic Message Digital Multi-Meter (high impedance) Diagnostic Scan Tool Diagnostic Trouble Code Digital Voltage and Ohm Meter (high impedance) EControls Inc. EControls Inc. Proprietary Protocol Engine Control Module Engine Coolant Temperature Engine Control Unit EControls Display and Interface Software Exhaust Gas Oxygen Sensor, typically heated Exhaust Manifold Water Temperature Electronic Pressure Regulator Exhaust Manifold Riser Temperature Electronic Throttle Body Electronic Throttle Control Flight Data Recorder Failure Mode Indicator Firing Order Fuel Pressure Foot Pedal Position Fuel Rail Pressure Fuel Rail Temperature Fault Snapshot Fuel Temperature Global Control Platform Heavy-Duty Global Control Platform (On-Road Heavy-Duty) Heated Exhaust Gas Oxygen Sensor (same as HO2S) Heated Oxygen Sensor (same as HEGO) Idle Air Control Intake Air Temperature Instant Crank Angle Velocity Idle Validation Switch Light-Duty Global Control Platform Indmar Products 2008 1
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AL BP CAN CCP CHT CL CNG DBW DM DMM DST DTC DVOM ECI ECIPP ECM ECT ECU EDIS EGO EMWT EPR ERWT ETB ETC FDR FMI FO FP FPP FRP FRT FSS FT GCP HDGCP HEGO HO2S IAC IAT ICAV IVS LDGCP

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LED LPG MAP MDGCP MGCP P Mfg MIL NG OBD OEM PC PCU PFI PGN PWM RAM RPM Rx SAE SA SPFI SPN Tach TBI TDC TIP TPS TSC Tx UEGO VDC VR Vsw WGP

(Industrial, Smart/Logic Coil) Light Emitting Diode Liquefied Propane Gas Manifold Absolute Pressure Medium-Duty Global Control Platform (Industrial, Dumb Coil) Marine Global Control Platform Microprocessor Manufacture Malfunction Indicator Lamp Natural Gas On-Board Diagnostics Original Equipment Manufacture Personal Computer Powertrain Control Unit Port Fuel Injection Parameter Group Number Pulse Width Modulated Random Access Memory Revolutions Per Minute Receive Society of Automotive Engineering Source Address Sequential Port Fuel Injection Suspect Parameter Number Tachometer Throttle Body Injection Top Dead Center Throttle Inlet Pressure Throttle Position Sensor Torque/Speed Control Transmit Universal Exhaust Gas Oxygen Sensor (also called wide-range EGO) Voltage, Direct Current Variable Reluctance Switched, Ignition Voltage Waste-Gate Pressure

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Overview

This manual is intended to be used as an aid for Indmar Products customers as a technical and training publication to understand the fault detection system. This manual defines the diagnostics and recommended troubleshooting procedures associated with an Indmar Global Control Platform (GCP) engine control module (ECM) for use on marine engines. This manual is organized in the following manner: 1st Page of Diagnostic Information for a Given Fault DTC XXXX- Diagnostic Condition

Block Diagram of Circuit

External Hardware Input/Output- This identifies the hardware that either sends an input to the ECM or is driven by an ECM output. Check Condition- This defines what condition to troubleshoot the fault condition. Fault Condition(s)- This identifies the condition(s) that set the fault. Corrective Action(s)- This identifies the RECOMMENED corrective action(s) that the ECM is generally programmed to perform. In some instances, the calibration engineer(s) may choose to perform a different action. Emissions or Non-emissions related fault

Text to identify the circuit of interest and its use for control. Text to describe the conditions that cause the fault to set.

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2nd Page of Diagnostic Information for a Given Fault DTC XXXX- Diagnostic Condition Note: Helpful tips used to aid troubleshooting

Yes

Troubleshooting flow chart

No

Diagnostic Aids Tip #1 Tip #2

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Fault Code Broadcast

All diagnostic trouble codes are broadcast for display on a PC or service tool. They can acquire the data from the ECU through CAN protocol. Faults may be acquired over the CAN1 network through CAN J1939-based scan tools or multi-function display units.

3.1 Diagnostic Trouble Codes

The numeric diagnostic trouble codes assigned to the faults in this manual are crossreferenced to SAEs Recommended Practice for Diagnostic Trouble Code Definitions (SAE J2012). This will assign both the DTC as displayed on the PC as well as the flash code output on the MIL output pin.

3.2 CAN
The GCP supports SAE J1939 CAN based diagnostic support. This includes: DM1: Active Diagnostic Trouble Codes DM2: Previously Active Diagnostic Trouble Codes DM3: Diagnostic Data Clear/Reset of Previously Active DTCs DM4: Freeze Frame Parameters DM5: Diagnostic Readiness (bytes 1, 2, and 3 are supported) DM11: Diagnostic Data Clear/Reset For Active DTCs DM12: Emissions-Related Active Diagnostic Trouble Codes DM19: Calibration Information

All diagnostic trouble codes broadcast over CAN1 will be according to SAE J1939 DM1 and DM2. MY09 MGCP ECUs are compliant with J1939 OBD-M, supporting the Diagnostic Messages above as well as user indicators and CAN data defined in the OBD-M protocol. Faults available for broadcast and their respective SPN/FMI numbers are dependent on the application and engine calibration. The data capture at the occurrence of a fault, known in the ECM as fault snapshot (FSS), is available upon DM4 request. The following bytes are supported for DM4 if configured in the ECM software: Byte 1: Freeze Frame Length Byte 2-6: SPN, FMI, SPN Conversion Method, and Occurrence Byte 7: Manifold Absolute Pressure Byte 8-9: Engine Speed Byte 10: Engine Load (MAP based estimate) Byte 11: Engine Coolant Temperature Byte 14: # of starts since fault was last active Byte 15: Index into FSS_storage table for Fault Snap Shot retrieval Indmar Products 2008 5 All Rights Reserved
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Resetting active and previously active DTCs is handled through DM11 and DM3, respectively. DM1 and DM2 lamp indicators are assigned to each fault based on the faults diagnostic action as defined in the calibration. The lamps are assigned based on the configuration outlined in Table 1. Table 1: J1939 Diagnostic Lamp Configuration ECI Diagnostic Action J1939 Lamp MIL MIL Soft Warning Amber Hard Warning, Low Rev Limit, Red Stop Shutdown Power Derate 1 & 2 Protect Forced Idle None (use in combination with other action)

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Diagnostic Calibration Configuration and Corrective Actions

Each fault within the GCP is capable of being uniquely configured in the engines diagnostic calibration to cause one or more corrective actions while a given fault is active. Table 2 identifies the configuration options and corrective actions available for configuration of each fault. The desired action is set by the OEM calibration engineers. Table 2: Diagnostic Corrective Actions Corrective Action Description Enable Enables the fault for fault detection Shutdown Cause an engine shutdown when fault becomes active Never Forget Retain fault as historic/previously active until cleared by a technician and does not allow historic fault to be auto-cleared Turn on MIL Turn on MIL output when fault becomes active CL Disable Disable closed-loop while the fault is active CL Disable Key- Cyc Disable closed-loop while the fault is active and for the remainder of the key cycle AL Disable Disable adaptive learn while the fault is active AL Disable Key-Cyc Disable adaptive learn while the fault is active and for the remainder of the key cycle Power Derate 1 Limit TPS to the Power Derate 1 percent set in the diagnostic calibration while the fault is active. The Power Derate 1 TPS percent should be set higher than Power Derate 2 as Power Derate 2 adds a higher level of protection. Power Derate 2 Limit TPS to the Power Derate 2 percent set in the diagnostic calibration while the fault is active. If the calibration is set to Latched for Key-Cycle Power Derate 2 remains active until engine speed and FPP conditions are satisfied. The Power Derate 2 TPS percent should be set lower than Power Derate 1 as Power Derate 2 adds a higher level of protection. Low Rev Limit Limit RPM to the Low Rev Limit speed set in the diagnostic calibration while the fault is active. If the calibration is set to Latched for Key-Cycle Low Rev Limit remains active until engine speed and FPP conditions are satisfied. Forced Idle Limit RPM to the Forced Idle speed set in the diagnostic calibration while the fault is active and for the remainder of the key cycle Soft Warning Turn on the soft warning output when the fault becomes active Hard Warning Turn on the hard warning output when the fault becomes active Stopped Check Run fault detection/checking while the engine is in a key-on, engine-off condition. NOTE: It is recommended that this feature only be used for general sensor faults (high/low voltage) and some output drivers

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5
Pin

Pinout Details
ECM Description populated - internal CRK_NEG connection to ground renders this input single ended Hall-effect only tied to internal analog ground analog ground standard 5V sensor excitation - 200mA capacity 0.5A LS saturation fuel pump relay control 0.5A LS saturation MIL 0.5A LS saturation buzzer control 0.5A LS saturation power relay control LS switch to ground for pulse output - internal 2.21K pullup to Vsw 0.5A LS saturation aux PWM 8 - unused relay switched Vbat - reverse battery protected +/- 6.5A peak, 3.5A continuous DBW control H-bridge +/- 6.5A peak, 3.5A continuous DBW control H-bridge - 2A HS saturation aux PWM 5 WITH 2A recirc to ground LY6 cam phaser 4A LS saturation - cruise or throttle-override indicator output 4A LS saturation aux PWM6 WITH 2A recirc to Vrelay - unused 4A LS saturation EGO heater 4 PWM injector driver 5 - saturation injector driver 7 - saturation injector driver 2 - saturation power ground spark driver 5 - logic 5V output spark driver 6 - logic 5V output spark driver 7 - logic 5V output spark driver 8 - logic 5V output key-on/start/run +12V switched power 100K pulldown 0-5V TPS1 100K pulldown 0-5V TPS2 2.21K pullup 0-5V aux analog PU3 - Trans Temp 2.21K pullup 0-5V aux analog PU2 - Perfect Pass Request 2.21K pullup 0-5V aux analog PU1 - master/slave populated single ended Hall-effect input 100K pulldown 0-5V FPP1 22.1K pullup 0-5V FPP2 100K pulldown 0-5V MAP 2.21K pullup 0-5V IAT 22.1K pullup 0-5V oil pressure switch/sender input 2.21K pullup 0-5V ECT injector driver 6 - saturation power ground knock channel 1+ - high-gain (3x) for flat response sensors knock channel 1- - high-gain (3x) for flat response sensors 0-28.4V digital input open-circuit signal of 2.74V governor select 2 (cruise dec) spark driver 4 - logic 5V output

J1-01 J1-02 J1-03 J1-04 J1-05 J1-06 J1-07 J1-08 J1-09 J1-10 J1-11 J1-12 J1-13 J1-14 J1-15 J1-16 J1-17 J1-18 J1-19 J1-20 J1-21 J1-22 J1-23 J1-24 J1-25 J1-26 J1-27 J1-28 J1-29 J1-30 J1-31 J1-32 J1-33 J1-34 J1-35 J1-36 J1-37 J1-38 J1-39 J1-40 J1-41 J1-42 J1-43 J1-44

CRK_POS CRK_NEG 5V_rtn 5V_ext1 FPUMP_LS MIL BUZZ RELAY_LS TACH AUX_PWM8 Vrelay DBWDBW+ AUX_PWM5_HS+Recirc AUX_PWM3 AUX_PWM6+Recirc EGOH_4 INJ5_LS INJ7_LS INJ2_LS Ground COIL1b COIL2b COIL3b COIL4b Vswitch TPS1 TPS2 AUX_ana_PU3 AUX_ana_PU2 AUX_ana_PU1 RS FPP1 FPP2/IVS MAP IAT OILP ECT INJ6_LS Ground KNK1+ KNK1GOV2/PD2 COIL4a

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J1-45 J1-46 J1-47 J1-48 J1-49 J1-50 J1-51 J1-52 J1-53 J1-54 J1-55 J1-56 J1-57 J1-58 J1-59 J1-60 J1-61 J1-62 J1-63 J1-64 J1-65 J1-66 J1-67 J1-68 J1-69 J1-70 J1-71 J1-72 J1-73 J1-74 J1-75 J1-76 J1-77 J1-78 J1-79 J1-80

COIL3a COIL2a COIL1a CAM1 AUX_ana_PUD5 AUX_ana_PUD4 AUX_ana_PUD3 AUX_DIG3/PUD7 AUX_DIG2 AUX_DIG1 EGO4 EGO3 EGO2 EGO1 Vbat Ground KNK2+ KNK2GOV1/PD3 CAN1CAN1+ 5V_rtn 5V_ext2 CAN2CAN2+ AUX_ana_PD1 AUX_PWM1 AUX_PWM2 AUX_PWM4 EGOH_1 EGOH_2 EGOH_3 INJ3_LS INJ4_LS INJ8_LS INJ1_LS

spark driver 3 - logic 5V output spark driver 2 - logic 5V output spark driver 1 - logic 5V output populated - single ended Hall-effect input 2.21K pullup 0-5V aux analog PUD5 - unused 1.00K pullup 0-5V aux analog PUD4 fuel level (SC - resistance sender) 22.1K pullup 0-5V aux analog PUD3 Perfect Pass VGOV 0-28.4V digital input with 4.99K pulldown aux digital 3 - START input trigger 0-28.4V digital input open-circuit signal of 2.74V aux digital 2 - cruise enable 0-28.4V digital input open-circuit signal of 2.74V aux digital 1 - oil level switch EGO sensor 4 EGO sensor 3 EGO sensor 2 EGO sensor 1 battery +12V continuous power power ground knock channel 2+ - high-gain (3x) for flat response sensors knock channel 2- - high-gain (3x) for flat response sensors 0-28.4V digital input open-circuit signal of 2.74V governor select 1 (cruise inc) populated populated - with 120 ohm termination to CAN1analog ground secondary 5V sensor excitation - 200mA capacity populated populated - with 120 ohm termination to CAN2100K pulldown 0-5V aux analog PD1 - Fuel Level (0-5V sensor - MC) LS resistance sender gauge driver 1, 0-147mA range LS resistance sender gauge driver 2, 0-147mA range 4A LS saturation aux PWM 4 starter relay LS 4A LS saturation EGO heater 1 PWM 4A LS saturation EGO heater 2 PWM 4A LS saturation EGO heater 3 PWM injector driver 3 - saturation injector driver 4 - saturation injector driver 8 - saturation injector driver 1 - saturation

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Diagnostic Tests

The GCP engine control module for spark-ignited engine applications incorporates a set of eleven (11) diagnostic tests that perform specific functions used as an aid for verifying proper engine control. This section describes the tests supported, test states, and operating criteria for each test. Diagnostic tests are software selectable and can be initiated via CAN using CCP.

6.1 Spark Kill Test

Coil X disables individual cylinders at any operating condition for the duration defined in calibration or until released through software. Spark Kill may be used in conjunction with Injector Kill to disable two cylinders at any given time. Upon a state change from one cylinder to another, the test sequence will automatically re-enable the first coil prior to disabling the selected coil. This test reverts to normal operation if Normal state is selected, ignition voltage is cycled from high to low, or the calibrated timeout expires. NOTE: This test should not be initiated prior to the Injector Kill test when the engine is equipped with a catalyst. If performed while the injector for the selected cylinder is firing, rawunburned fuel and air will be present in the exhaust and will react in the catalyst resulting in extremely high catalyst substrate temperatures which can cause wash coat or substrate damage and failure. States 1) 2) 3) 4) 5) 6) 7) 8) 9) Normal: State of normal operation Coil 1: Disables coil or spark for cylinder 1 in firing order or block order Coil 2: Disables coil or spark for cylinder 2 in firing order or block order Coil 3: Disables coil or spark for cylinder 3 in firing order or block order Coil 4: Disables coil or spark for cylinder 4 in firing order or block order Coil 5: Disables coil or spark for cylinder 5 in firing order or block order Coil 6: Disables coil or spark for cylinder 6 in firing order or block order Coil 7: Disables coil or spark for cylinder 7 in firing order or block order Coil 8: Disables coil or spark for cylinder 8 in firing order or block order

Monitored Status 1) Test not started 2) Test is running 3) Test finished (timeout achieved) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test

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6.2 Injector Kill Test

Inj X disables individual cylinders at any operating condition for the duration defined in calibration or until released through software. Injector Kill may be used in conjunction with Spark Kill to disable two cylinders at any given time. Upon a state change from one cylinder to another, the test sequence will automatically re-enable the first injector prior to disabling the selected injector. Reverts to normal operation if Normal state is selected, ignition voltage is cycled from high to low, or the calibrated timeout expires. NOTE: This test should not be initiated at high loads or for more than five (5) seconds if the engine is equipped with a catalyst. If done so, a large quantity of oxygen will fuel undesirable reactions in the catalyst resulting in extremely high catalyst substrate temperatures which can cause wash coat or substrate damage and failure. States 1) 2) 3) 4) 5) 6) 7) 8) 9) Normal: State of normal operation Inj 1: Disables injector 1 in firing order or block order Inj 2: Disables injector 2 in firing order or block order Inj 3: Disables injector 3 in firing order or block order Inj 4: Disables injector 4 in firing order or block order Inj 5: Disables injector 5 in firing order or block order Inj 6: Disables injector 6 in firing order or block order Inj 7: Disables injector 7 in firing order or block order Inj 8: Disables injector 8 in firing order or block order

Monitored Status 1) Test not started 2) Test is running 3) Test finished (timeout achieved) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test

6.3 Injector Fire Test

Inj X activates a selected injector for a finite duration with the engine in the Stopped state only. Upon initiation of the test, the fuel pump relay will remain disabled and the injector will fire. The injector on-time will be calibrated in software to allow a noticeable pressure drop at the fuel rail. The test reverts to normal operation if the Normal state is selected, ignition voltage is cycled from high to low, engine speed is sensed, or the calibrated timeout expires. Once an injector on test has been run, subsequent injectors may only be activated/tested after the engine has achieved X cranking revolutions (as defined in calibration) and the engine has stopped. This test may not be run in conjunction with a Spark Fire or Compression test. Indmar Products 2008 11 All Rights Reserved
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States 1) 2) 3) 4) 5) 6) 7) 8) 9) Disabled: State of normal operation Inj 1: Activates injector 1 in firing order or block order Inj 2: Activates injector 2 in firing order or block order Inj 3: Activates injector 3 in firing order or block order Inj 4: Activates injector 4 in firing order or block order Inj 5: Activates injector 5 in firing order or block order Inj 6: Activates injector 6 in firing order or block order Inj 7: Activates injector 7 in firing order or block order Inj 8: Activates injector 8 in firing order or block order

Monitored Status 1) Test not started 2) Test is running 3) Test finished (timeout is reached) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (engine speed is sensed or engine needs to crank)

6.4 Spark Fire Test

Coil X activates a selected coil for X seconds (defined in calibration) with the engine in the Stopped state only. The coil will be fired at a rate equivalent to 1600 RPM/14.5 psi. The test reverts to normal operation if the Normal state is selected, ignition voltage is cycled from high to low, engine speed is sensed, or the calibrated timeout expires. This test will not run in conjunction with a Compression test or following an Injector Fire test. States 1) 2) 3) 4) 5) 6) 7) 8) 9) Disabled: State of normal operation Coil 1: Activates Coil 1 in firing order or block order Coil 2: Activates Coil 2 in firing order or block order Coil 3: Activates Coil 3 in firing order or block order Coil 4: Activates Coil 4 in firing order or block order Coil 5: Activates Coil 5 in firing order or block order Coil 6: Activates Coil 6 in firing order or block order Coil 7: Activates Coil 7 in firing order or block order Coil 8: Activates Coil 8 in firing order or block order

Monitored Status 1) Test not started 2) Test is running 3) Test finished (timeout is reached) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled Indmar Products 2008 12 All Rights Reserved
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7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (speed is sensed) NOTE: This test should not be initiated on gaseous fueled engines in which gaseous fuel may be present in the combustion chamber, intake, or exhaust. If using this test is desirable on gaseous fueled engines, remove the spark plug wires from all spark plugs, install a spark plug tester in the desired spark plug wire and initiate the test.

6.5 DBW Test

Permits full-authority operation of an electronic throttle via the throttle command input while the engine is in the Stopped state only. Reverts to normal operation if Off state is selected, ignition voltage is lost, or engine speed is sensed. NOTE: Ensure that the foot pedal position sensor/electronic throttle control input is at 0% or idle prior to starting/operating the engine. While this test mode will revert to disabled when engine speed is sensed, the throttle command will follow the FPP % commanded by the sensor causing the engine to accelerate. States 1) Off: State of normal operation 2) Enabled: Enables full authority control of an electronic throttle Monitored Status 1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (speed is sensed)

6.6 External Power Test

Manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the ECM while the engine is in the Stopped or Running states. Reverts to normal operation if Automatic state is selected or ignition voltage is cycled from high to low. States 1) Automatic: State of normal operation 2) Relay On: Activates relay power (injector and coil high-side power) 3) All On: Activates fuel pump and relay power

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Monitored Status 1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (no ignition voltage)

6.7 Compression Test

Disables all coils and injectors permitting cylinder compression testing. To prevent against firing coils and injectors in the event of a microprocessor reboot during low voltage cranking, the test state will be burned into EEPROM. In addition, EControls Inc. requires that the relay power fuse be removed. This test may only be activated while the engine is in the Stopped state. Test reverts to normal operation only when the Normal state is selected. This test may be initiated by selecting Enabled in the software or through use of a switched hardware input. This test may not be run in conjunction with Spark Fire or Injector Fire tests. NOTE: Due to the liability of initiating a compression test in software, EControls Inc. burns this test state into EEPROM. As a result, this test must manually be disabled by the operator through software. EControls Inc. recommends that this test only be performed while the vehicle is in an appropriate location in the event that the diagnostic PC has a low-battery condition that may not permit re-enabling normal operation. States 1) Disabled: State of normal operation 2) Active: Enables compression test mode Monitored Status 1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (engine run speed is sensed > than crank speed) NOTE: Due to the personal and property liability exposure with such a test, EControls requires that the diagnostic/service manual specifically identifies that removal of the coil and injector high-side relay and/or fuse(s) is required during a compression test. If procedures are not written that require removal of the relay power relay or fuse(s) and the test will only be Indmar Products 2008 14 All Rights Reserved
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enable through software, EControls Inc. will require a written release-of-liability against human liability and property damage.

6.8 Spark Advance Test

Commands a calibrated base spark advance if engine speed and manifold pressure are below a calibrated limit. If engine is operated above the calibrated operating limit, base spark advance as set in the normal calibration will be used until the engine set point falls below the calibrated limit. This test may be initiated by selecting Enabled in the software or through use of a switched hardware input. The test reverts to normal operation when Normal state is selected or when ignition voltage is cycled from high to low. States 1) Disabled: State of normal operation 2) Active: Sets spark timing to a calibrated default spark advance Monitored Status 1) Test not started 2) Test is running 3) Test finished 4) Error: Pre-condition 1 not fulfilled (RPM/MAP too high) 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test

6.9 Idle Speed Command

Commands a temporary idle speed, up to X RPM as defined in calibration through modulation of an electronic throttle. Reverts to normal operation when Normal state is selected, a throttle command input (for electronic throttle engines) above X% (defined in calibration) is detected or ignition voltage is cycled from high to low. States 1) Disabled: State of Normal operation 2) Active: Enables manual entry of engine speed into a speed entry field 3) Monitored Status 1) Test not started 2) Test is running 3) Test finished (TPS or TCP % above limit is detected during test) 4) Error: Pre-condition 1 not fulfilled 5) Error: Pre-condition 2 not fulfilled 6) Error: Pre-condition 3 not fulfilled 7) Error: Pre-condition 4 not fulfilled 8) Cannot start test (TPS or TCP % above limit is detected) Indmar Products 2008 15 All Rights Reserved
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NOTE: ECI will not permit programmed idle speeds above 800 RPM without a written release-of-liability if the engine is not equipped with a transmission position sensor.

6.10 Fuel/Spark Inhibit Input

Disables triggering of spark and injection of fuel when the input (analog or digital) selected meets the calibrated state. This is often linked to the fuel select switch as a neutral mode. States 1) Disabled 2) Aux PU1 = Gnd 3) Aux PU2 = Gnd 4) Aux PU3 = Gnd 5) Aux DIG1 = Gnd 6) Aux DIG1 = V+ 7) Aux DIG2 = Gnd 8) Aux DIG2 = V+ 9) Aux DIG3 = Gnd 10) Aux DIG3 = V+ 11) Aux DIG4 = Gnd 12) Aux DIG4 = V+ 13) Aux DIG1 = Open 14) Aux DIG2 = Open 15) Aux DIG3 = Open 16) Aux DIG4 = Open Monitored Status 1) Inactive/Normal: Test is inactive, state of normal operation 2) Active/Shutdown: Test is active and system will not inject fuel or trigger spark

6.11 Closed-Loop Test

Tests the closed-loop fueling feedback system to verify that exhaust gas oxygen sensors are properly functioning and are providing reliable information. The test runs in the order defined below and aborts if at anytime an error/fault is identified, the throttle input is elevated, or the operator requests the test to STOP. Aborting the test due to identification of an error/fault requires that the service technician addresses the identified error and then repeats the test to fully validate the system. 1. Enable Strategy and HEGO Sensors (CL Test State= Pre-cat init test) a. The test mode is entered by selecting START from EDIS. Once initiated, the user must acknowledge two prompts prior to the test running. These prompts require that the vehicle be in neutral or park and notify the user that the engine speed will increase to run the test. Answering YES to both of these prompts will initiate the test.

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NOTE: ECI requires that 3rd party diagnostic scan tools also use similar prompts to notify the operator to ensure idle or park is selected and to notify that an elevated speed will be commanded during the test. a. Govern engine to X RPM as defined in the calibration. NOTE: Test disables if FPP% exceeds the % used in Idle Speed Command Test (Tidlspd_FPP_max) b. Turn all configured EGO heaters on according to EGOZ Heater-Control Target Impedance / Voltage Limit Schedule. NOTE: EGO heater control during this phase uses the run time and heater impedance target schedule, including the heater voltage limits, until the heaters are operating at the final impedance target. c. CL pre-cat test status will indicate Test Running through steps 2-3.

2. Pre-Catalyst EGO Heater Diagnosis (CL Test State= Pre-cat heater & pre-cat power test) The purpose of this portion of the test is: 1. To validate that the pre-catalyst EGO heater element(s) are capable of heating the sense element(s) to a useable state. 2. To validate that the pre-catalyst sense element(s) are operating at the desired temperature. a. Monitor EGO impedance feedback and verify impedance EGO impedance active threshold; this stage runs up to the maximum run time in the EGOZ Heater-Control Target Impedance / Voltage Limit Schedule + EGO Heater Additional Wait Time. If this check fails for any of the pre-catalyst sensors the CL pre-cat test status will indicate Pre or Post-cat EGO Lazy and the appropriate EGO Lazy fault for the sensor(s) is set. b. In addition, the system monitors EGO impedance feedback and verifies that impedance Indmar Products 2008 All Rights Reserved 17
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is equal to the fully warm EGOZ Impedance Target + EGO Heater Impedance Max Error. If any EGO impedance fails to reach the final target plus the impedance error tolerance the heater power is deemed low , the CL pre-cat test status Pre-cat EGO Power Low is generated, and the appropriate EGO Lazy fault for the sensor(s) is set. Once all pre-catalyst EGOs have reached the active threshold ('Pre-cat EGO impedance active threshold) the closed-loop system is activated and fueling perturbation begins at the nominal fueling target defined in the test setup parameters.

3. Pre-Catalyst EGO Sensor Check (CL Test State= Pre-cat voltage test & Pre-cat BM test) The purpose of this portion of the test is: 1. To validate that the pre-catalyst EGO sensor feedback is perturbating and providing feedback that correlates to commanded fueling excursions. 2. Attempt to identify leaks within the pre-catalyst sensor assembly and/or the exhaust system and/or identify significant fuel delivery problems. a. Once all pre-catalyst EGOs have reached the active threshold ('Pre-cat EGO impedance active threshold) closed-loop is activated and fueling perturbation begins at the nominal fueling target defined in the test setup parameters. During this time, adaptive learn is disabled and the fueling error is monitored (CL_BM). Once the closedloop system validates a certain number of EGO switches, the total fueling correction (CL_BM+A_BM) is compared to allowable fueling correction limit for the test (CL + adapt multiplier max value). b. If the fueling correction is within the limits defined in the calibration, the CL pre-cat test status will indicate Test Finished: Passed. c. This portion of the test will fail if the EGO fails to generate the required number of switching cycles or if the fueling correction is outside of the acceptable limits. The CL pre-cat test status will indicate Pre-cat EGO non-responsive or Pre-cat EGO fueling error status, respectively. In addition, the appropriate Closed-Loop High/Low fault will be generated if this check fails. 4. Post-Catalyst EGO Heater Diagnosis (CL Test State= Post-cat heater test & post-cat power test) The purpose of this portion of the test is: 1. To validate that the post-catalyst EGO heater element(s) are capable of heating the sense element(s) to a useable state. 2. To validate that the post-catalyst sense element(s) are operating at the desired temperature. a. Upon successful completion of the pre-catalyst EGO test checks, the system begins to monitor the post-catalyst sensor(s). The first check is to monitor EGO impedance feedback and verify impedance EGO impedance active threshold; this stage runs up Indmar Products 2008 18 All Rights Reserved
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to the maximum run time in the EGOZ Heater-Control Target Impedance / Voltage Limit Schedule + EGO Heater Additional Wait Time. If this check fails for any of the postcatalyst sensors the CL post-cat test status will indicate Post-cat EGO Lazy and the appropriate EGO Lazy fault for the sensor(s) is set. b. In addition, the system monitors EGO impedance feedback and verifies that impedance is equal to the fully warm EGOZ Impedance Target + EGO Heater Impedance Max Error. If any EGO impedance fails to reach the final target plus the impedance error tolerance the heater power is deemed low , the CL post-cat test status Post-cat EGO Power Low is generated, and the appropriate EGO Lazy fault for the sensor(s) is set. Once all post-catalyst EGOs have reached the active threshold ('Post-cat EGO impedance active threshold) the rich/lean test is run on the post-catalyst sensors.

5. Post-Catalyst EGO Sensor Check (CL Test State= Post-cat rich test & Post-cat lean test) The purpose of this portion of the test is: 1. To validate that the post-catalyst EGO sensor feedback is changing as a result of significant changes in pre-catalyst fueling. a. Command nominal fueling while applying the fueling multiplier(s) generated during the CL pre-cat voltage test mode (step 3a). b. Command a rich open-loop fueling command as defined in the calibration and monitor the post-catalyst EGO voltage feedback to verify that the sensors rich feedback is within tolerance. c. Command a lean open-loop fueling command as defined in the calibration and monitor the post-catalyst EGO voltage feedback to verify that the sensors lean feedback is within tolerance. d. If the post-catalyst EGO voltage feedback is within the limits defined in the calibration, the CL post-cat test status will indicate Test Finished: Passed and the CL Test State will indicate Finished. If post-cat voltage(s) fall outside of the rich/lean limits, CL postcat test status will indicate Post-cat EGO Rich Failure or Post-cat EGO Lean Failure and the EGO Lazy fault will be set for the appropriate sensor, respectively. The engine will return to idle upon completion or abortion of the of the closed-loop diagnostic test. NOTE: Be sure to check CL Test State, CL pre-cat test status, and CL post-cat test status to determine if the test was successful. If the test failed for ANY reason, faults will be displayed and configured system alarm(s) (soft warning, hard warning, or MIL) will be generated. Technicians should clear faults after running the Closed-Loop Test. States (CL Test State) 1) Inactive 2) Pre-cat init test 3) Pre-cat heater test 4) Pre-cat power test Indmar Products

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5) Pre-cat voltage test 6) Pre-cat BM test 7) Post-cat heater test 8) Post-cat power test 9) Post-cat rich test 10) Post-cat lean test 11) Finished 12) Invalid Pre-Catalyst Monitored Status (CL Pre-Cat Test Status) 1) Test Not Started 2) Test Running 3) Test Finished: Passed 4) Pre-cat EGO Lazy (generates appropriate EGO Lazy fault) 5) Pre-cat EGO Power Low 6) Pre-cat EGO non-responsive 7) Pre-cat EGO fueling error 8) Cannot start test (FPP or TCP % above limit is detected) Post-Catalyst Monitored Status (CL Post-Cat Test Status) 1) Test Not Started 2) Test Running 3) Test Finished: Passed 4) Post-cat EGO Lazy (generates appropriate EGO Lazy fault) 5) Post-cat EGO Power Low 6) Post-cat EGO Rich Failure 7) Post-cat EGO Lean Failure 8) Cannot start test (FPP or TCP % above limit is detected)

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Diagnostic Trouble Code Fault Descriptions

LDGCP and MGCP header pins are in standard font, HDGCP and MDGCP header pins are in italicized parentheses (##).

7.1 SPN & FMI to DTC Conversion Table

Indmar
SPN 29 29 51 51 51 51 51 51 51 84 91 91 91 91 91 91 100 100 100 100 100 102 102 102 102 102 105 105 105 105 106 106 108 108 110 110 110 110 FMI 3 4 3 4 0 1 7 7 31 8 3 4 16 18 31 19 1 1 0 3 4 3 4 0 1 2 3 4 15 0 16 4 0 1 3 4 15 0 DTC Code DTC 2128 DTC 2127 DTC 123 DTC 122 DTC 221 DTC 121 DTC 2112 DTC 2111 DTC 2135 DTC 502 DTC 2122 DTC 2123 DTC 2126 DTC 2121 DTC 1121 DTC 1630 DTC 524 DTC 524 DTC 521 DTC 523 DTC 522 DTC 238 DTC 237 DTC 234 DTC 299 DTC 236 DTC 113 DTC 112 DTC 111 DTC 127 DTC 108 DTC 107 DTC 2229 DTC 129 DTC 118 DTC 117 DTC 116 DTC 217

DTCConfigurations
Description FPP2 voltage high FPP2 voltage low TPS1 voltage high TPS1 voltage low TPS1-2 higher than expected TPS1-2 lower than expected Unable to reach higher TPS Unable to reach lower TPS TPS1/2 simultaneous voltages out-of-range Roadspeed input loss of signal FPP1 voltage high FPP1 voltage low FPP1-2 higher than expected FPP1-2 lower than expected FPP1/2 simultaneous voltages out-of-range (redundancy lost) J1939 ETC message receipt loss Oil pressure low Oil pressure sender low pressure Oil pressure sender high pressure Oil pressure sender high voltage Oil pressure sender low voltage TIP/TOP high voltage TIP/TOP low voltage Boost control overboost failure Boost control underboost failure TIP/TOP active IAT voltage high IAT voltage low IAT higher than expected stage 1 IAT higher than expected stage 2 MAP pressure high MAP voltage low BP pressure high BP pressure low ECT voltage high ECT voltage low ECT higher than expected stage 1 ECT higher than expected stage 2

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168 168 515 515 628 629 629 629 629 629 629 630 636 636 636 639 639 645 645 651 651 652 652 653 653 654 654 655 655 656 656 657 657 658 658 695 701 701 702 702 703 703 710 710 723 723 731 731 920 920

15 17 16 0 13 31 31 31 31 31 31 12 2 8 4 12 12 4 3 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 9 3 4 3 4 3 4 3 4 4 2 4 2 4 5

DTC 563 DTC 562 DTC 1111 DTC 1112 DTC 601 DTC 606 DTC 1612 DTC 1613 DTC 1614 DTC 1615 DTC 1616 DTC 604 DTC 336 DTC 16 DTC 337 DTC 1626 DTC 1627 DTC 2618 DTC 2619 DTC 261 DTC 262 DTC 264 DTC 265 DTC 267 DTC 268 DTC 270 DTC 271 DTC 273 DTC 274 DTC 276 DTC 277 DTC 279 DTC 280 DTC 282 DTC 283 DTC 1629 DTC 1511 DTC 1512 DTC 1513 DTC 1514 DTC 1517 DTC 1518 DTC 1515 DTC 1516 DTC 342 DTC 341 DTC 327 DTC 326 DTC 1641 DTC 1642

Vbat voltage high Vbat voltage low RPM above fuel rev limit level RPM above spark rev limit level Microprocessor failure - FLASH Microprocessor failure - COP Microprocessor failure - RTI 1 Microprocessor failure - RTI 2 Microprocessor failure - RTI 3 Microprocessor failure - A/D Microprocessor failure - Interrupt Microprocessor failure - RAM CRANK input signal noise Crank and/or cam could not synchronize during start Crank signal loss CAN-J1939 Tx fault CAN-J1939 Rx fault Tach output ground short Tach output short to power Injector 1 open or short to ground Injector 1 coil shorted Injector 2 open or short to ground Injector 2 coil shorted Injector 3 open or short to ground Injector 3 coil shorted Injector 4 open or short to ground Injector 4 coil shorted Injector 5 open or short to ground Injector 5 coil shorted Injector 6 open or short to ground Injector 6 coil shorted Injector 7 open or short to ground Injector 7 coil shorted Injector 8 open or short to ground Injector 8 coil shorted J1939 TSC1 message receipt loss AUX analog Pull-Up 1 high voltage AUX analog Pull-Up 1 low voltage AUX analog Pull-Up 2 high voltage AUX analog Pull-Up 2 low voltage AUX analog Pull-Up 3 high voltage AUX analog Pull-Up 3 low voltage AUX analog Pull-Down 1 high voltage AUX analog Pull-Down 1 low voltage Loss of CAM input signal CAM input signal noise Knock1 sensor open or not present Knock1 excessive or erratic signal Buzzer control ground short Buzzer open

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920 1079 1079 1079 1080 1080 1110 1192 1192 1213 1213 1213 1268 1268 1269 1269 1270 1270 1271 1271 1272 1272 1273 1273 1274 1274 1275 1275 1321 1321 1321 1323 1323 1324 1324 1325 1325 1326 1326 1327 1327 1328 1328 1329 1329 1330 1330 1347 1347 1348

3 3 4 31 3 4 31 3 4 4 5 3 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 4 5 3 11 31 11 31 11 31 11 31 11 31 11 31 11 31 11 31 5 6 4

DTC 1643 DTC 643 DTC 642 DTC 1611 DTC 653 DTC 652 DTC 1625 DTC 1131 DTC 1132 DTC 1644 DTC 650 DTC 1645 DTC 2300 DTC 2301 DTC 2303 DTC 2304 DTC 2306 DTC 2307 DTC 2309 DTC 2310 DTC 2312 DTC 2313 DTC 2315 DTC 2316 DTC 2318 DTC 2319 DTC 2321 DTC 2322 DTC 616 DTC 615 DTC 617 DTC 1311 DTC 301 DTC 1312 DTC 302 DTC 1313 DTC 303 DTC 1314 DTC 304 DTC 1315 DTC 305 DTC 1316 DTC 306 DTC 1317 DTC 307 DTC 1318 DTC 308 DTC 628 DTC 629 DTC 628

Buzzer control short to power Sensor supply voltage 1 high Sensor supply voltage 1 low Sensor supply voltage 1 and 2 out-of-range Sensor supply voltage 2 high Sensor supply voltage 2 low J1939 shutdown request WGP voltage high WGP voltage low MIL control ground short MIL open MIL control short to power Spark coil 1 primary open or short to ground Spark coil 1 primary shorted Spark coil 2 primary open or short to ground Spark coil 2 primary shorted Spark coil 3 primary open or short to ground Spark coil 3 primary shorted Spark coil 4 primary open or short to ground Spark coil 4 primary shorted Spark coil 5 primary open or short to ground Spark coil 5 primary shorted Spark coil 6 primary open or short to ground Spark coil 6 primary shorted Spark coil 7 primary open or short to ground Spark coil 7 primary shorted Spark coil 8 primary open or short to ground Spark coil 8 primary shorted Start relay ground short Start relay coil open Start relay coil short to power Cylinder 1 misfire detected Cylinder 1 emissions/catalyst damaging misfire Cylinder 2 misfire detected Cylinder 2 emissions/catalyst damaging misfire Cylinder 3 misfire detected Cylinder 3 emissions/catalyst damaging misfire Cylinder 4 misfire detected Cylinder 4 emissions/catalyst damaging misfire Cylinder 5 misfire detected Cylinder 5 emissions/catalyst damaging misfire Cylinder 6 misfire detected Cylinder 6 emissions/catalyst damaging misfire Cylinder 7 misfire detected Cylinder 7 emissions/catalyst damaging misfire Cylinder 8 misfire detected Cylinder 8 emissions/catalyst damaging misfire Fuel-pump high-side open or short to ground Fuel-pump high-side short to power Fuel pump relay control ground short

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1348 1348 1485 1485 1485 3050 3051 3217 3227 3256 3266 3673 3673 4236 4236 4237 4237 4238 4238 4239 4239 520197 520197 520199 520199 520199

5 3 4 5 3 11 11 5 5 5 5 3 4 0 1 0 1 0 1 0 1 4 2 11 11 11

DTC 627 DTC 629 DTC 686 DTC 685 DTC 687 DTC 420 DTC 430 DTC 134 DTC 154 DTC 140 DTC 160 DTC 223 DTC 222 DTC 1155 DTC 1156 DTC 171 DTC 172 DTC 1157 DTC 1158 DTC 174 DTC 175 DTC 332 DTC 331 DTC 2120 DTC 2125 DTC 1122

Fuel pump relay coil open Fuel pump relay coil short to power Power relay ground short Power relay coil open Power relay coil short to power Catalyst inactive on gasoline (Bank 1) Catalyst inactive on gasoline (Bank 2) EGO1 open / lazy EGO2 open / lazy EGO3 open / lazy EGO4 open / lazy TPS2 voltage high TPS2 voltage low Closed-loop gasoline bank1 high Closed-loop gasoline bank1 low Adaptive-learn gasoline bank1 high Adaptive-learn gasoline bank1 low Closed-loop gasoline bank2 high Closed-loop gasoline bank2 low Adaptive-learn gasoline bank2 high Adaptive-learn gasoline bank2 low Knock2 sensor open or not present Knock2 excessive or erratic signal FPP1 invalid voltage and FPP2 disagrees with IVS (redundancy lost) FPP2 invalid voltage and FPP1 disagrees with IVS (redundancy lost) FPP1/2 do not match each other or IVS (redundancy lost)

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SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start
5.7L
C Crankshaft
Camshaft HallEffect Cam Sensor

Grey Black/Wh Brown/ Wh

4 5Vext1 2 48 Cam Cam +

B A

Sensor

ECM

8.1L
A
Camshaft HallEffect Cam Sensor

Grey Black/Wh Brown/ Wh

5Vext1 Cam Cam +

B C

48

Sensor

ECM

LY6
Cam Phaser E D C
Camshaft Hall-Effect Cam Sensor

Yl/Bk Red/ Bk Bk/W h Brown/W h Grey

14

PW M LY6 Cam Phaser Cam -

B A

48

Cam + 5Vext1

Sensor

ECM

Crankshaft Position Sensor/Camshaft Position Sensor Check Condition- Engine Cranking or Running Fault Condition- Engine rotates without crank and/or cam synchronization Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Emissions related fault

The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-effect) installed in the engine block adjacent to a coded trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control. The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or halleffect) installed in the engine block or valve train adjacent to a coded trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control. The ECM must see a valid crankshaft position and camshaft position (if applicable) signal properly aligned during cranking before it can synchronize the injection and ignition systems to initiate starting. If engine speed > x RPM and the crank and/or cam (if applicable) can not synchronize within y cranking revs, this fault will set. Typically, this fault will result in an engine that will not start or run. Indmar Products 2008 25 All Rights Reserved
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SPN 636, FMI 8- Crank and/or Cam Could Not Synchronize During Start
Diagnostic Aids Check that crankshaft and/or camshaft position sensor(s) is/are securely connected to harness Check that crankshaft and/or camshaft position sensor(s) is/are securely installed into engine block Check crankshaft and/or camshaft position sensor(s) circuit(s) wiring for open circuit

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SPN 106, FMI 4 - MAP Low Voltage

Manifold Absolute Pressure Sensor Check Condition- Engine Cranking or Running Fault Condition-MAP sensor voltage feedback less than the limit defined in calibration when throttle position is greater than and engine speed is less than the operating conditions defined in calibration. Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, recommend power derate 1, disable adaptive learn fueling correction for keycycle, or any combination thereof as defined in calibration. Emissions related fault

The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the rate of airflow to the engine, which thereby determines the required fuel flow rate. This fault will set when the MAP sensor voltage feedback is sensed as lower than the sensor should normally produce as set in the diagnostic calibration. The limit is generally set at 0.10 VDC. In many cases, this condition is caused by the MAP sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the MAP circuit in the wireharness, a loss of sensor reference voltage, or a failure of the sensor. When this fault occurs, the ECM operates in a limp home mode in which an estimated MAP based on TPS feedback is used to fuel the engine. Recommended corrective actions include setting power derate 1, disabling adaptive learn for the remainder of the key-on cycle with closed-loop remain enabled, and outputting a warning to the user. If the MAP sensor is integrated in a TMAP sensor and an IAT High Voltage fault (DTC 113) is also present, the sensor is likely disconnected from the wireharness.

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SPN 106, FMI 4 - MAP Low Voltage

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SPN 106, FMI 16 - MAP High Pressure

Manifold Absolute Pressure Sensor Check Condition- Engine Cranking or Running Fault Condition-MAP is higher than the limit defined in calibration when throttle position is less than and engine speed is greater than the operating conditions defined in calibration. Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, or any combination thereof as defined in calibration. Power derate is sometimes used with this fault. Emissions related fault

The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used as an index for spark, fuel, base fuel, etc. and is used in conjunction with other inputs to determine the airflow rate to the engine. The air flow rate in conjunction with the base fuel command determines the fuel flow rate. This fault will set when the MAP reading is higher than it should be for the given TPS, and RPM. When the fault is set the engine will typically operate in a limp home mode using an estimated MAP based on TPS feedback. It is recommended that Adaptive Learn be disabled to prevent improper learning and population of the table. In addition, power derate is sometimes used.

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SPN 106, FMI 16 - MAP High Pressure

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SPN 11, FMI 15 - ECT Higher Than Expected Stage 1

ECT

B A

Yl

38 5V_rtn1
Vs=+5 VDC

Bk/Wh

Thermistor

ECM

ECT Sensor Engine Coolant Temperature Sensor Check Condition-Engine Running Fault Condition-Engine Coolant Temperature reading or estimate greater than the stage 1 limit when operating at a speed greater than defined in the diagnostic calibration Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction during active fault. Recommend a power derate 1/2 and/or a low rev limit to protect engine from possible damage. Non-emissions related fault

The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will help protect the engine in the event of over temperature. When the coolant exceeds x deg. F and engine RPM exceeds y RPM for the latch time this fault will set.

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SPN 11, FMI 15 - ECT Higher Than Expected Stage 1

Diagnostic Aids If the ECT High Voltage fault is also present, follow the troubleshooting procedures for that fault as it may have caused ECT Higher Than Expected 1. If the cooling system utilizes an air-to-water heat exchanger (radiator) and fan: o Check that the radiator has a proper amount of ethylene glycol/water and that the radiator is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure connections are leak free o Check that the fan is operating properly o Check that the thermostat is not stuck closed If the cooling system utilizes a water-to-water heat exchanger: o Check that the heat exchanger has a proper amount of ethylene glycol/water and that the heat exchanger is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure connections are leak free o Check that the raw water pickup is not blocked/restricted by debris and that the hose is tightly connected o Check that the thermostat is not stuck closed o Check that the raw water pump/impeller is tact and that it is not restricted

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SPN 110, FMI 4 - ECT/CHT Low Voltage

ECT

B A

Yl

38 5V_rtn1
Vs=+5 VDC

Bk/Wh

Thermistor

ECM

ECT Sensor Engine Coolant Temperature Sensor Check Condition-Engine Running Fault Condition-CHT/ECT sensor voltage less than the limit defined in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction during active fault, or any combination thereof as defined in calibration. Recommend a power derate 1/2 to reduce the possibility of engine damage due to the inability to sense temperature. Non-emissions related fault

The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable certain features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is less than the limit defined in the diagnostic calibration anytime the engine is running. The limit is generally set to 0.10 VDC. The ECM will use a default value for the CHT/ECT sensor in the event of this fault.

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SPN 110, FMI 4 - ECT/CHT Low Voltage

Key On, Engine Running System Mode= Running

Does DST display an ECT voltage less the limit defined in calibration?

Yes

Key Off Disconnect ECT sensor from harness Key On, Engine Off System Mode= Stopped

No

Intermittent Problem Does DST display ECT voltage of 4.9 VDC or greater?

Yes Faulty ECT sensor

No Sensor signal circuit shorted to ground, check wireharness for ground short Faulty ECM

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SPN 110, FMI 3 - ECT/CHT High Voltage

ECT

B A

Yl

38 5V_rtn1
Vs=+5 VDC

Bk/Wh

Thermistor

ECM

ECT Sensor

Engine Coolant Temperature Sensor Check Condition-Engine Running Fault Condition-CHT/ECT sensor voltage higher than the limit defined in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction during active fault, or any combination thereof as defined in calibration. Recommend a power derate 1/2 to reduce the possibility of engine damage due to the inability to sense temperature. Non-emissions related fault

The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is higher than the high voltage limit as defined in the diagnostic calibration anytime the engine is running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the CHT/ECT sensor being disconnected from the engine harness, an open-circuit or short-to-power of the CHT/ECT circuit in the wireharness, or a failure of the sensor. The ECM will use a default value for the CHT/ECT sensor in the event of this fault.

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SPN 110, FMI 3 - ECT/CHT High Voltage

Key On, Engine Off System Mode= Stopped

Does DST display ECT voltage greater than limit set in calibration?

Yes

Disconnect ECT sensor from harness Jumper across terminals at connector

No Does DST display ECT voltage of 0.1 or less? Yes Faulty connection to sensor Faulty ECT sensor

Intermittent Problem

No Jumper ECT sensor signal to ground

Does DST display ECT voltage of 0.1 or less?

Yes

Open ECT ground (5Vrtn1) circuit Faulty connection to sensor Faulty ECT sensor

No

Key off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECT input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Is the resistance < 5 ohms?

Yes

Faulty ECM connection Faulty ECM

No Faulty Harness

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SPN 51, FMI 1 - TPS1 % Lower Than TPS2 %

Throttle Body-Throttle Position Sensor 1 & 2 (electronic throttle body only) Check Condition-Key-On, Engine Cranking, or Running Fault Condition-TPS1 lower than TPS2 by the % set in the diagnostic calibration Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS1 % is lower than TPS2 % by the amount defined in the diagnostic calibration. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. During this active fault, an audible/visual alert device is activated and either an engine shutdown should is triggered or throttle control is set to use the higher of the two feedback signals for control in combination with a low rev limit and/or power derate.

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SPN 51, FMI 1 - TPS1 % Lower Than TPS2 %

Key On, Engine Off System Mode=Stopped Enable DBW Test mode Slowly depress FPP sensor NOTE: To sweep throttle on stationary applications, go to DBW page and type desired throttle opening % in the TPS Command box.

Is TPS1 and TPS2 difference more than 20%?

Yes

Key Off Disconnect throttle from harness Key On, Engine Off System Mode=Stopped Enable DBW Test mode

No Intermittent Problem Is the voltage for both TPS1 and TPS2 < 0.100 VDC?

Yes

Connect TPS1 signal to the 5V reference at throttle connector while observing TPS1 voltage. Repeat for TPS2

No TPS (the one over 0.1volts) is shorted to voltage in the harness Faulty ECM

Faulty Connection at Throttle Faulty Throttle

Yes

Does DST display both TPS1 and TPS2 voltage over 4.90 VDC when each is connected to 5Vref?

No Key off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between TPS1 & 2 input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

TPS1 or TPS2 signal shorted to ground in harness Faulty ECM connection Faulty ECM

Yes

Are both resistances < 5 ohms?

No Faulty Harness

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SPN 51, FMI 4 - TPS1 Signal Voltage Low

Throttle Body-Throttle Position Sensor 1 Check Condition-Key On, Engine Cranking or Running Fault Condition-TPS1 sensor voltage lower than the limit defined in the diagnostic calibration Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS1 voltage is lower than the low voltage limit as defined in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the TPS sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the TPS circuit in the wireharness, or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active. Indmar Products 2008 45 All Rights Reserved
Draft Rev. A-Jan. 2008

SPN 51, FMI 4 - TPS1 Signal Voltage Low

Indmar Products

2008 46

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SPN 51, FMI 3 - TPS1 Signal Voltage High

Throttle Body-Throttle Position Sensor 1 Check Condition-Key On, Engine Cranking or Running Fault Condition-TPS1 sensor voltage higher than the limit defined in the diagnostic calibration Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In mechanical throttle bodies this sensor is typically used to help improve return-to-idle governing when working in combination with an Idle Air Control motor. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS1 voltage is higher than the limit set in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by a short-to-power of the TPS circuit in the wireharness or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active. Indmar Products 2008 47 All Rights Reserved
Draft Rev. A-Jan. 2008

SPN 51, FMI 3 - TPS1 Signal Voltage High

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2008 48

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SPN 108, FMI 1 - BP Low Pressure

Barometric Pressure Check Condition-Key On, Engine Off or after BP estimate during low-speed/high load operation Fault Condition-Barometric Pressure is less than x psia Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle Emissions related fault

Barometric Pressure is estimated from the MAP sensor at key-on and in some calibrations during low speed/high load operation as defined in the engines calibration. The barometric pressure value is used for fuel and airflow calculations and equivalence ratio targets based on altitude. This fault sets if the barometric pressure is lower than x psia as defined in the diagnostic calibration.

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2008 51

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SPN 108, FMI 1 - BP Low Pressure

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SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Before Catalyst) Check Condition- Engine Running Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor about stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear analog output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback. This fault should disable closed-loop when it is active and adaptive learn for the key-cycle.

Indmar Products

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SPN 3217, FMI 5 - EGO1 Open/Lazy (HO2S1)

Key on - Engine running Run Mode= Running Fuel Control Mode=CL Active or CL+Adapt Using a DMM, check continuity from ECM header to HO2S signal at sensor connector Check continuity from HO2S signal return at sensor connector to Analog Return at the ECM header

Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes) Ensure that Closed-Loop is Active (CL Active or CL+Adapt)

Is the resistance < 5 ohms?

Yes

Using a DST check the HEGO impedance feedback versus target

No Is HO2S voltage fixed between 0.4 and 0.6 volts ? Yes Repair wiring harness and retest Is impedance within +/50 ohms of target? No Using a DMM, check continuity from ECM header to HO2S heater low-side circuit Check continuity from HO2S heater high-side to power relay Replace HO2S Sensor and retest. No Yes

Is the resistance < 5 ohms?

Yes

With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and at sensor Alternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and at sensor

No HO2S Heater is not functional or sensor element is cracked Replace HO2S Sensor Does measured DC or voltage = commanded DC or voltage displayed in DST?

Repair wiring harness and retest

Yes

No

Replace ECM

No

Is HO2S properly functioning ?

Yes HO2S sensor was faulty

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2008 54

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SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 2/After Catalyst) Check Condition- Engine Running Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp. Emissions related fault

In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either CL Active or CL + Adapt control modes. This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback.

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SPN 3256, FMI 5 - EGO3 Open/Lazy (HO2S3)

Key on - Engine running Run Mode= Running Fuel Control Mode=CL Active or CL+Adapt Using a DMM, check continuity from ECM header to HO2S signal at sensor connector Check continuity from HO2S signal return at sensor connector to Analog Return at the ECM header

Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes) Ensure that Closed-Loop is Active (CL Active or CL+Adapt)

Is the resistance < 5 ohms?

Yes

Using a DST check the HEGO impedance feedback versus target

No Is HO2S voltage fixed between 0.4 and 0.6 volts ? Yes Repair wiring harness and retest Is impedance within +/50 ohms of target? No Using a DMM, check continuity from ECM header to HO2S heater low-side circuit Check continuity from HO2S heater high-side to power relay Replace HO2S Sensor and retest. No Yes

Is the resistance < 5 ohms?

Yes

With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and at sensor Alternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and at sensor

No HO2S Heater is not functional or sensor element is cracked Replace HO2S Sensor Does measured DC or voltage = commanded DC or voltage displayed in DST?

Repair wiring harness and retest

Yes

No

Replace ECM

No

Is HO2S properly functioning ?

Yes HO2S sensor was faulty

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SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Before Catalyst) Check Condition- Engine Running Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle and closed-loop fueling correction during active fault if used for pre-catalyst control. Emissions related fault

In a pre-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either CL Active or CL + Adapt control modes. This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback. If used as a pre-catalyst sensor, this fault should disable closedloop when it is active and adaptive learn for the key-cycle.

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SPN 3227, FMI 5 - EGO2 Open/Lazy (HO2S2)

Key on - Engine running Run Mode= Running Fuel Control Mode=CL Active or CL+Adapt Using a DMM, check continuity from ECM header to HO2S signal at sensor connector Check continuity from HO2S signal return at sensor connector to Analog Return at the ECM header

Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes) Ensure that Closed-Loop is Active (CL Active or CL+Adapt)

Is the resistance < 5 ohms?

Yes

Using a DST check the HEGO impedance feedback versus target

No Is HO2S voltage fixed between 0.4 and 0.6 volts ? Yes Repair wiring harness and retest Is impedance within +/50 ohms of target? No Using a DMM, check continuity from ECM header to HO2S heater low-side circuit Check continuity from HO2S heater high-side to power relay Replace HO2S Sensor and retest. No Yes

Is the resistance < 5 ohms?

Yes

With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and at sensor Alternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and at sensor

No HO2S Heater is not functional or sensor element is cracked Replace HO2S Sensor Does measured DC or voltage = commanded DC or voltage displayed in DST?

Repair wiring harness and retest

Yes

No

Replace ECM

No

Is HO2S properly functioning ?

Yes HO2S sensor was faulty

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SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 2/Before Catalyst) Check Condition- Engine Running Fault Condition- HEGO/HO2S or UEGO cold longer than the time defined in the calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly disable adaptive learn and closed-loop during active fault Emissions related fault

In a post-catalyst configuration the HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either CL Active or CL + Adapt control modes. This fault will set if the sensor element is cold, non-responsive, or inactive for x seconds as defined in the diagnostic calibration. Cold, non-responsive, or inactive are determined based on two criteria 1) a measurement of the feedback sense element (zirconia) to determine its temperature or 2) a lack of change in sensor feedback.

Indmar Products

2008 59

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SPN 3266, FMI 5 - EGO4 Open/Lazy (HO2S4)

Key on - Engine running Run Mode= Running Fuel Control Mode=CL Active or CL+Adapt Using a DMM, check continuity from ECM header to HO2S signal at sensor connector Check continuity from HO2S signal return at sensor connector to Analog Return at the ECM header

Warm engine to normal operating temperature (ECM must have been powered for > 5 minutes) Ensure that Closed-Loop is Active (CL Active or CL+Adapt)

Is the resistance < 5 ohms?

Yes

Using a DST check the HEGO impedance feedback versus target

No Is HO2S voltage fixed between 0.4 and 0.6 volts ? Yes Repair wiring harness and retest Is impedance within +/50 ohms of target? No Using a DMM, check continuity from ECM header to HO2S heater low-side circuit Check continuity from HO2S heater high-side to power relay Replace HO2S Sensor and retest. No Yes

Is the resistance < 5 ohms?

Yes

With the HO2S sensor connected to the wireharness measure the heater control duty-cycle across heater + and at sensor Alternatively, with the HO2S sensor connected to the wireharness measure the heater control voltage across heater + and at sensor

No HO2S Heater is not functional or sensor element is cracked Replace HO2S Sensor Does measured DC or voltage = commanded DC or voltage displayed in DST?

Repair wiring harness and retest

Yes

No

Replace ECM

No

Is HO2S properly functioning ?

Yes HO2S sensor was faulty

Indmar Products

2008 60

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SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 adaptive fuel multiplier higher than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-toengine build variances, and component degradation. This fault sets if the Adaptive multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

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SPN 4237, FMI 0 - Adaptive Lean Bank 1 High (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems. Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition. Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

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SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 adaptive fuel multiplier lower than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-toengine build variances, and component degradation. This fault sets if the Adaptive multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

Indmar Products

2008 63

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SPN 4237, FMI 1 - Adaptive Learn Bank1 Low (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-toground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 64

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Draft Rev. A-Jan. 2008

SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 2 adaptive fuel multiplier higher than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-toengine build variances, and component degradation. This fault sets if the Adaptive multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

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2008 65

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SPN 4239, FMI 0 - Adaptive-Learn Bank 2 High (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems. Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition. Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 66

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SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)

PK/BK

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 2 adaptive fuel multiplier lower than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the Adaptive Learn fuel multiplier is to adjust fuel flow due to variations in fuel composition, engine wear, engine-toengine build variances, and component degradation. This fault sets if the Adaptive multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

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2008 67

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SPN 4239, FMI 1 - Adaptive-Learn Bank 2 Low (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-toground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 68

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Draft Rev. A-Jan. 2008

SPN 110, FMI 0 - ECT Higher Than Expected 2

ECT

B A

Yl

38 5V_rtn1
Vs=+5 VDC

Bk/Wh

Thermistor

ECM

ECT Sensor Engine Coolant Temperature Sensor Check Condition-Engine Running Fault Condition-Engine Coolant Temperature reading or estimate greater than the stage 2 limit when operating at a speed greater than defined in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction during active fault. Recommend a power derate 2 and/or a forced idle or engine shutdown to protect engine from possible damage. Non-emissions related fault

The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will help protect the engine in the event of over temperature. When the coolant exceeds x deg. F and engine RPM exceeds y RPM for the latch time this fault will set.

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SPN 110, FMI 0 - ECT Higher Than Expected 2

Diagnostic Aids If the ECT High Voltage fault is also present, follow the troubleshooting procedures for that fault as it may have caused ECT Higher Than Expected 2. If the cooling system utilizes an air-to-water heat exchanger (radiator) and fan: o Check that the radiator has a proper amount of ethylene glycol/water and that the radiator is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure connections are leak free o Check that the fan is operating properly o Check that the thermostat is not stuck closed If the cooling system utilizes a water-to-water heat exchanger: o Check that the heat exchanger has a proper amount of ethylene glycol/water and that the heat exchanger is not leaking o Ensure that there is no trapped air in the cooling path o Inspect the cooling system (radiator and hoses) for cracks and ensure connections are leak free o Check that the raw water pickup is not blocked/restricted by debris and that the hose is tightly connected o Check that the thermostat is not stuck closed o Check that the raw water pump/impeller is tact and that it is not restricted

Indmar Products

2008 70

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DTC 219- RPM Higher Than Max Allowed Governed Speed

Max Govern Speed Override- Crankshaft Position Sensor Check Condition-Engine Running Fault Condition-Engine speed greater than the max gov override speed as defined in the diagnostic calibration Corrective Action(s): Sound audible warning or illuminate secondary warning lamp, reduce throttle to limit speed. Recommend closed loop and adaptive learn fueling correction remains active during fault. Non-emissions related fault

This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage. The throttle will be lowered in order to govern the engine to the speed set in the diagnostic calibration.

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DTC 219- RPM Higher Than Max Allowed Governed Speed

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body

Indmar Products

2008 72

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SPN 51, FMI 0 - TPS1 % Higher Than TPS2 %

Throttle Body-Throttle Position Sensor 1 & 2 (electronic throttle body only) Check Condition-Key-On, Engine Cranking, or Running Fault Condition-TPS1 lower than TPS2 by the % set in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS1 % is higher than TPS2 % by the amount defined in the diagnostic calibration. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. During this active fault, an audible/visual alert device is activated and either an engine shutdown should is triggered or throttle control is set to use the higher of the two feedback signals for control in combination with a low rev limit and/or power derate.

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SPN 51, FMI 0 - TPS1 % Higher Than TPS2 %

Key On, Engine Off System Mode=Stopped Enable DBW Test mode Slowly depress FPP sensor NOTE: To sweep throttle on stationary applications, go to DBW page and type desired throttle opening % in the TPS Command box.

Is TPS1 and TPS2 difference more than 20%?

Yes

Key Off Disconnect throttle from harness Key On, Engine Off System Mode=Stopped Enable DBW Test mode

No Intermittent Problem Is the voltage for both TPS1 and TPS2 < 0.100 VDC?

Yes

Connect TPS1 signal to the 5V reference at throttle connector while observing TPS1 voltage. Repeat for TPS2

No TPS (the one over 0.1volts) is shorted to voltage in the harness Faulty ECM

Faulty Connection at Throttle Faulty Throttle

Yes

Does DST display both TPS1 and TPS2 voltage over 4.90 VDC when each is connected to 5Vref?

No Key off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between TPS1 & 2 input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

TPS1 or TPS2 signal shorted to ground in harness Faulty ECM connection Faulty ECM

Yes

Are both resistances < 5 ohms?

No Faulty Harness

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SPN 3673, FMI 4 - TPS2 Signal Voltage Low

Throttle Body-Throttle Position Sensor 2 (electronic throttle body only) Check Condition-Key-On, Engine Cranking, or Running Fault Condition-TPS2 sensor voltage lower than the limit defined in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS2 voltage is lower than the low voltage limit as defined in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by the TPS sensor being disconnected from the engine harness, an open-circuit or short-to-ground of the TPS circuit in the wireharness, or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.

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SPN 3673, FMI 4 - TPS2 Signal Voltage Low

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SPN 3673, FMI 3 - TPS2 Signal Voltage High

Throttle Body-Throttle Position Sensor 2 (electronic throttle body only) Check Condition-Key-On, Engine Cranking, or Running Fault Condition-TPS2 sensor voltage higher than the limit defined in the diagnostic calibration Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp, shutdown engine Non-emissions related fault

The throttle controls the airflow through the engine, directly affecting the power output of the engine. When the throttle is electronically controlled in an Electronic Throttle Body it can be used to control the idle stability and limit engine speed based on operating conditions. The Throttle Position Sensor uses either 1) a variable resistor and voltage divider circuit or 2) a non-contact hall-effect sensor to determine throttle plate position, and is located within the throttle body. The output of the TPS is linear with angular position. The TPS input(s) provide angular position feedback of the throttle plate. In an Electronic Throttle Body multiple position feedback sensors (usually two counteracting potentiometers/hall-effects) are used to perform speed governing with improved safety and redundancy. This fault will set if TPS2 voltage is higher than the limit set in the diagnostic calibration at any operating condition while the engine is cranking or running. The limit is generally set to 4.90 VDC. In many cases, this condition is caused by a short-to-power of the TPS circuit in the wireharness or a failure of the sensor. This fault should be configured to trigger an engine shutdown and the engine will not start with this fault active.

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SPN 3673, FMI 3 - TPS2 Signal Voltage High

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2008 78

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SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground

Injector #1 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 1st injector in the firing order or for the injector on cylinder #1 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 651, FMI 5 - Injector Driver #1 Open/Short-To-Ground

Firing Order Example

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SPN 651, FMI 6 - Injector Driver #1 Short-To-Power

Injector #1 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 1st injector in the firing order or for the injector on cylinder #1 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 651, FMI 6 - Injector Driver #1 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 262 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #1 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ1_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ1_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

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SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground

Injector #2 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 2nd injector in the firing order or for the injector on cylinder #2 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 652, FMI 5 - Injector Driver #2 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 264 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #2 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ2_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ2_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ2_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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SPN 652, FMI 6 - Injector Driver #2 Short-To-Power

Injector #2 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 2nd injector in the firing order or for the injector on cylinder #2 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 652, FMI 6 - Injector Driver #2 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 265 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #2 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ2_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ2_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

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SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground

Injector #3 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 3rd injector in the firing order or for the injector on cylinder #3 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 653, FMI 5 - Injector Driver #3 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 265 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #3 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ3_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ3_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ3_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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SPN 653, FMI 6 - Injector Driver #3 Short-To-Power

Injector #3 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 3rd injector in the firing order or for the injector on cylinder #3 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 653, FMI 6 - Injector Driver #3 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 268 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #3 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ3_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ3_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

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2008 98

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SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground

Injector #4 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 4th injector in the firing order or for the injector on cylinder #4 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 654, FMI 5 - Injector Driver #4 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 270 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #4 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ4_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ4_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ4_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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2008 100

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SPN 654, FMI 6 - Injector Driver #4 Short-To-Power

Injector #4 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 4th injector in the firing order or for the injector on cylinder #4 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 654, FMI 6 - Injector Driver #4 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 271 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #4 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ4_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ4_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Indmar Products

2008 102

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SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground

Injector #5 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 5th injector in the firing order or for the injector on cylinder #5 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration. .

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SPN 655, FMI 5 - Injector Driver #5 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 273 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #5 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ5_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

Indmar Products

2008 104

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SPN 655, FMI 6 - Injector Driver #5 Short-To-Power

Injector #5 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 5th injector in the firing order or for the injector on cylinder #5 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

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SPN 655, FMI 6 - Injector Driver #5 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 274 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #5 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ5_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ5_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Indmar Products

2008 106

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SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground

Injector #6 (FO) Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 6th injector in the firing order or for the injector on cylinder #6 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

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2008 107

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SPN 656, FMI 5 - Injector Driver #6 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 273 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #5 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ5_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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SPN 656, FMI 6 - Injector Driver #6 Short-To-Power

Injector #6 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 6th injector in the firing order or for the injector on cylinder #6 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

Indmar Products

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SPN 656, FMI 6 - Injector Driver #6 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 277 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #6 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ6_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ6_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Indmar Products

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SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground

Injector #7 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 7th injector in the firing order or for the injector on cylinder #7 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

Indmar Products

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SPN 657, FMI 5 - Injector Driver #7 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 273 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #5 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ5_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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SPN 657, FMI 6 - Injector Driver #7 Short-To-Power

Injector #7 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 7th injector in the firing order or for the injector on cylinder #7 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

Indmar Products

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SPN 657, FMI 6 - Injector Driver #7 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 280 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #7 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ7_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ7_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Indmar Products

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SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground

Injector #8 Coil or Driver Open Circuit or Short-to-Ground Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM greater than x volts and injector low-side less than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 8th injector in the firing order or for the injector on cylinder #8 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects low feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the off-state and battery voltage is greater than x volts for the number of injector firings as defined in the diagnostic calibration.

Indmar Products

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SPN 658, FMI 5 - Injector Driver #8 Open/Short-To-Ground

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 273 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #5 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does either measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ5_LS wire in the injector connector to battery ground and then to analog ground in the harness

No

Faulty harness (shortto-ground)

Yes

Does either measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between INJ5_LS output at ECM header and lowside signal at injector connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at injector or ECM Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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SPN 658, FMI 6 - Injector Driver #8 Short-To-Power

Injector #8 Coil or Driver Short-to-Power Check Condition-Key-On, Engine Running Fault Condition-Battery voltage at ECM less than x volts and injector low-side greater than y volts for z injector firings as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn and closed-loop fueling correction for key-cycle, possibly set power derate, low rev limit, or forced idle to protect aftertreatment from potential damage. Emissions-related fault

The fuel injector is an electronically controlled valve and nozzle that is controlled to deliver a precise quantity of fuel to a cylinder (Sequential Port Fuel Injection) or the entire engine (Throttle Body Injection). This fault sets for either the 8th injector in the firing order or for the injector on cylinder #8 depending on the Firing Order/Block Order configuration of the engines calibration. This fault will set if the ECM detects higher than expected feedback voltage (y VDC) on the injector coil while the injector drive circuit is in the on-state and battery voltage is less than x volts for the number of injector firings as defined in the diagnostic calibration.

Indmar Products

2008 117

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SPN 658, FMI 6 - Injector Driver #8 Short-To-Power

Firing Order Example
Key On, Engine Running System Mode= Running

Clear system fault

Does DTC 283 reset with engine idling?

Yes

Key Off Disconnect harness connector from injector #8 FO Using a DMM measure the resistance across the injector coil

No

Intermittent fault

Does the DMM Yes indicate a resistance < (nominal design resistance 2.0 ohms)?

Measure resistance from the INJ8_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No Faulty Injector, replace (coil open)

Disconnect wireharness header from ECM

Yes

Does measurement indicate a resistance < 5.0 ohms?

Measure resistance from the INJ8_LS wire in the injector connector to all voltage sources in the harness (Vbat, Vsw, Relay Power, 5Vref1, INJ_HS)

No

Replace Injector and retest

Faulty harness (shortto-power)

Yes

Does measurement indicate a resistance < 5.0 ohms?

No Faulty ECM (internal ground short)

Indmar Products

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SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1

Cylinder #1 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 121 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #1 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

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SPN 1323, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #1

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

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SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2

Cylinder #2 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 124 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #2 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

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SPN 1324, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #2

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 126

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SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3

Cylinder #3 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 127 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #3 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 128

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SPN 1325, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #3

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 129

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Draft Rev. A-Jan. 2008

SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4

Cylinder #4 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 130 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #4 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 131

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1326, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #4

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 132

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5

Cylinder #5 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 133 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #5 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 134

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1327, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #5

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 135

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6

Cylinder #6 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 136 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #6 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 137

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1328, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #6

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 138

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7

Cylinder #7 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 139 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #7 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 140

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1329, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #7

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 141

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8

Cylinder #8 Misfire Detected-Emissions/Catalyst Damaging Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components Indmar Products 2008 142 All Rights Reserved
Draft Rev. A-Jan. 2008

2) Emissions are higher than allowed by legislation due to the presence or misfire. Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #8 exceeds the emissions/catalyst misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 143

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1330, FMI 31 - Emissions/Catalyst Damage Misfire Detected Cylinder #8

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 144

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal

Knock sensor #1 Check Condition- Key On, Engine On Fault Condition- Knock sensor 1 indicates an excessive signal level Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to unsensed detonation Emissions related fault

The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and learn between spark tables based on fuel quality. This fault sets if the signal from knock sensor 1 is higher than expected for low load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.

Indmar Products

2008 145

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 731, FMI 2 - Knock 1 Excessive or Erratic Signal

y y Key On- Engine Running Run Mode= "Running" y y Key On-Engine off Run Mode="Stopped"

Operate engine at the condition that generated the fault as indicated in fault snapshot Verify that DTC 326 is active

Using a DVOM, is the voltage potential between knock 1+ and Vbat >80% of Vbat?

No

y y

Possible faulty sensor Intermittent fault

Disconnect knock sensor 1 from wireharness Yes

Operate engine at the condition that generated the fault as indicated in fault snapshot

Disconnect wireharness header from ECM

Does the DST indicate DTC 326 as active?

Yes

Using a DVOM, is the voltage potential between knock 1+ and Vbat >80% of Vbat?

Yes

Faulty wireharness

No

No

Faulty sensor, replace

Possible faulty ECM

Indmar Products

2008 146

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present

Knock sensor #1 Check Condition- Key On, Engine On Fault Condition- Knock sensor 1 signal low while engine speed is greater than x RPM and MAP is greater than y psia as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation Emissions related fault

The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and learn between spark tables based on fuel quality. This fault sets if the signal from knock sensor 1 is lower than expected for higher speed and load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.

Indmar Products

2008 147

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 731, FMI 4 - Knock 1 Sensor Open or Not Present

Indmar Products

2008 148

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal

Knock sensor #2 Check Condition- Key On, Engine On Fault Condition- Knock sensor 2 indicates an excessive signal level Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation Emissions related fault

The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and learn between spark tables based on fuel quality. This fault sets if the signal from knock sensor 2 is higher than expected for low load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.

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SPN 520197, FMI 2 - Knock 2 Excessive or Erratic Signal

y y Key On- Engine Running Run Mode= "Running" y y Key On-Engine off Run Mode="Stopped"

Operate engine at the condition that generated the fault as indicated in fault snapshot Verify that DTC 331 is active

Using a DVOM, is the voltage potential between knock 1+ and Vbat >80% of Vbat?

No

y y

Possible faulty sensor Intermittent fault

Disconnect knock sensor 2 from wireharness Yes

Operate engine at the condition that generated the fault as indicated in fault snapshot

Disconnect wireharness header from ECM

Does the DST indicate DTC 331 as active?

Yes

Using a DVOM, is the voltage potential between knock 1+ and Vbat >80% of Vbat?

Yes

Faulty wireharness

No

No

Faulty sensor, replace

Possible faulty ECM

Indmar Products

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SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present

Knock sensor #2 Check Condition- Key On, Engine On Fault Condition- Knock sensor 2 signal low while engine speed is greater than x RPM and MAP is greater than y psia as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly power derate the engine, and retard spark to Faulted KNK Retard level to protect engine from possible damage due to inability to sense detonation Emissions related fault

The knock sensor is used to detect detonation through mechanical vibration in the engine block and/or cylinder heads and provide feedback for the ignition system to retard spark to reduce knock intensity. In most applications the knock sensor is used to protect the engine from damage that can be caused from detonation or knock based on fixed spark advance. In other applications, the knock sensor is used to optimize spark advance and learn between spark tables based on fuel quality. This fault sets if the signal from knock sensor 2 is lower than expected for higher speed and load operation as defined in calibration. If this fault sets, spark is lowered by the amount defined in calibration for Faulted KNK Retard.

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SPN 520197, FMI 4 - Knock 2 Sensor Open or Not Present

Key On, Engine Running System Mode= Running

Operate the engine at the minimum RPM and MAP defined in diagnostic calibration for the knock sensor open fault

Does DTC 332 reset?

Yes

Key Off Disconnect knock sensor from wireharness

No

Intermittent fault

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between Knock 2 (+) output at ECM header and knock sensor connector. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (open-circuit)

Yes Check resistance between Knock 2 (+) and ground and 5Vrtn1 (Analog Return)

Does DMM indicate a resistance < 5.0 ohms?

Yes Faulty harness (ground short)

No

Inspect knock wiring in harness

Is wiring properly twisted?

No

Faulty harness

Yes Faulty sensor (replace and retest) Faulty ECM

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SPN 636, FMI 2 -Crank Input Signal Noise

Crankshaft Position sensor Check Condition- Key On, Engine On Fault Condition- Electrical noise or irregular crank pattern detected causing x number of crank re-synchronization events as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp and disable adaptive fueling correction for remainder of key-cycle. Emissions related fault

The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-effect) installed in the engine block adjacent to a coded trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control. The ECM must see a valid crankshaft position signal while running. If no signal is present, the signal amplitude is too high (due to improper air gap with respect to trigger wheel), or an irregular crank pattern is detected causing the ECM to resynchronize x times for y ms or longer as defined in the diagnostic calibration, this fault will set. Irregular crank patterns can be detected by the ECM due to electrical noise, poor machining of trigger wheel, or trigger wheel runout and/or gear lash. Ensure crank circuit used with VR/magnetic pick-up sensors are properly twisted.

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SPN 636, FMI 2 -Crank Input Signal Noise

Key On, Engine Running System Mode= Running

Operate engine at condition that set fault based on fault snapshot

Does DTC 336 reset ?

Yes

Is crank sensor a VR/ magnetic pick-up?

No

Check wiring and electrical connections between crankshaft position sensor and ECM

No Intermittent fault

Yes Is the wiring OK? No Repair wireharness

Faulty wireharness (twist circuit)

No

Yes Is wiring between sensor and ECM properly twisted?

Poor system ground Bad crankshaft position sensor Bad ECM

Yes

Increase the air gap between sensor and trigger wheel

Yes

Does fault only occur at high operating speeds?

No Check wiring and electrical connections between crankshaft position sensor and ECM

Repair wireharness

No

Is the wiring OK?

Yes

Poor system ground Bad crankshaft position sensor Bad ECM

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SPN 636, FMI 4 -Loss of Crankshaft Input Signal

Crankshaft Position sensor Check Condition- Key On, Engine On Fault Condition- Loss of crankshaft position signal while valid camshaft position signals continue for x number of cam pulses as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Emissions related fault

The crankshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or hall-effect) installed in the engine block adjacent to a coded trigger wheel located on the crankshaft. The sensor-trigger wheel combination is used to determine crankshaft position (with respect to TDC cylinder #1 compression) and the rotational engine speed. Determination of the crankshaft position and speed is necessary to properly activate the ignition, fuel injection, and throttle governing systems for precise engine control. The ECM must see a valid crankshaft position signal while running. If no signal is present while x cam pulses continue the fault will set. The engine typically stalls or dies as a result of this fault condition due to the lack of crankshaft speed input resulting in the inability to control ignition timing.

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SPN 636, FMI 4 -Loss of Crankshaft Input Signal

Diagnostic Aids Check that crankshaft position sensor is securely connected to harness Check that crankshaft position sensor is securely installed into engine block Check crankshaft position sensor circuit wiring for open circuit

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SPN 723, FMI 2 -Camshaft Input Signal Noise

5.7L
C Crankshaft
Camshaft HallEffect Cam Sensor

Grey Black/Wh Brown/ Wh

4 5Vext1 2 48 Cam Cam +

B A

LY6
Cam Phaser E D C
Camshaft Hall-Effect Cam Sensor

Yl/Bk Red/ Bk Bk/W h Brown/W h Grey

14

PW M LY6 Cam Phaser Cam -

Sensor

ECM

B A

48

8.1L
A
Camshaft HallEffect Cam Sensor

Cam + 5Vext1

Grey Black/Wh Brown/ Wh

5Vext1 Cam Cam +

Sensor

ECM

B C

48

Sensor

ECM

Camshaft Position sensor Check Condition- Key On, Engine On Fault Condition- Electrical noise or irregular cam pattern detected causing x number of cam resynchronization events as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp and disable adaptive fueling correction for remainder of key-cycle. Emissions related fault

The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or halleffect) installed in the engine block or valve train adjacent to a coded trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control. For a cam synchronized engine, the ECM must see a valid camshaft position signal while running. If no signal is present, the signal amplitude is too high (due to improper air gap with respect to trigger wheel), or an irregular cam pattern is detected causing the ECM to resynchronize x times for y ms or longer as defined in the diagnostic calibration, this fault will set. Irregular cam patterns can be detected by the ECM due to electrical noise, poor machining of trigger wheel, or trigger wheel runout and/or gear lash. Normally the engine will continue to run if equipped with a waste-spark or distributor ignition system. In some instances this fault can cause rough engine operation and can cause the engine to stall or die if equipped with coil-on-plug ignition engines. Ensure cam circuit used with VR/magnetic pick-up sensors are properly twisted.

Indmar Products

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SPN 723, FMI 2 -Camshaft Input Signal Noise

Key On, Engine Running System Mode= Running

Operate engine at condition that set fault based on fault snapshot

Does DTC 341 reset ?

Yes

Is cam sensor a VR/ magnetic pick-up?

No

Check wiring and electrical connections between camshaft position sensor and ECM

No Intermittent fault

Yes Is the wiring OK? No Repair wireharness

Faulty wireharness (twist circuit)

No

Yes Is wiring between sensor and ECM properly twisted?

Poor system ground Bad camshaft position sensor Bad ECM

Yes

Increase the air gap between sensor and trigger wheel

Yes

Does fault only occur at high operating speeds?

No Check wiring and electrical connections between camshaft position sensor and ECM

Repair wireharness

No

Is the wiring OK?

Yes

Poor system ground Bad camshaft position sensor Bad ECM

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SPN 723, FMI 4 -Loss of Camshaft Input Signal

5.7L
C Crankshaft
Camshaft HallEffect Cam Sensor

Grey Black/Wh Brown/ Wh

4 5Vext1 2 48 Cam Cam +

B A

LY6
Cam Phaser E D C
Camshaft Hall-Effect Cam Sensor

Yl/Bk Red/ Bk Bk/W h Brown/W h Grey

14

PW M LY6 Cam Phaser Cam -

Sensor

ECM

B A

48

Cam + 5Vext1

8.1L
A
Camshaft HallEffect Cam Sensor

Grey Black/Wh Brown/ Wh

5Vext1 Cam Cam +

Sensor

ECM

B C

48

Sensor

ECM

Camshaft Position sensor Check Condition- Key On, Engine On Fault Condition- Loss of camshaft position signal while valid crankshaft position signals continue for x number of engine cycles while operating at an engine speed > than y RPM as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for the remainder of the key-cycle Emissions related fault

The camshaft position sensor is a magnetic sensor (variable reluctant/magnetic pick-up or halleffect) installed in the engine block or valve train adjacent to a coded trigger wheel located on or off of the camshaft. The sensor-trigger wheel combination is used to determine cam position (with respect to TDC cylinder #1 compression). Determination of the camshaft position is necessary to identify the stroke (or cycle) of the engine to properly activate the fuel injection system and ignition (for coil-on-plug engines) for precise engine control. For a cam synchronized engine, the ECM must see a valid camshaft position signal while running. This fault will set if valid crankshaft position data is received for x number of engine cycles while engine speed is greater than y RPM and no camshaft signal is received. Normally the engine will continue to run if equipped with a waste-spark or distributor ignition system. In some instances this fault can cause rough engine operation and can cause the engine to stall or die if equipped with coil-on-plug ignition engines.

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SPN 723, FMI 4 -Loss of Camshaft Input Signal

Diagnostic Aids Check that camshaft position sensor is securely connected to harness Check that camshaft position sensor is securely installed into engine block or distributor module Check camshaft position sensor circuit wiring for open circuit

Indmar Products

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SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1)

+
Sensor A B

GR/WH

56

EGO3 (HO2S 3)

BK/GR

66

5Vrtn1

D Heater C

BL/WH

76

EGOH3 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Bank 1 Catalyst, Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 2-After Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 catalyst inactive on gasoline Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp. Emissions related fault

A catalyst or catalytic converter is a component in the exhaust subsystem used to accelerate/generate chemical reactions within the engine exhaust to convert undesirable gases/pollutants into less harmful gases. In many spark-ignited applications, a three-way catalyst is used to convert hydrocarbons, oxides of nitrogen, and carbon monoxide into nitrogen, water, and carbon dioxide. In addition, many low-emission applications require the use of OBD, which typically require a catalyst monitor to identify whether or not the catalyst is functioning properly. The catalyst monitor diagnostic is typically configured such that exhaust emissions are near compliance-failing levels based on the engines specific regulatory requirement(s). Catalyst monitor techniques typically utilize a HEGO sensor to monitor the amount of oxygen present downstream of the catalyst. This is generally a good indicator of how efficiently the catalyst is using the oxygen entering the catalyst. Some systems also use temperature measurements in the catalyst and compare it to data stored in the ECM for each operating condition to determine if the catalytic reaction is generating the proper amount of heat. The GCP uses a HEGO/HO2S sensor for catalyst monitor. The HEGO/HO2S is a switchingtype sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either CL Active or CL + Adapt control modes. In theory if the catalyst is operated at a condition that could result in 100 percent conversion efficiency, the catalyst will use all available oxygen present in the exhaust gas to convert the emission pollutants (or reactants) to N2, CO2, and H2O. However, since catalysts generally operate at efficiencies between 85-95% post-catalyst oxygen concentration can be a direct indicator of how Indmar Products 2008 All Rights Reserved 161
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efficient the catalyst is. Figure 1 shows an example of a slightly rich biased feed gas or pre-catalyst equivalence ratio versus that of the post-catalyst for a functional catalyst. It can be noticed from this figure that the pre-catalyst equivalence ratio, as identified by EGO1_volts, is varying due to the CL excursions (perturbation) and that the post-catalyst equivalence ratio, as identified by EGO2_volts, is maintained relatively constant rich of stoichimetry. A similar waveform pattern should be expected on properly functioning catalysts.
EGO1_volts 0.9 0.8 0.7 EGO Volts (VDC) 0.6 0.5 0.4 0.3 0.2 0.1 0 50 51 52 53 54 55 Time (sec) 56 57 58 59 60 EGO2_volts

Figure 1: EGO Waveforms (Functional TWC) Figure 2 shows an example of EGO waveforms for a catalyst with poor conversion efficiency. A significant difference between Figure 1 and Figure 2 is that the post-catalyst EGO feedback oscillates with the same frequency as the pre-catalyst EGO feedback and the amplitude is on the order of 60% of that of EGO1. This indicates that a certain amount of oxygen that is entering into the catalyst is passing through the catalyst unconsumed. Catalyst monitor diagnostics are configured such that if the post-catalyst EGO waveform has an amplitude that is directly proportional to the pre-catalyst EGO waveform and whos waveform similarly matches the closed-loop excursion (perturbation) a fault is generated. Two metric comparisons that are used to identify the health of the catalyst are: 1) Post-catalyst EGO root-mean square (RMS) > Pre-catalyst EGO RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the applications certified duty-cycle(s). 2) Post-catalyst EGO RMS > CL excursion RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the applications certified duty-cycle(s). There are a couple of ways in which the limits for diagnostics can be determined. In both cases, the system must be tested with an emissions measurement system to determine when the exhaust emissions are nearly failing emissions compliance. Indmar Products 2008 162 All Rights Reserved
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EGO1_volts 0.9

EGO2_volts

0.8

0.7

EGO Feedback Voltage (VDC)

0.6

0.5

0.4

0.3

0.2

0.1

0 0 1 2 3 4 5 Time (sec) 6 7 8 9 10

Figure 2: EGO Waveforms (Damaged TWC)

Indmar Products

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SPN 3050, FMI 11 - Catalyst Inactive on Gasoline (Bank1)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks upstream and around catalyst and post-catalyst HEGO sensor. Replace gaskets and tighten fasteners if leaks are present. Perform manufacture recommended in-field emissions test.

Indmar Products

2008 164

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SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2)

+
Sensor A B

GR/RD

55

EGO4 (HO2S 4)

BK/GR

66

5Vrtn1

D Heater C

BL/YL

17

EGOH4 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Bank 2 Catalyst, Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 2-After Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 catalyst inactive on gasoline Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp. Emissions related fault

A catalyst or catalytic converter is a component in the exhaust subsystem used to accelerate/generate chemical reactions within the engine exhaust to convert undesirable gases/pollutants into less harmful gases. In many spark-ignited applications, a three-way catalyst is used to convert hydrocarbons, oxides of nitrogen, and carbon monoxide into nitrogen, water, and carbon dioxide. In addition, many low-emission applications require the use of OBD, which typically require a catalyst monitor to identify whether or not the catalyst is functioning properly. The catalyst monitor diagnostic is typically configured such that exhaust emissions are near compliance-failing levels based on the engines specific regulatory requirement(s). Catalyst monitor techniques typically utilize a HEGO sensor to monitor the amount of oxygen present downstream of the catalyst. This is generally a good indicator of how efficiently the catalyst is using the oxygen entering the catalyst. Some systems also use temperature measurements in the catalyst and compare it to data stored in the ECM for each operating condition to determine if the catalytic reaction is generating the proper amount of heat. The GCP uses a HEGO/HO2S sensor for catalyst monitor. The HEGO/HO2S is a switchingtype sensor around stoichiometry that measures the oxygen content downstream of the catalyst for two main functions: 1) to compare it to the oxygen content upstream of the catalyst to determine how efficiently the catalyst is using oxygen to determine its effectiveness and 2) trim the commanded equivalence ratio target to maximize the catalyst conversion efficiency. The post-catalyst strategy and diagnostic is only active when the system is in either CL Active or CL + Adapt control modes. In theory if the catalyst is operated at a condition that could result in 100 percent conversion efficiency, the catalyst will use all available oxygen present in the exhaust gas to convert the emission pollutants (or reactants) to N2, CO2, and H2O. However, since catalysts generally operate at efficiencies between 85-95% post-catalyst oxygen concentration can be a direct indicator of how Indmar Products 2008 All Rights Reserved 165
Draft Rev. A-Jan. 2008

efficient the catalyst is. Figure 3 shows an example of a slightly rich biased feed gas or pre-catalyst equivalence ratio versus that of the post-catalyst for a functional catalyst. It can be noticed from this figure that the pre-catalyst equivalence ratio, as identified by EGO1_volts, is varying due to the CL excursions (perturbation) and that the post-catalyst equivalence ratio, as identified by EGO2_volts, is maintained relatively constant rich of stoichimetry. A similar waveform pattern should be expected on properly functioning catalysts.
EGO1_volts 0.9 0.8 0.7 EGO Volts (VDC) 0.6 0.5 0.4 0.3 0.2 0.1 0 50 51 52 53 54 55 Time (sec) 56 57 58 59 60 EGO2_volts

Figure 3: EGO Waveforms (Functional TWC) Figure 4 shows an example of EGO waveforms for a catalyst with poor conversion efficiency. A significant difference between Figure 3 and Figure 4 is that the post-catalyst EGO feedback oscillates with the same frequency as the pre-catalyst EGO feedback and the amplitude is on the order of 60% of that of EGO1. This indicates that a certain amount of oxygen that is entering into the catalyst is passing through the catalyst unconsumed. Catalyst monitor diagnostics are configured such that if the post-catalyst EGO waveform has an amplitude that is directly proportional to the pre-catalyst EGO waveform and whos waveform similarly matches the closed-loop excursion (perturbation) a fault is generated. Two metric comparisons that are used to identify the health of the catalyst are: 1) Post-catalyst EGO root-mean square (RMS) > Pre-catalyst EGO RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the applications certified duty-cycle(s). 2) Post-catalyst EGO RMS > CL excursion RMS x ??? %, where the ??? % is determined based on emissions compliance testing over the applications certified duty-cycle(s). There are a couple of ways in which the limits for diagnostics can be determined. In both cases, the system must be tested with an emissions measurement system to determine when the exhaust emissions are nearly failing emissions compliance. Indmar Products 2008 166 All Rights Reserved
Draft Rev. A-Jan. 2008

EGO1_volts 0.9

EGO2_volts

0.8

0.7

EGO Feedback Voltage (VDC)

0.6

0.5

0.4

0.3

0.2

0.1

0 0 1 2 3 4 5 Time (sec) 6 7 8 9 10

Figure 4: EGO Waveforms (Damaged TWC)

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SPN 3051, FMI 11 - Catalyst Inactive on Gasoline (Bank2)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks upstream and around catalyst and post-catalyst HEGO sensor. Replace gaskets and tighten fasteners if leaks are present. Perform manufacture recommended in-field emissions test.

Indmar Products

2008 168

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SPN 100, FMI 0 - Oil Pressure Sender High Pressure

B
Grey

67

+ 5 volts

Blue/Red

37

Oil Pressure Voltage

Bk/Wh

66

Sensor Ground

Oil Pressure Transducer

ECM

Engine Oil Pressure Check Condition- Key on, Engine on Fault Condition- Oil pressure higher than x psia while engine speed is greater that y RPM. Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly configure for power derate 1 or low rev limit Non-emissions related fault

The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system. This fault sets if the engine oil pressure is higher than x psia and engine speed greater than y RPM as defined in the diagnostic calibration. Recommend a power derate and/or low rev limit to help prevent possible engine damage and reduce oil pressure.

Indmar Products

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SPN 100, FMI 0 - Oil Pressure Sender High Pressure

Key On - Engine On System Mode=Running Key Off Disconnect Oil Pressure sensor from harness Key On, Engine Off System Mode=Stopped

Does DST display Oil pressure greater than that defined in the diagnostic calibration with engine idling?

Yes Does DST display Oil Pressure voltage > 4.90 VDC? Yes Jumper Oil Pressure signal circuit to 5Vrtn1 (Analog Return)

No Operate at an engine speed equal to or greater than that recorded when the fault previously set based on the fault snap shot

No

Oil Pressure signal circuit shorted to ground Faulty ECM

Does DST display Oil pressure greater than that defined in the diagnostic calibration?

Yes

Does DST display Oil Pressure voltage < 0.10 VDC?

Yes

Faulty connection to sensor Faulty engine oiling system Faulty Oil Pressure sensor

No No Jumper Oil Pressure signal circuit to ground

Intermittent Problem

Does DST display Oil Pressure voltage < 0.10 VDC?

Yes

Open Oil Pressure ground (5Vrtn1) circuit Faulty connection to sensor Faulty engine oiling system Faulty Oil Pressure sensor

No Key off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between Oil Pressure input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Is the resistance < 5 ohms?

Yes

Faulty ECM connection Faulty ECM

No Faulty Harness

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SPN 100, FMI 4 - Oil Pressure Sender Low Voltage

B
Grey

67

+ 5 volts

Blue/Red

37

Oil Pressure Voltage

Bk/Wh

66

Sensor Ground

Oil Pressure Transducer

ECM

Engine Oil Pressure Check Condition- Key on, Engine on Fault Condition- Oil pressure sender voltage lower than defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly configure for power derate 1 or low rev limit due to inability to sense oil pressure Non-emissions related fault

The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system. This fault sets if the engine oil pressure sender/transducer voltage is lower than defined in the diagnostic calibration. Recommend a power derate and/or low rev limit due to the inability to sense oil pressure and to reduce risk of potential engine damage.

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SPN 100, FMI 4 - Oil Pressure Sender Low Voltage

Key On, Engine Running System Mode= Running

Does DST display Oil Pressure voltage less the limit defined in calibration?

Yes

Key Off Disconnect Oil Pressure sensor from harness Key On, Engine Off System Mode= Stopped

No

Intermittent Problem Yes Does DST display Oil Pressure voltage of 4.90 VDC or greater? Faulty Oil Pressure sensor

No Sensor signal circuit shorted to ground, check wireharness for ground short Faulty ECM

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SPN 100, FMI 3 - Oil Pressure Sender High Voltage

B
Grey

67

+ 5 volts

Blue/Red

37

Oil Pressure Voltage

Bk/Wh

66

Sensor Ground

Oil Pressure Transducer

ECM

Engine Oil Pressure Check Condition- Key on, Engine on Fault Condition- Oil pressure sender voltage higher than defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, possibly configure for power derate 1 or low rev limit due to inability to sense oil pressure Non-emissions related fault

The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system. This fault sets if the engine oil pressure sender/transducer voltage is higher than defined in the diagnostic calibration. Recommend a power derate and/or low rev limit due to the inability to sense oil pressure and to reduce risk of potential engine damage.

Indmar Products

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SPN 100, FMI 3 - Oil Pressure Sender High Voltage

Key On - Engine On System Mode=Running Key Off Disconnect Oil Pressure sensor from harness Key On, Engine Off System Mode=Stopped

Does DST display Oil pressure voltage greater than that defined in the diagnostic calibration with engine idling?

Yes Does DST display Oil Pressure voltage > 4.90 VDC? Yes Jumper Oil Pressure signal circuit to 5Vrtn1 (Analog Return)

No Operate at an engine speed equal to or greater than that recorded when the fault previously set based on the fault snap shot

No

Oil Pressure signal circuit shorted to ground Faulty ECM

Does DST display Oil pressure voltage greater than that defined in the diagnostic calibration?

Does DST display Oil Pressure voltage < 0.1 VDC?

Yes

Faulty connection to sensor Faulty Oil Pressure sensor

No No Jumper Oil Pressure signal circuit to ground

Intermittent Problem

Does DST display Oil Pressure voltage < 0.1 VDC?

Yes

Open Oil Pressure ground (5Vrtn1) circuit Faulty connection to sensor Faulty Oil Pressure sensor

No Key off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between Oil Pressure input at ECM header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Is the resistance < 5 ohms?

Yes

Faulty ECM connection Faulty ECM

No Faulty Harness

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SPN 100, FMI 1 - Oil Pressure Low

B
Grey

67

+ 5 volts

Blue/Red

37

Oil Pressure Voltage

Bk/Wh

66

Sensor Ground

Oil Pressure Transducer

ECM

Engine Oil Pressure Check Condition- Key on, Engine on Fault Condition- Engine oil pressure lower than expected while engine has been running for a minimum amount of time while engine speed is above some limit as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, generally configured to derate the engine and trigger an engine shutdown Non-emissions related fault

The ECM can be configured to monitor oil pressure through a proportional transducer or through a switch. Oil pressure monitoring is important to prevent engine damage due to low oil pressure resulting in higher friction and lack of lubrication. In addition, high oil pressure can be undesirable because it can cause oil to leak past seals and rings, can be a result of a restriction in the oil flow path, or can be a sign of a malfunctioning oiling system. For systems that use a transducer, this fault sets if the engine oil pressure is less than x psia and engine speed is greater than y RPM after the engine has been running for z seconds as defined in the diagnostic calibration. For systems that use a switch this fault can be configured two different ways. It may use a normally closed switch or a normally open switch. If the switch is normally open, the fault will set if the circuit becomes grounded. If the switch is normally closed, the fault will set if the circuit becomes open. Go to the Faults page in EDIS to determine how the input is configured. (Open=OK is normally open and Ground=OK is normally closed). The engine will should be configured to derate or force idle and/or shut down in the event of this fault to help prevent possible damage.

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SPN 100, FMI 1 -Oil Pressure Low

Normally-Open Switch
Key-On, Engine On System Mode= Running

Warm engine at idle to normal operating temperature Increase RPM above limit set in diagnostic calibration

Key Off Disconnect harness from Oil Pressure switch Clear DTC 524 Key On, Engine On System Mode= Running Operate engine et idle for at least one minute Increase RPM above limit set in diagnostic calibration

Does DTC 524 reset ?

Yes Does DTC 524 reset? No Yes Oil Pressure circuit shorted-to-ground in harness Faulty ECM

No

Intermittent Problem

Faulty Oil Pressure Switch (short circuit) Faulty engine oiling system (verify with mechanical gauge)

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DTC 524-Oil Pressure Low

Normally-Closed Switch
Key-On, Engine On System Mode= Running

Warm engine at idle to normal operating temperature Increase RPM above limit set in diagnostic calibration

Key Off Disconnect harness from Oil Pressure switch Jumper Oil Pressure signal wire to ground Clear DTC 524 Key On, Engine On System Mode= Running Operate engine et idle for at least one minute Increase RPM above limit set in diagnostic calibration

Yes Does DTC 524 reset ? Does DTC 524 reset? No Intermittent Problem Faulty Oil Pressure Switch (open circuit) Faulty engine oiling system (verify with mechanical gauge) Yes

No

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between Oil Pressure signal at ECM header and signal at sensor. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Faulty connection at sensor Faulty ECM

Yes

Does DMM indicate a resistance < 5.0 ohms?

No Faulty harness (opencircuit)

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DTC 524-Oil Pressure Low

Sensor/Transducer Type
Key On, Engine Running System Mode= Running

Warm engine at idle to normal operating temperature Increase RPM above limit set in diagnostic calibration

Does DST display Oil Pressure less the limit defined in calibration?

Yes

Key Off Disconnect Oil Pressure sensor from harness Key On, Engine Off System Mode= Stopped

No

Intermittent Problem Yes Does DST display Oil Pressure voltage of 4.90 VDC or greater? Low Oil Level/Pressure Faulty Oil Pressure sensor

No Sensor signal circuit shorted to ground, check wireharness for ground short Faulty ECM

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SPN 168, FMI 17 - Battery Voltage (VBat) Low

Black/Red

8 11 26 59

Red/Black Purple

V+

Brown

Black

21 40 60

Black

V-

Black

ECM Battery System voltage to ECM Check Condition- Key on, Engine on Fault Condition- Battery voltage to ECM less than x volts while the engine is operating at y RPM or greater as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive fueling correction for remainder of key cycle Non-emissions related fault

The battery voltage powers the ECM and must be within limits to correctly operate injector drivers, ignition coils, throttle, power supplies, and other powered devices that the ECM controls. This fault will set if the ECM detects system voltage less than x volts while the engine is operating at y RPM as defined in the diagnostic calibration as the alternator should be charging the system. The adaptive learn is disabled to avoid improper adaptive learning due to the inability to correctly time injector firings.

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SPN 168, FMI 17 - Battery Voltage (VBat) Low

Key On, Engine On System Mode= Running Operate engine at idle

Check battery voltage in DST

Is battery voltage > low voltage limit in diagnostic calibration?

Yes Fault is intermittent

No

Using a DMM measure the voltage potential across battery (+) and (-)

Is battery voltage > low voltage limit in diagnostic calibration?

Yes Faulty Vbat power or ground circuit to ECM

No

Faulty battery Faulty charging system Faulty ECM

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SPN 168, FMI 15 - Battery Voltage (VBat) High

Black/Red

8 11 26 59

Red/Black Purple

V+

Brown

Black

21 40 60

Black

V-

Black

ECM Battery System voltage to ECM Check Condition- Key on, Engine Cranking or Running Fault Condition- Battery voltage to ECM greater than x volts while the engine is running as defined in the diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive fueling correction for remainder of key cycle Non-emissions related fault

The battery voltage powers the ECM and must be within limits to correctly operate injector drivers, ignition coils, throttle, power supplies, and other powered devices that the ECM controls. This fault will set if the ECM detects system voltage greater than x volts while the engine is running or cranking as defined in the diagnostic calibration. The adaptive learn is disabled to avoid improper adaptive learning.

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SPN 168, FMI 15 - Battery Voltage (VBat) High

Key On, Engine On System Mode= Running Operate engine at idle

Check battery voltage in DST

Is battery voltage < high voltage limit in diagnostic calibration?

Yes Fault is intermittent

No

Using a DMM measure the voltage potential across battery (+) and (-)

Is battery voltage < high voltage limit in diagnostic calibration?

Yes Faulty ECM

No

Key Off Disconnect wireharness header from ECM Using a DMM measure the voltage potential across battery (+) and (-)

Is battery voltage < high voltage limit in diagnostic calibration?

Yes Faulty charging system

No

Faulty battery

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SPN 628, FMI 13 - Microprocessor Failure - FLASH

Engine Control Module- Flash Memory Check Condition- Key on Fault Condition- Internal microprocessor error Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition Non-emissions related fault

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. If this fault sets, the ECM will reset itself and log the code. The fault should be configured to never forget and will not self-erase and will not clear until a technician performs diagnostics and manually clears the code. This fault should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition. A fault of flash memory can occur for any calibration variable set and thus could cause undesirable operation.

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SPN 628, FMI 13 - Microprocessor Failure - FLASH

Key On, Engine On System Mode= Running Operate engine at idle

Clear System Fault

Does DTC 601 reset with engine idling?

Yes

Check all power and ground circuits to ECM

No

Fault is intermittent Yes Are all circuits ok? Replace ECM with known good part and retest

No

Repair wiring to ECM and retest

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SPN 630, FMI 12 - Microprocessor Failure - RAM

Engine Control Module- Random Access Memory Check Condition- Key on Fault Condition- Internal ECM microprocessor memory access failure Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition Non-emissions related fault

Random Access Memory is located within the microprocessor and can be read from or written to at any time. Data stored in RAM include DTCs (when fault configuration is set to Battery Power Retained), adaptive fuel learn tables, octane adaptation table, misfire adaption tables, and closed loop fuel multipliers. The ECM has checks that must be satisfied each time an instruction is executed. This fault will set if the ECM detects a problem accessing or writing information to RAM and should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition. If this fault sets, the ECM will reset itself and log the code. This fault should be erased by a technician after diagnostics are performed. The fault should be configured to never forget and will not self-erase.

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SPN 630, FMI 12 - Microprocessor Failure RAM

Key On, Engine On System Mode= Running Operate engine at idle

Clear System Fault

Does DTC 604 reset with engine idling?

Yes

Check all power and ground circuits to ECM

No Are all circuits ok? Fault is intermittent No Yes Replace ECM with known good part and retest

Repair wiring to ECM and retest

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SPN 629, FMI 31 - Microprocessor Failure - COP

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive fueling correction for remainder of key cycle, recommend power derate 2 and low rev limit to reduce possible engine damage and/or overspeed condition Non-emissions related fault

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. If this fault sets, the ECM will reset itself and log the code. The fault should be configured to never forget and will not self-erase and will not clear until a technician performs diagnostics and manually clears the code. This fault should be configured to set a power derate 2 and low rev limit to reduce possible engine damage and reduce possibility of an overspeed condition.

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SPN 629, FMI 31 - Microprocessor Failure COP

Key On, Engine On System Mode= Running Operate engine at idle

Clear System Fault

Does DTC 603 reset with engine idling?

Yes

Check all power and ground circuits to ECM

No

Fault is intermittent Yes Are all circuits ok? Replace ECM with known good part and retest

No

Repair wiring to ECM and retest

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SPN 1321, FMI 5 - Start Relay Coil Open

Starter Relay Check Condition- Key On, Engine Cranking Fault Condition- Starter relay coil output open circuit Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as an open circuit. If this fault is active the starter motor will not receive power and will not engage.

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SPN 1321, FMI 5 - Start Relay Coil Open

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SPN 1321, FMI 4 - Start Relay Ground Short

Starter Relay Check Condition- Key On, Engine Cranking Fault Condition- Starter relay coil output shorted to ground Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as being shorted to ground. If this fault is active and the high-side of the starter relay is supplied, the starter motor will crank until the relay or high-side power is removed.

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SPN 1321, FMI 4 - Start Relay Ground Short

Key On, Engine Cranking System Mode= Cranking Verify that DTC 616 is active

Remove Starter Relay from fuse block/relay module Crank engine

Yes Is DTC 616 active?

Key On, Engine Off System Mode= Stopped Using a DMM, measure the resistance from the starter relay output to ground

No Using a DMM, measure the voltage potential from the starter relay output to ground while the engine is trying to crank

Is the resistance < 10 ohm?

Yes

Key Off Disconnect harness from ECM Using a DMM, measure the resistance from the starter relay output to ground

No Is voltage > 80% of Vbat? Yes Faulty Starter Relay Yes

No

Faulty wireharness (ground short)

Is the resistance < 10 ohm?

Faulty Starter Relay

No

Faulty ECM

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SPN 1321, FMI 3 - Start Relay Coil Short-To-Power

Starter Relay Check Condition- Key On, Engine Cranking Fault Condition- Starter relay coil output short to power/voltage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the starter relay is detected as shorted to power. If this fault is active the starter motor will not receive power and will not engage.

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SPN 1321, FMI 3 - Start Relay Coil Short-To-Power

Key On, Engine Cranking System Mode= Cranking Verify that DTC 617 is active

Remove Starter Relay from fuse block/relay module Crank engine

Yes Is DTC 617 active?

Key On, Engine Off System Mode= Stopped Using a DMM, measure the resistance from the starter relay output to Vbat

No Using a DMM, measure the voltage potential from the starter relay output to ground while the engine is trying to crank

Is the resistance < 10 ohm?

Yes

Key Off Disconnect harness from ECM Using a DMM, measure the resistance from the starter relay output to VBat

No Is voltage > 80% of Vbat? Yes Faulty Starter Relay Yes

No

Faulty wireharness (ground short)

Is the resistance < 10 ohm?

Faulty Starter Relay

No

Faulty ECM

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SPN 1348, FMI 5 - Fuel Pump Relay Coil Open

S

PR Vsw=+12 VDC

GR/WH

To Fuel Pump +

Pink

Y AA

RED +12 VDC

Relay

ECM

Fuel Pump Relay Check Condition- Key On, Engine Off Fault Condition- Fuel Pump relay coil output open circuit Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as an open circuit. If this fault is active the fuel pump will not receive power and the engine will not run on gasoline.

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SPN 1348, FMI 5 - Fuel Pump Relay Coil Open

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SPN 1347, FMI 5 - Fuel Pump Relay Ground Short

S

PR Vsw=+12 VDC

GR/WH

To Fuel Pump +

Pink

Y AA

RED +12 VDC

Relay

ECM

Fuel Pump Relay Check Condition- Key On, Engine Off Fault Condition- Fuel Pump relay coil output shorted to ground Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as being shorted to ground. If this fault is active and the high-side of the fuel pump relay is supplied, the fuel pump will run until the relay or high-side power is removed.

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SPN 1347, FMI 5 - Fuel Pump Relay Ground Short

Key On, Engine Off System Mode= Stopped If Stopped Check is enabled, verify that DTC 628 is active

Remove Fuel Pump Relay from fuse block/ relay module

Yes Is DTC 628 active?

Key On, Engine Off System Mode= Stopped Using a DMM, measure the resistance from the fuel pump relay output to ground

No External Power Test Mode= All On Using a DMM, measure the voltage potential from the fuel pump relay output to ground

Is the resistance < 10 ohm?

Yes

Key Off Disconnect harness from ECM Using a DMM, measure the resistance from the fuel pump relay output to ground

No Is voltage > 80% of Vbat? Yes Faulty Fuel Pump Relay Yes

No

Faulty wireharness (ground short)

Is the resistance < 10 ohm?

Faulty Fuel Pump Relay

No

Faulty ECM

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SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power

S

PR Vsw=+12 VDC

GR/WH

To Fuel Pump +

Pink

Y AA

RED +12 VDC

Relay

ECM

Fuel Pump Relay Check Condition- Key On, Engine Off Fault Condition- Fuel Pump relay coil output short to power/voltage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the fuel pump relay is detected as shorted to power. If this fault is active the fuel pump will not receive power and will not run.

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SPN 1347, FMI 6 - Fuel Pump Relay Coil Short-To-Power

Key On, Engine Off System Mode= Stopped If Stopped Check is enabled, verify that DTC 629 is active

Remove Fuel Pump Relay from fuse block/ relay module

Yes Is DTC 629 active?

Key On, Engine Off System Mode= Stopped Using a DMM, measure the resistance from the fuel pump relay output to Vbat

No External Power Test Mode= All On Using a DMM, measure the voltage potential from the fuel pump relay output to ground

Is the resistance < 10 ohm?

Yes

Key Off Disconnect harness from ECM Using a DMM, measure the resistance from the fuel pump relay output to Vbat

No Is voltage > 80% of Vbat? Yes Faulty Fuel Pump Relay Yes

No

Faulty wireharness (ground short)

Is the resistance < 10 ohm?

Faulty Fuel Pump Relay

No

Faulty ECM

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SPN 1213, FMI 5 - MIL Open

+12 VDC

+ MIL

ECM

MIL Check Condition- Key On, Engine Off or Running Fault Condition- ECM MIL output open circuit Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp Non-emissions related fault

This ECM output is used to provide a low-side switch to a MIL that is used to indicate that an emission related fault has been set. This fault will set if the ECM detects that there is no load connected to the MIL output.

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SPN 1213, FMI 5 - MIL Open

Key On, Engine Off System Mode= Stopped Verify that DTC 650 is active

Disconnect output signal from MIL Using a DMM, measure the voltage potential from the MIL output to ground

Is voltage > 80% of Vbat?

Yes

Key Off Connect test lamp to Vbat and MIL output Key On, Engine Off System Mode= Stopped

No

Faulty MIL Does test lamp stay lit?

Yes

Faulty MIL lamp/LED Faulty MIL wiring

No

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between MIL output at ECM header and at MIL. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Does DMM indicate a resistance < 5.0 ohms?

Yes

Faulty ECM

No Faulty harness (opencircuit)

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SPN 1485, FMI 5 - Power Relay Coil Open

Power Relay Check Condition- Key On, Engine Off Fault Condition- Power relay coil output open circuit Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The ECM has auxiliary low-side drivers that can turn on warning devices or ground electromagnetic relay coils to control power to devices connected to the engine. This fault sets if the output for the power relay is detected as an open circuit. If this fault is active the injector and ignition coil high-side will not receive power and the engine will not run.

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SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level

Fuel Rev Limit- Crankshaft Position Sensor Check Condition-Engine Running Fault Condition-Engine speed greater than the Fuel Rev Limit speed as defined in the diagnostic calibration Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable fuel injectors or gaseous fuel control actuator to limit speed. Recommend disabling closed loop and adaptive learn fueling corrections while fault is active Non-emissions related fault

This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage and will disable fuel injectors or gaseous fuel actuator to reduce engine speed. The throttle will also be lowered in order to govern the engine to the speed set in the diagnostic calibration for Max Gov Override.

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SPN 515, FMI 16 - RPM Above Fuel Rev Limit Level

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body

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SPN 515, FMI 0 - RPM Above Spark Rev Limit Level

Spark Rev Limit- Crankshaft Position Sensor Check Condition-Engine Running Fault Condition-Engine speed greater than the Spark Rev Limit speed as defined in the diagnostic calibration Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable ignition coils. Recommend disabling closed loop and adaptive learn fueling corrections while fault is active Non-emissions related fault

This fault will set anytime the engine RPM exceeds the limit set in the diagnostic calibration for the latch time or more. This speed overrides any higher max governor speeds programmed by the user. This fault is designed to help prevent engine or equipment damage and will disable the ignition coils to reduce engine speed. In addition, the throttle will be lowered in order to govern the engine to the speed set in the diagnostic calibration for Max Gov Override and the fuel injectors or gaseous fuel control actuator will be disabled to reduce the engine speed below the speed set in the diagnostic calibration for Fuel Rev Limit.

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SPN 515, FMI 0 - RPM Above Spark Rev Limit Level

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Ensure that no programmed governor speeds exceed the limit set in the diagnostic calibration for Max Gov Override Speed Check mechanical operation of the throttle Check the engine intake for large air leaks downstream of the throttle body

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SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range

D
F P P 1

Grey Blue Black/Wh Grey Green Black/Wh

5V_ext1
Vs=+5 VDC

F B

33 3

FPP1 5V_rtn1

G
F P P 2

5V_ext2 67 34 66 ECM FPP2 5V_rtn2

Vs=+5 VDC

C J

Electronic foot pedal/throttle control sensor Check Condition- Key On, Engine Off Fault Condition- FPP1 and FPP2 VDC out-of-range Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and forced idle Non-emissions related fault

The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engines load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engines power output, redundant sensors are generally used to ensure safe, reliable operation. This fault is only applicable with sensors that incorporate dual potentiometer and indicates that FPP1 and FPP2 voltages are out-of-range resulting in a loss of redundancy. As a result, the engine is commanded to a forced idle.

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SPN 91, FIM 31 - FPP1/2 Simultaneous Voltages Out-of-Range

Diagnostic Aids Troubleshoot according to FPP1 voltage out-of-range following DTC 2122 and 2123 procedures. Troubleshoot according to FPP2 voltage out-of-range following DTC 2127 and 2128 procedures.

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SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS

D
F P P 1

Grey Blue Black/Wh Grey Green Black/Wh

5V_ext1
Vs=+5 VDC

F B

33 3

FPP1 5V_rtn1

G
F P P 2

5V_ext2 67 34 66 ECM FPP2 5V_rtn2

Vs=+5 VDC

C J

Electronic foot pedal/throttle control sensor Check Condition- Key On, Engine Off Fault Condition- FPP1 and FPP2 %s do not correlate and neither correlate with IVS state Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and forced idle Non-emissions related fault

The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engines load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engines power output, redundant sensors are generally used to ensure safe, reliable operation. This fault is only applicable for dual potentiometer/single IVS sensors and indicates that FPP1 and FPP2 percentages do not correlate with each other and neither of the two potentiometers correlate with the IVS.

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SPN 520199, FMI 11 - FPP1 & FPP2 Do Not Match Each Other or IVS
Diagnostic Aids Troubleshoot according to FPP1 & FPP2 Do Not Match following DTC 2121 and 2126 procedures. Troubleshoot according to FPP1 & FPP2 Do Not Match IVS following DTC 2115, 2116, 2139, and 2140 procedures.

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SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline)

+
Sensor A B

GR/BR

58

EGO1 (HO2S 1)

BK/DG

66

5Vrtn1

D Heater C

BL/BR

74

EGOH1 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 closed loop fuel multiplier higher than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the closed loop fuel multiplier is to quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction learning the fueling deviation. This fault sets if the closed loop multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

Indmar Products

2008 232

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 0 -Closed Loop Bank 1 High (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems. Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition. Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 233

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline)

+
Sensor A B

GR/BR

58

EGO1 (HO2S 1)

BK/DG

66

5Vrtn1

D Heater C

BL/BR

74

EGOH1 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 1-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 1 closed loop fuel multiplier lower than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the closed loop fuel multiplier is to quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction learning the fueling deviation. This fault sets if the closed loop multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

Indmar Products

2008 234

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 1 - Closed Loop Bank 1 Low (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-toground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 235

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 0 - Closed Loop Bank 2 High (Gasoline)

+
Sensor A B

GR

57

EGO2 (HO2S 2)

BK/GR

66

5Vrtn1

D Heater C

BL/RD

75

EGOH2 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 2 closed loop fuel multiplier higher than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the closed loop fuel multiplier is quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction learning the fueling deviation. This fault sets if the closed loop multiplier exceeds the high limit of normal operation indicating that the engine is operating lean (excess oxygen) and requires more fuel than allowed by corrections. Often high positive fueling corrections are a function of one or more of the following conditions: 1) exhaust leaks upstream or near the HEGO sensor, 2) reduced fuel supply pressure to the fuel injection system, 3) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck closed. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

Indmar Products

2008 236

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 0 -Closed Loop Bank 2 High (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load. Injectors - System will be lean if an injector driver or driver circuit fails. The system will also be lean if an injector fails in a closed manner or is dirty. Fuel Pressure - System will be lean if fuel pressure is too low. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. Air in Fuel - If the fuel return hose/line is too close to the fuel supply pickup in the fuel tank, air may become entrapped in the pump or supply line causing a lean condition and driveability problems. Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition. Fuel Quality - A drastic variation in fuel quality may cause the system to be lean including oxygenated fuels. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 237

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline)

+
Sensor A B

GR

57

EGO2 (HO2S 2)

BK/GR

66

5Vrtn1

D Heater C

BL/RD

75

EGOH2 (PWM-to-Gnd)

PK/BK

ECM

To System Power Relay

Heated or Universal Exhaust Gas Oxygen Sensor (Bank 2-Sensor 1/Bank 1-Before Catalyst) Check Condition- Engine Running Fault Condition- Bank 2 closed loop fuel multiplier lower than defined in diagnostic calibration Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and possibly disable closed-loop fueling correction during active fault . Emissions related fault

The HEGO/HO2S sensor is a switching-type sensor around stoichiometry that measures the oxygen content present in the exhaust to determine if the fuel flow to the engine is correct. A UEGO sensor measures the exhaust content across a wide-range of air-fuel ratios with a linear output proportional to lambda/equivalence ratio/air-fuel ratio. In either case, if there is a deviation between the expected reading and the actual reading, fuel flow is precisely adjusted for each bank using the Closed Loop multiplier and then learned with the Adaptive multiplier. The multipliers only update when the system is in either CL Active or CL + Adapt control modes. The purpose of the closed loop fuel multiplier is quickly adjust fuel flow due to variations in fuel composition, engine wear, engine-to-engine build variances, and component degradation prior to adaptive learn fueling correction learning the fueling deviation. This fault sets if the closed loop multiplier exceeds the low limit of normal operation indicating that the engine is operating rich (excess fuel) and requires less fuel than allowed by corrections. Often high negative fueling corrections are a function of one or more of the following conditions: 1) high fuel supply pressure to the fuel injection system, 2) a non-responsive HEGO/UEGO sensor, and/or 3) an injector that is stuck open. This fault should be configured to disable adaptive learn for the remainder of the key-cycle to avoid improperly learning the adaptive learn table and may be configured to disable closed loop.

Indmar Products

2008 238

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 4236, FMI 1 - Closed Loop Bank 2 Low (Gasoline)

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness Injectors - System will be rich if an injector driver or driver circuit fails shorted-toground. The system will also be rich if an injector fails in an open. Fuel Pressure - System will be rich if fuel pressure is too high. Check fuel pressure in the fuel rail during key-on, engine off and during normal operating conditions. System Grounding - ECM and engine must be grounded to the battery with very little resistance allowing for proper current flow. Faulty grounds can cause current supply issues resulting in many undesired problems. If all tests are OK, replace the HO2S sensor with a known good part and retest.

Indmar Products

2008 239

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1323, FMI 11 - Misfire Detected Cylinder #1

Cylinder #1 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 240 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #1 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 241

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1323, FMI 11 - Misfire Detected Cylinder #1

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 242

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1324, FMI 11 - Misfire Detected Cylinder #2

Cylinder #2 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 243 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #2 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 244

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1324, FMI 11 - Misfire Detected Cylinder #2

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 245

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1325, FMI 11 - Misfire Detected Cylinder #3

Cylinder #3 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 246 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #3 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 247

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1325, FMI 11 - Misfire Detected Cylinder #3

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 248

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1326, FMI 11 - Misfire Detected Cylinder #4

Cylinder #4 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 249 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #4 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 250

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1326, FMI 11 - Misfire Detected Cylinder #4

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 251

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1327, FMI 11 - Misfire Detected Cylinder #5

Cylinder #5 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 252 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #5 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 253

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1327, FMI 11 - Misfire Detected Cylinder #5

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 254

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1328, FMI 11 - Misfire Detected Cylinder #6

Cylinder #6 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 255 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #6 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 256

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1328, FMI 11 - Misfire Detected Cylinder #6

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 257

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1329, FMI 11 - Misfire Detected Cylinder #7

Cylinder #7 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 258 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #7 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 259

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1329, FMI 11 - Misfire Detected Cylinder #7

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 260

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1330, FMI 11 - Misfire Detected Cylinder #8

Cylinder #8 Misfire Detected-Driveability/Performance Check Condition- Key On, Engine Running Fault Condition- Misfire occurrences higher than allowed for each operating condition calibrated at a level that can result in poor driveability but not necessarily catalyst damage Corrective Action(s)- Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle, and disable closed-loop fueling correction during active fault. Emissions related fault

The ECU is capable of detecting combustion misfire for certain crank-cam software modules. The ECU continuously monitors changes in crankshaft angular velocity, comparing acceleration rates on a cycle-to-cycle basis and determining if a given cylinders rate of change is abnormal compared to other cylinders. This method of detection is better known as Instant Crank Angle Velocity (ICAV). Misfire is of concern for four main reasons: 1) damage can occur to aftertreatment systems due to the presence of unburned fuel and oxygen causing chemical reactions resulting in extremely high temperatures causing irreversible damage to catalytic coatings and/or substrates, 2) exhaust emissions increase during misfiring, 3) the engines driveability suffers due to inconsistent operation, and 4) fuel economy suffers due to the need for higher power operating conditions to achieve the same brake torque. The GCP has two stages of misfire faults 1) emissions/catalyst damaging misfire detected and 2) driveability or general misfire detected. Emissions/catalyst misfire is generally thought of as a per bank fault as multiple cylinders misfiring on the same bank cumulatively add unburned fuel and oxygen to that banks aftertreatment device(s). The catalyst/emissions fault is configured to set based on one or both of the following conditions: 1) Aftertreatment temperatures experienced during this level of misfire are high enough to cause permanent damage to emission control components 2) Emissions are higher than allowed by legislation due to the presence or misfire. Indmar Products 2008 261 All Rights Reserved
Draft Rev. A-Jan. 2008

Therefore, if two cylinders misfire on the same bank together they both may set the misfire fault even if neither cylinder individually exceeds the catalyst/misfire threshold. Typically the driveability level is calibrated to set prior to the emissions/catalyst level if a two stage fault is desired. This fault would set to notify the user of a problem prior to it causing damage to the exhaust aftertreatment system. Misfire is typically a result of one or more factors. These factors can include but may not be limited to: 1) a fouled or damaged spark plug(s), 2) a damaged or defective ignition coil(s) or coil wire(s) resulting in weak spark generation, 3) a plugged or contaminated injector(s) that intermittently sticks closed resulting in a lean cylinder charge, 4) an injector(s) that is stuck open causing an uncontrolled rich cylinder charge, 5) low fuel supply pressure resulting in multiple lean cylinders, 6) low cylinder compression due to a failed or worn piston ring(s) or non-seating valve(s) can result in a low cylinder pressure charge that may not be ignited, and 7) an exhaust leak in close proximity to an exhaust valve permitting uncontrolled amounts of oxygen to be drawn into a cylinder generating an excessively lean charge either directly resulting in misfire or possibly causing excessive combustion temperatures resulting in burned valves and loss of compression. Misfire can be difficult to correct as it may be a function of one or more of the conditions mentioned above and may require checking and/or changing several components for each cylinder or cylinders affected. This fault sets if the misfire counter for cylinder #8 exceeds the driveability misfire limit set in the misfire diagnostic calibration and is based on a percentage of misfire over a certain number of engine cycles.

Indmar Products

2008 262

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1330, FMI 11 - Misfire Detected Cylinder #8

Diagnostic Aids NOTE: If any other DTCs are present, diagnose those first. Oil Level- Many engines have valve trains that utilize lifters that are hydraulically actuated and require specific levels of oil to maintain proper pressure for lifter actuation. If the engine has improper oil, insufficient oil level, or has too much oil the hydraulic lifters may not function as intended causing changes in valve lift and timing. As a result, incomplete combustion may occur as a result of oil problems. Check engine oil level and oil type according to manufacture maintenance procedures. Fuel Level- Misfire can occur due to intermittent or prolonged loss of fuel pressure due to a lack of fuel supply. If misfire counts or faults set and a fuel pressure fault is not recorded, question the operator(s) about the possibility of running out of fuel before replacing components. Ignition System- Wear or damage to ignition system components (spark plugs, spark plug wires, distributor or ignition coils) can result in weak or misplaced spark causing partial combustion and thus partial misfire. o Spark Plug(s) Check for fouled or damaged spark plugs. Replace and regap according to manufacture recommended procedure(s). o Spark Plug Wire(s) Check that spark plug wire is properly connected to ignition coil and spark plug. If equipped, ensure that spark plug terminal nut is tight to plug and that there is not substantial wear on nut. Check for cracks in insulation of spark plug wire or boot. Replace spark plug wire(s) if deemed necessary according to manufacture recommended procedure(s). o Distributor modules- Check distributor for oxidized or corroded spark distribution conductors including the distributor rotor and distributor cap poles. Fuel Pressure Check fuel rail pressure at key-on/engine-off or with External PowerAll On test running. Monitor fuel rail pressure when key is turned off to determine if fuel pressure bleeds down too quickly. Run an injector fire test on a couple of injectors to monitor the pressure drop in the rail for each injector. If an injector appears to flow inconsistent compared to others, replace and retest. Cylinder Check Run a compression test and cylinder leak test on suspected cylinder(s) to check mechanical integrity of piston rings and valve seats. Exhaust Leak Pressurize exhaust system with 1-2 psig of air and check for pressure leaks around exhaust manifold gasket and pre-catalyst EGO sensor. Replace gasket(s) and tighten fasteners according to manufacture recommended procedure(s).

Indmar Products

2008 263

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU1 voltage higher than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.

Indmar Products

2008 264

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 701, FMI 3 - AUX Analog Pull-Up 1 High Voltage Fault

Indmar Products

2008 265

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU1 voltage lower than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.

Indmar Products

2008 266

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 701, FMI 4 - AUX Analog Pull-Up 1 Low Voltage Fault

Indmar Products

2008 267

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Draft Rev. A-Jan. 2008

SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU2 voltage higher than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.

Indmar Products

2008 268

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 702, FMI 3 - AUX Analog Pull-Up 2 High Voltage Fault

Indmar Products

2008 269

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU2 voltage lower than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.

Indmar Products

2008 270

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 702, FMI 4 - AUX Analog Pull-Up 2 Low Voltage Fault

Indmar Products

2008 271

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU3 voltage higher than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is above the limit defined in calibration.

Indmar Products

2008 272

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 703, FMI 3 - AUX Analog Pull-Up 3 High Voltage Fault

Indmar Products

2008 273

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault

Configuration #1- Auxiliary Sensor (proportional voltage type), Configuration #2- Auxiliary Sensor (switch-type) Check Condition- Key On, Engine On Fault Condition- AUX_ana_PU3 voltage lower than expected Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, power derate, force idle, shutdown, or any combination thereof as defined in calibration. Non-emissions related fault

The auxiliary analog input circuit is customer specific and can be used to perform an action based on a sensor that switches to ground or a sensor that outputs a proportional voltage. Typical uses of the auxiliary circuit includes switches that activate particular software strategies, switches that act as vehicle safeties to trigger derate or shutdown conditions, or auxiliary senders used to drive gauges. The circuit internal to the ECM is connected in parallel with the regulated 5 VDC power supply so that when no load is connected to the circuit the feedback voltage is equal to 5 VDC. This fault is active when the voltage feedback from the sensor is below the limit defined in calibration.

Indmar Products

2008 274

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 703, FMI 4 - AUX Analog Pull Up 3 Low Voltage Fault

Indmar Products

2008 275

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range
Grey Sensors, Actuators

5V_ext1
Vs=+5 VDC

Black/Wh

5V_rtn1

Grey FPP2 Sensor

Black/Gr

67 66

5V_ext2 5V_rtn2

Vs=+5 VDC

ECM

Powered sensors/actuators and FPP2 Check Condition- Engine on Fault Condition- high or low voltage feedback on both 5V_ext1 and 5V_ext2 Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and forced idle Non-emissions related fault

5V_ext1 is a regulated 5 VDC output that supplies power to sensors and actuators. This power is generally supplied, but is not limited to hall-effects, potentiometers, switches, and pressure transducers. 5V_ext2 is a low-current 5 VDC power supply intended solely for powering a second potentiometer used for electronic throttle control in configurations where high redundancy is required. High accuracy of the power supplies are required in order to ensure proper signal scaling. Both power supplies have a feedback voltage that is monitored by the ECM to determine if the output is overloaded, shorted, or otherwise out of specification. This fault indicates that both power supply feedback voltages are out-of-range as defined in the calibration. In configurations where the crank and/or camshaft position sensors are powered halleffect sensors, the engine may stall due to loss of synchronization.

Indmar Products

2008 276

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1079, FMI 31 - Sensor Supply Voltage (5Vext 1/2) Simultaneous Out-of-Range
y y y Key On- Engine Running Run Mode= "Running" Verify that DTC 1611 is active

Is there a redundant FPP sensor connected to the ECM? No

Yes

Disconnect the FPP sensor from the wireharness

Yes

Does the DST indicate DTC 1611?

y y y y

Key Off-Engine Off Disconnect all 5VDC powered sensor(s)/ actuator(s) from the wireharness Key On-Engine Off Run Mode= "Stopped"

No y Faulty FPP sensor or FPP sensor wiring, replace sensor

Yes

Does the DST indicate DTC 1611?

Yes

Does the DST indicate DTC 1611?

No y y y Faulty sensor(s)/actuator(s) Faulty sensor(s)/actuator(s) wiring Faulty wireharness y y y Faulty wireharness Faulty ECM No

Faulty original FPP sensor

Indmar Products

2008 277

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1612- Microprocessor Failure - RTI 1

ECM

Microprocessor Microprocessor

RAM
RAM

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error MIL- On until code is cleared by technician Adaptive- Disabled for the remainder of the key-on cycle Closed Loop- Enabled Power Derate (level 2 until fault is cleared manually)

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.

Indmar Products

2008 278

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1613- Microprocessor Failure - RTI 2

ECM

Microprocessor Microprocessor

RAM
RAM

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error MIL- On until code is cleared by technician Adaptive- Disabled for the remainder of the key-on cycle Closed Loop- Enabled Power Derate (level 2 until fault is cleared manually)

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.

Indmar Products

2008 280

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 555- RTI 2 Loss

Key On - Engine Running System Data Mode

Clear System Fault

Check all power and ground circuits to ECM

Does SFC 555 reset with engine idling?

Yes Are all circuits ok? Yes Replace ECM with known good part and retest

No No Fault is intermittent Repair wiring to ECM and retest

Indmar Products

2008 281

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1614- Microprocessor Failure - RTI 3

ECM

Microprocessor Microprocessor

RAM
RAM

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error MIL- On until code is cleared by technician Adaptive- Disabled for the remainder of the key-on cycle Closed Loop- Enabled Power Derate (level 2 until fault is cleared manually)

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.

Indmar Products

2008 282

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 556- RTI 3 Loss

Key On - Engine Running System Data Mode

Clear System Fault

Check all power and ground circuits to ECM

Yes

Does SFC 556 reset with engine idling? Are all circuits ok?

Yes

Replace ECM with known good part and retest

No No Fault is intermittent Repair wiring to ECM and retest

Indmar Products

2008 283

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1615- Microprocessor Failure - A/D

ECM

Microprocessor Microprocessor

RAM
RAM

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error MIL- On until code is cleared by technician Adaptive- Disabled for the remainder of the key-on cycle Closed Loop- Enabled Power Derate (level 2 until fault is cleared manually)

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.

Indmar Products

2008 284

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 513- A/D Loss

Key On - Engine Running System Data Mode

Clear System Fault

Check all power and ground circuits to ECM

Yes

Does SFC 513 reset with engine idling?

Yes Are all circuits ok?

Replace ECM with known good part and retest

No No Fault is intermittent Repair wiring to ECM and retest

Indmar Products

2008 285

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1616- Microprocessor Failure - Interrupt

ECM

Microprocessor Microprocessor

RAM
RAM

Engine Control Module Check Condition- Key on Fault Condition- Internal microprocessor error MIL- On until code is cleared by technician Adaptive- Disabled for the remainder of the key-on cycle Closed Loop- Enabled Power Derate (level 2 until fault is cleared manually)

The ECM has checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault should be erased after diagnosis by removing battery power. It will not self-erase. During this active fault, Power Derate (level 2) will be enforced. When this is enforced, maximum throttle position will be 20%. This is enforced until the fault is manually cleared.

Indmar Products

2008 286

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 512- Invalid Interrupt

Key On - Engine Running System Data Mode

Clear System Fault

Check all power and ground circuits to ECM

Yes

Does SFC 512 reset with engine idling?

Are all circuits ok?

Yes

Replace ECM with known good part and retest

No No Fault is intermittent Repair wiring to ECM and retest

Indmar Products

2008 287

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1628- CAN Address Conflict Failure

CAN device(s) Check Condition- Key On, Engine on Fault Condition- two or more devices on the network that contain the same SA Corrective Action(s)- Sound audible warning or illuminate secondary warning lamp Non-emissions related fault

The controller area network serves as a communication portal between intelligent devices. These devices may be but are not limited to other engine ECMs (slave), diagnostic tools, smart gauges, smart sensors, powertrain control units, vehicle controllers, actuators, etc. The network permits several devices to communicate with each other receiving and broadcasting commands as programmed. This type of network allows devices to be added to an entire system through only two conductors and permits all other devices to broadcast and receive commands to and from the device when properly commanded. CAN1 is used for general network communication including gauge display, scan tool communication, and other general 3rd party traffic. CAN2 is reserved solely for engine control (engine synchronization, throttle control, vehicle controller commands, etc.) and is limited to EControls Inc. approved devices only. This fault indicates that there are two (2) or more devices on the network that use the same source address.

Indmar Products

2008 294

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Draft Rev. A-Jan. 2008

DTC 1628- CAN Address Conflict Failure

y y y Key On- Engine Running Run Mode= "Running" Verify that DTC 1628 is active

Are there two or more engines on the CAN?

Yes

Disconnect the secondary engine(s) from the network

No Yes Does the DST indicate DTC 1628?

y y

Disconnect one (1) device from the CAN Wait three (3) seconds y y Does the DST indicate DTC 1628? Yes

No Configure the secondary engine(s) as slave(s) Reconnect engine(s) to the network

No y y Remove last device Contact device manufacture to request alternate SA

Indmar Products

2008 295

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1631- PWM1/Gauge1 Open/Ground Short

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM1 output open circuit or shorted to ground Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM1 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 300

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1631- PWM1/Gauge1 Open/Ground Short

Duty-cycle PWM type
y y y Key On, Engine Running Run Mode= "Running" Operate engine at a condition that causes output to function

Using a DST, is DTC 1631 active?

No

Intermittent Fault

Yes y y Disconnect ECM output signal at device Operate engine at idle in neutral Using a DMM, is the voltage potential from the device signal input to Vbat > 3 VDC? No y Faulty device (open circuit)

Yes Using a DMM, is the voltage potential from the device signal input to ground > 3 VDC? Yes y y Connect test light/noid from Vbat to ECM device output Operate engine at a condition that causes output to function

No y Faulty device (short to ground) Does test light/noid illuminate? Yes y y y Key On, Engine Off Run Mode= "Stopped" Disconnect wireharness header from ECM

No y y y y Key Off, Engine Off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal. Yes y Faulty wireharness (ground short)

Does test light/noid illuminate?

No y y Faulty device (short to ground) Faulty ECM

Using a DMM, is the resistance Yes between the ECM output at the device and the output at the header < 10 ohms?

Faulty ECM (open circuit)

No y Faulty wireharness (open circuit)

Indmar Products

2008 301

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1631- PWM1/Gauge1 Open/Ground Short

Resistance Simulation type
Key On-Engine Running Run Mode= "Running" Verify that DTC 1631 is active

Stop engine Key-on, Engine Off Run Mode= Stopped Disconnect output signal from device

Short output signal to Vbat at gauge

Does the DST indicate DTC 1632?

No

Disconnect output signal Place a known resistance (100200 ) between the signal output and Vbat

Yes

Using a DMM, is the resistance between the signal input of gauge and gauge ground <50 ohms?

No

Does the xxxx gauge pullup R estimate value in DST = inserted resistance 10%

Yes

Faulty gauge

No Yes

Faulty gauge (short circuit)

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Using a DMM, is the resistance between the device output signal at header and the Ground pin(s) < 100 ohms?

No

Using a DMM, is the resistance between the device output signal at header and the signal at gauge < 100 ohms?

No

Faulty wireharness (open circuit)

Yes

Yes

Faulty wireharness (ground short)

Faulty ECM

Indmar Products

2008 302

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1632- PWM1/Gauge1 Short-To-Power

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM1 output shorted to power Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM1 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 303

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1632- PWM1/Gauge1 Short-To-Power

Duty-cycle PWM type
y y y Key On-Engine Running Run Mode= "Running" Verify that DTC 1632 is active

Disconnect output signal from device

Does the DST still indicate DTC 1632?

Yes

y y

Key On, Engine Off Run Mode= "Stopped"

No

Using a DMM, is the voltage potential from the device signal to Vbat > 80% of Vbat?

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Disconnect wireharness header from ECM

No No

y y

Faulty device Faulty device wiring

y y

Faulty device Faulty device wiring

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Faulty wireharness

No

Faulty ECM

Indmar Products

2008 304

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1632- PWM1/Gauge1 Short-To-Power

Resistance Simulation type
Key On-Engine Running Run Mode= "Running" Verify that DTC 1632 is active

Disconnect output signal from device

Does the DST still indicate DTC 1632?

Yes

Key On, Engine Off Run Mode= "Stopped"

Place a known resistance in series between the PWM output and Vbat

Using a DMM, is the resistance between the signal input of gauge and gauge Vbat <50 ohms?

No

Does the xxxx gauge pullup R estimate value in DST = inserted resistance 10%

Yes

Faulty gauge

Yes

Faulty gauge

No

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Using a DMM, is the resistance between the device output signal at header and the VBat pin(s) < 100 ohms?

No

Faulty ECM

Yes

Faulty wireharness

Indmar Products

2008 305

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1633- PWM2/Gauge2 Open/Ground Short

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM2 output open circuit or shorted to ground Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM2 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 306

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1633- PWM2/Gauge2 Open/Ground Short

y y y Key On, Engine Running Run Mode= "Running" Operate engine at a condition that causes output to function

Using a DST, is DTC 1633 active?

No

Intermittent Fault

Yes y y Disconnect ECM output signal at device Operate engine at idle in neutral Using a DMM, is the voltage potential from the device signal input to Vbat > 3 VDC? No y Faulty device (open circuit)

Yes Using a DMM, is the voltage potential from the device signal input to ground > 3 VDC? Yes y y Connect test light/noid from Vbat to ECM device output Operate engine at a condition that causes output to function

No y Faulty device (short to ground) Does test light/noid illuminate? Yes y y y Key On, Engine Off Run Mode= "Stopped" Disconnect wireharness header from ECM

No y y y y Key Off, Engine Off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal. Yes y Faulty wireharness (ground short)

Does test light/noid illuminate?

No y y Faulty device (short to ground) Faulty ECM

Using a DMM, is the resistance Yes between the ECM output at the device and the output at the header < 10 ohms?

Faulty ECM (open circuit)

No y Faulty wireharness (open circuit)

Indmar Products

2008 307

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1634- PWM2/Gauge2 Short-To-Power

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM2 output shorted to power Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM2 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 308

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1634- PWM2/Gauge2 Short-To-Power

Duty-cycle PWM type
y y y Key On-Engine Running Run Mode= "Running" Verify that DTC 1634 is active

Disconnect output signal from device

Does the DST still indicate DTC 1634?

Yes

y y

Key On, Engine Off Run Mode= "Stopped"

No

Using a DMM, is the voltage potential from the device signal to Vbat > 80% of Vbat?

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Disconnect wireharness header from ECM

No No

y y

Faulty device Faulty device wiring

y y

Faulty device Faulty device wiring

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Faulty wireharness

No

Faulty ECM

Indmar Products

2008 309

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1634- PWM2/Gauge2 Short-To-Power

Resistance Simulation type
Key On-Engine Running Run Mode= "Running" Verify that DTC 1634 is active

Disconnect output signal from device

Does the DST still indicate DTC 1634?

Yes

Key On, Engine Off Run Mode= "Stopped"

Place a known resistance in series between the PWM output and Vbat

Using a DMM, is the resistance between the signal input of gauge and gauge Vbat <50 ohms?

No

Does the xxxx gauge pullup R estimate value in DST = inserted resistance 10%

Yes

Faulty gauge

Yes

Faulty gauge

No

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Using a DMM, is the resistance between the device output signal at header and the VBat pin(s) < 100 ohms?

No

Faulty ECM

Yes

Faulty wireharness

Indmar Products

2008 310

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1635- PWM3/Gauge3 Open/Ground Short

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM3 output open circuit or shorted to ground Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM3 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 311

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1635- PWM3/Gauge3 Open/Ground Short

Duty-cycle PWM type
y y y Key On, Engine Running Run Mode= "Running" Operate engine at a condition that causes output to function

Using a DST, is DTC 1635 active?

No

Intermittent Fault

Yes y y Disconnect ECM output signal at device Operate engine at idle in neutral Using a DMM, is the voltage potential from the device signal input to Vbat > 3 VDC? No y Faulty device (open circuit)

Yes Using a DMM, is the voltage potential from the device signal input to ground > 3 VDC? Yes y y Connect test light/noid from Vbat to ECM device output Operate engine at a condition that causes output to function

No y Faulty device (short to ground) Does test light/noid illuminate? Yes y y y Key On, Engine Off Run Mode= "Stopped" Disconnect wireharness header from ECM

No y y y y Key Off, Engine Off Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal. Yes y Faulty wireharness (ground short)

Does test light/noid illuminate?

No y y Faulty device (short to ground) Faulty ECM

Using a DMM, is the resistance Yes between the ECM output at the device and the output at the header < 10 ohms?

Faulty ECM (open circuit)

No y Faulty wireharness (open circuit)

Indmar Products

2008 312

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1636- PWM3/Gauge3 Short-To-Power

Gauge

+ ECM

Relay

ECM

Analog gauge, proportional actuator, on-off device Check Condition- Key-On, Engine On Fault Condition- AUX PWM3 output shorted to power Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

AUX_PWM3 is an output that, depending on the ECM hardware configuration, may be used to: Simulate the resistance of a sender to drive an analog gauge (Gauge driver config) PWM an analog gauge (PWM config) PWM the low-side of a on-off device (PWM config) PWM a proportional actuator (PWM config)

Indmar Products

2008 314

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1636- PWM3/Gauge3 Short-To-Power

Duty-cycle PWM type
y y y Key On-Engine Running Run Mode= "Running" Verify that DTC 1636 is active

Disconnect output signal from device

Does the DST still indicate DTC 1636?

Yes

y y

Key On, Engine Off Run Mode= "Stopped"

No

Using a DMM, is the voltage potential from the device signal to Vbat > 80% of Vbat?

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Disconnect wireharness header from ECM

No No

y y

Faulty device Faulty device wiring

y y

Faulty device Faulty device wiring

Using a DMM, is the resistance between the device output signal at the device and Vbat < 100 ohms?

Yes

Faulty wireharness

No

Faulty ECM

Indmar Products

2008 315

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 1636- PWM3/Gauge3 Short-To-Power

Resistance Simulation type
Key On-Engine Running Run Mode= "Running" Verify that DTC 1636 is active

Disconnect output signal from device

Does the DST still indicate DTC 1636?

Yes

Key On, Engine Off Run Mode= "Stopped"

Place a known resistance in series between the PWM output and Vbat

Using a DMM, is the resistance between the signal input of gauge and gauge Vbat <50 ohms?

No

Does the xxxx gauge pullup R estimate value in DST = inserted resistance 10%

Yes

Faulty gauge

Yes

Faulty gauge

No

Disconnect wireharness header from ECM Carefully remove yellow lock from header at device output terminal CAREFULLY check resistance between ECM output at header and signal at device. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Using a DMM, is the resistance between the device output signal at header and the VBat pin(s) < 100 ohms?

No

Faulty ECM

Yes

Faulty wireharness

Indmar Products

2008 316

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 920, FMI 4 - Buzzer Control Ground Short

+ VDC
+ Buzzer -

Buzzer
Buzzer may be configured in calibration to: Pin -Buzzer Pin - AUX PWM1 Pin - AUX PWM2 Pin - AUX PWM3 Pin - AUX PWM4 Pin - AUX PWM5

ECM

Buzzer/Secondary warning device Check Condition- Key On, Engine On Fault Condition- ECM buzzer output shorted to ground Corrective Action(s)- Illuminate MIL Non-emissions related fault

This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.

Indmar Products

2008 317

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Draft Rev. A-Jan. 2008

SPN 920, FMI 4 - Buzzer Control Ground Short

y y y y Key On- Engine On Run Mode= "Running" Operate engine at Idle Verify that DTC 1641 is active

Disconnect output signal from buzzer

Does the DST still indicate DTC 1641?

Yes

Key Off, Engine Off

No Using a DVOM, is the resistance between the ECM buzzer output signal and ground< 100 ohms ?

Yes

Using a DVOM, is the voltage potential from the buzzer low-side to ground > 80% of Vbat?

Disconnect harness from ECM

Yes

No No y y Faulty buzzer Faulty buzzer or buzzer wiring Yes Using a DVOM, is the resistance between the ECM buzzer output at buzzer and ground< 100 ohms ?

No

Faulty ECM

Faullty wireharness,

Indmar Products

2008 318

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SPN 920, FMI 5 - Buzzer Open

+ VDC
+ Buzzer -

Buzzer
Buzzer may be configured in calibration to: Pin -Buzzer Pin - AUX PWM1 Pin - AUX PWM2 Pin - AUX PWM3 Pin - AUX PWM4 Pin - AUX PWM5

ECM

Buzzer/Secondary warning device Check Condition- Key On, Engine Off Fault Condition- ECM buzzer output open circuit Corrective Action(s)- Illuminate MIL Non-emissions related fault

This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.

Indmar Products

2008 319

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Draft Rev. A-Jan. 2008

SPN 920, FMI 5 - Buzzer Open

y y y Key On- Engine Off Run Mode= "Stopped" Verify that DTC 1642 is active

Disconnect output signal from buzzer

Using a DVOM, is the voltage potential from the buzzer low-side to ground > 80% of Vbat?

Yes

y y

Key Off Connect test noid from Vbat to ECM buzzer output

No y Faulty buzzer Key-On with engine off. Does noid flash and then extinguish? Yes y Faulty buzzer or buzzer wiring

No y y y y Key Off Disconnect wireharness header from ECM Carefully remove yellow lock from header at buzzer output terminal CAREFULLY check continuity between ECM output at header and signal at buzzer. NOTE: DO NOT INSERT probe or object into terminals as this will cause the terminal to spread and may no longer make contact with ECM pin. Spread pins will void warranty! Probe on the side of terminal.

Using a DVOM, is the resistance between the ECM output at the buzzer and the ECM buzzer output at the header > 10 ohms?

Yes

Faulty wireharness

No

Faulty ECM

Indmar Products

2008 320

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Draft Rev. A-Jan. 2008

SPN 920, FMI 3 - Buzzer Control Short-To-Power

+ VDC
+ Buzzer -

Buzzer
Buzzer may be configured in calibration to: Pin -Buzzer Pin - AUX PWM1 Pin - AUX PWM2 Pin - AUX PWM3 Pin - AUX PWM4 Pin - AUX PWM5

ECM

Buzzer/Secondary warning device Check Condition- Key On, Engine On Fault Condition- ECM buzzer output shorted to power Corrective Action(s)- Illuminate MIL Non-emissions related fault

This ECM output is used to provide a low-side switch to a secondary warning device such as an audible buzzer or secondary warning lamp.

Indmar Products

2008 321

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Draft Rev. A-Jan. 2008

SPN 920, FMI 3 - Buzzer Control Short-To-Power

y y y Key On- Engine Running Run Mode= "Running" Verify that DTC 1643 is active

Disconnect output signal from buzzer

Does the DST still indicate DTC 1643?

Yes

y y

Key Off Disconnect header from ECM

No

Using a DVOM, is the voltage potential from the buzzer low-side to ground > 80% of Vbat?

Yes

Using a DVOM, is the resistance between the ECM buzzer output signal at the buzzer and Vbat < 100 ohms?

Yes

Faulty wireharness

No y Faulty buzzer y y

No Faulty Buzzer wiring Faulty ECM

Indmar Products

2008 322

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Draft Rev. A-Jan. 2008

SPN 1213, FMI 4 - MIL Control Ground Short

+12 VDC

+ MIL

ECM

MIL Check Condition- Key On, Engine Off or Running Fault Condition- ECM MIL output shorted to ground Corrective Action(s)- sound audible warning or illuminate secondary warning lamp Non-emissions related fault

This ECM output is used to provide a low-side switch to a MIL that is used to indicate that an emission related fault has been set. This fault will set if the ECM detects that there is a ground short of the MIL output.

Indmar Products

2008 323

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Draft Rev. A-Jan. 2008

SPN 1213, FMI 4 - MIL Control Ground Short

y y y Key On- Engine Off Run Mode= "Stopped" Verify that DTC 1644 is active

Disconnect output signal from MIL

Does the DST still indicate DTC 1644?

Yes

Key Off, Engine Off

No Using a DVOM, is the resistance between the ECM MIL output signal and ground< 100 ohms ?

Yes

Disconnect harness from ECM

Using a DVOM, is the voltage potential from the MIL low-side to ground > 80% of Vbat?

Yes

No No y y Faulty MIL Faulty MIL or MIL wiring Yes Using a DVOM, is the resistance between the ECM MIL output at MIL and ground< 100 ohms ?

No

Faulty ECM

Faullty wireharness

Indmar Products

2008 324

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Draft Rev. A-Jan. 2008

SPN 1213, FMI 3 - MIL Control Short to Power

+ VDC
+ MIL -

MIL ECM

MIL Check Condition- Key On, Engine Off Fault Condition- ECM MIL output shorted to power Corrective Action(s)- Trigger buzzer/secondary warning device Non-emissions related fault

This ECM output is used to provide a low-side switch to a MIL indicating an emission related fault has been set.

Indmar Products

2008 325

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Draft Rev. A-Jan. 2008

SPN 1213, FMI 3 - MIL Control Short to Power

y y y Key On- Engine Off Run Mode= "Stopped" Verify that DTC 1645 is active

Disconnect output signal from MIL

Does the DST still indicate DTC 1645?

Yes

y y

Key Off Disconnect header from ECM

No

Using a DVOM, is the voltage potential from the MIL low-side to ground > 80% of Vbat?

Yes

Using a DVOM, is the resistance between the ECM MIL output signal at the MIL and Vbat < 100 ohms?

Yes

Faulty wireharness

No y Faulty MIL y y

No Faulty MIL wiring Faulty ECM

Indmar Products

2008 326

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Draft Rev. A-Jan. 2008

SPN 51, FMI 7 - : Unable to Reach Lower TPS

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Throttle command is 20% less than throttle position for 200ms or longer MIL-On during active fault Adaptive-Enabled Closed Loop-Enabled Engine Shut Down

There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read low voltage when closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the throttle command is 20% less than the actual throttle position. During this active fault the MIL light will be on and the engine will shut down.

Indmar Products

2008 327

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Draft Rev. A-Jan. 2008

SFC 638-Throttle Unable To Close

Key On -Engine Off DBW Throttle Test Mode

Move FP until throttle command is 32%-37% NOTE: To sweep throttle on stationary applications,go to DBW page and type desired throttle opening % in the FPP1 box.

* Ignition "Off" * Disconnect Throttle Connector * Ignition "On"

Yes Does DST display TPS1 voltage less than 0.2 volts? Is TPS 1 voltage greater than 2.0 volts? No No

Yes

Probe sensor ground circuit on harness (ECM) side (bk/lt grn) with test light connected to battery voltage

Intermittent Problem

* TPS1 signal circuit shorted to power or * Faulty ECM

Does test light come on?

Yes

* Foreign object not allowing Throttle to close or * Faulty Throttle connection or * Faulty Throttle or * Faulty ECM

No

* Open sensor ground circuit or * Faulty ECM

Indmar Products

2008 328

All Rights Reserved

Draft Rev. A-Jan. 2008

DTC 2112: Unable to Reach Higher TPS

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Throttle command is 20% more than actual throttle position MIL-On during active fault Adaptive-Enabled Closed Loop-Enabled Engine Shut Down

There are 2 Throttle Position Sensors located within the throttle which use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read low voltage when closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the throttle command is 20% or more than the actual throttle position. During this active fault the MIL light will be on and the engine will shut down.

Indmar Products

2008 329

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 91, FMI 18 - FPP1 Lower than FPP2

D
F P P 1

Grey Blue Black/Wh Grey Green Black/Wh

5V_ext1
Vs=+5 VDC

F B

33 3

FPP1 5V_rtn1

G
F P P 2

5V_ext2 67 34 66 ECM FPP2 5V_rtn2

Vs=+5 VDC

C J

Electronic foot pedal/throttle control sensor Check Condition- Key On, Engine Off Fault Condition- FPP1% lower than FPP2% Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and power derate, low rev limit, or forced idle Non-emissions related fault

The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engines load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engines power output, redundant sensors are generally used to ensure safe, reliable operation. This fault indicates that the measured % deflection of sensor 1 is less than sensor 2 by an amount defined in calibration.

Indmar Products

2008 332

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 91, FMI 18 - FPP1 Lower than FPP2

y y Key On- Engine Off Run Mode= "Stopped"

y y

Ensure that the sensor is securely mounted to bracket Ensure that the sensor is fully-closed

Using a DST, are FPP1 & 2 voltages within idle tolerance as specified by mfg?

Yes

Open the sensor to the full open stop

Using a DST, are FPP1 & 2 voltages within full-scale tolerance as specified by mfg?

Yes

Intermittent Fault

No No

Using a DMM, is the voltage potential across sensor supply and sensor ground= 4.60-5.40 VDC

Yes

Faulty FPP sensor or FPP sensor wiring

Using a DMM, is the voltage potential across sensor supply and sensor ground= 4.60-5.40 VDC

Yes

Faulty FPP sensor or FPP sensor wiring

No y y y Key On- Engine On Run Mode= "Running" Operate engine at idle No y y y Key On- Engine On Run Mode= "Running" Operate engine at idle

Does the DST indicate DTC 642, 643, 652, or 653?

Yes

Troubleshoot power supply DTC(s)

Does the DST indicate DTC 642, 643, 652, or 653?

Yes

Troubleshoot power supply DTC(s)

No y y Ensure that ECM has not turned off Cycle Vsw No y y Ensure that ECM has not turned off Cycle Vsw

Indmar Products

2008 333

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 91, FMI 3 - FPP1 Voltage High

FPP 1 D F B Grey Blue Black/White

4

5 volts

33

Signal

Sensor Ground

ECM

Foot Pedal Position Check Condition-Key On Fault Condition-FPP1 sensor voltage exceeds 4.8 MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for the remainder of the key-on cycle Adaptive-Enabled Closed Loop-Enabled Power Derate (level 1) and Low Rev Limit enforced

The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. Less depression of pedal results in lower voltage, and greater depression results in higher voltage. This fault will set if voltage is over 4.8 volts at any operating condition while the key is on. If the voltage exceeds 4.8, then FPP is considered to be out of specifications. At this point the ECM does not have a valid signal, and must therefore enforce the low rev limit and Power Derate (level 1). When these are enforced the maximum throttle position is 50% and the maximum engine speed is 1600 RPM. The Low Rev Limit is enforced for the remainder of the key-on cycle. Rev limit is still enforced if the active fault is no longer present; the MIL light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.

Indmar Products

2008 334

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Draft Rev. A-Jan. 2008

SFC 611-FPP High Voltage

Key On -Engine Off System Data Mode

Does DST display FPP voltage of 4.8 volts or greater with the Foot Pedal in idle position?

Yes

* Key Off * Disconnect FPP sensor from harness * Key On

No

Slowly increase FPP while observing FPP voltage.

Does DST display FPP voltage less than 0.2 volts?

Yes

Probe sensor ground circuit with test light connected to battery voltage

No

Does DST FPP voltage ever exceed 4.8 volts?

*FPP signal circuit shorted to voltage or * Faulty ECM

No

Yes

Intermittent Problem Does test light come on?

Yes

* Faulty ECM connection or Faulty sensor

No * Faulty FPP or * Poor Ground Circuit or * Faulty Connection

* Open sensor ground circuit or * Faulty ECM

Indmar Products

2008 335

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS

D
F P P 1

Grey Blue Black/Wh Grey Green Black/Wh

5V_ext1
Vs=+5 VDC

F B

33 3

FPP1 5V_rtn1

G
F P P 2

5V_ext2 67 34 66 ECM FPP2 5V_rtn2

Vs=+5 VDC

C J

Electronic foot pedal/throttle control sensor Check Condition- Key On, Engine Off Fault Condition- FPP2 VDC out-of-range, FPP1% does not match IVS state Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and forced idle Non-emissions related fault

The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engines load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engines power output, redundant sensors are generally used to ensure safe, reliable operation. This fault is only applicable with dual potentiometer/single IVS sensors and indicates that FPP2 voltage is out-of-range and FPP1% does not correlate with the IVS state resulting in a loss of redundancy.

Indmar Products

2008 338

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 520199, FMI11 - FPP2 Invalid Voltage and FPP1 Disagrees with IVS
Diagnostic Aids Troubleshoot FPP2 voltage out-of-range following DTC 2127 and 2128 procedures. Troubleshoot FPP1 disagrees with IVS following DTC 2115 and 2139 procedures.

Indmar Products

2008 339

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 91, FMI 16 - FPP1 Higher than FPP2

D
F P P 1

Grey Blue Black/Wh Grey Green Black/Wh

5V_ext1
Vs=+5 VDC

F B

33 3

FPP1 5V_rtn1

G
F P P 2

5V_ext2 67 34 66 ECM FPP2 5V_rtn2

Vs=+5 VDC

C J

Electronic foot pedal/throttle control sensor Check Condition- Key On, Engine Off Fault Condition- FPP1% higher than FPP2% Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and power derate, low rev limit, or forced idle Non-emissions related fault

The FPP sensor is an electronic device that is coupled to a mechanically driven input as commanded by the vehicle/engine operator. A FPP sensor may be, but is not limited to a foot pedal assembly, a cable-lever-sensor assembly, or a rotary potentiometer. General sensor configurations consist of single potentiometer with IVS, two potentiometers, or two potentiometers with IVS. The FPP sensor outputs are proportional to the commanded input. The ECM uses the FPP sensor inputs to control the throttle and adjust the engines load in order to achieve the requested power. Since the FPP sensor inputs directly affect the engines power output, redundant sensors are generally used to ensure safe, reliable operation. This fault indicates that the measured % deflection of sensor 1 is greater than sensor 2 by an amount defined in calibration.

Indmar Products

2008 340

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 91, FMI 16 - FPP1 Higher than FPP2

y y Key On- Engine Off Run Mode= "Stopped"

y y

Ensure that the sensor is securely mounted to bracket Ensure that the sensor is fully-closed

Using a DST, are FPP1 & 2 voltages within idle tolerance as specified by mfg?

Yes

Open the sensor to the full open stop

Using a DST, are FPP1 & 2 voltages within full-scale tolerance as specified by mfg?

Yes

Intermittent Fault

No No

Using a DMM, is the voltage potential across sensor supply and sensor ground= 4.60-5.40 VDC

Yes

Faulty FPP sensor or FPP sensor wiring

Using a DMM, is the voltage potential across sensor supply and sensor ground= 4.60-5.40 VDC

Yes

Faulty FPP sensor or FPP sensor wiring

No y y y Key On- Engine On Run Mode= "Running" Operate engine at idle No y y y Key On- Engine On Run Mode= "Running" Operate engine at idle

Does the DST indicate DTC 642, 643, 652, or 653?

Yes

Troubleshoot power supply DTC(s)

Does the DST indicate DTC 642, 643, 652, or 653?

Yes

Troubleshoot power supply DTC(s)

No y y Ensure that ECM has not turned off Cycle Vsw No y y Ensure that ECM has not turned off Cycle Vsw

Indmar Products

2008 341

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 29, FMI 4 - FPP2 voltage low

FPP 2 G C J Grey Green Black/White

67

5 volts

34

Signal

66

Sensor Ground

ECM

Foot Pedal Position Check Condition-Key On Fault Condition-FPP sensor voltage less than 0.2 MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for the remainder of the key-on cycle Adaptive-Enabled Closed Loop-Enabled Power Derate (level 1) and Low Rev Limit enforced

The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. Less depression of pedal results in lower voltage, and greater depression results in higher voltage. This fault will set if voltage is less than 0.2 volts at any operating condition while the key is on. If the voltage is less than 0.2, then FPP is considered to be out of specifications. At this point the ECM does not have a valid signal, and must therefore enforce the low rev limit and Power Derate (level-1). When these are enforced the maximum throttle position is 50% and the maximum engine speed is 1600 RPM. The low rev limit is enforced for the remainder of the key-on cycle. If the active fault is no longer present, the MIL light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.

Indmar Products

2008 342

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 612-FPP Low Voltage

Key On -Engine Off System Data Mode

Does DST display FPP voltage of 0.2 volts or less with the Foot Pedal in idle position?

Yes

* Key Off * Disconnect FPP sensor from harness * Jumper 5 volt reference circuit and FPP signal circuit together * Key On

No Yes

Slowly depress FP while observing FPP voltage.

Does DST display FPP voltage of 4.8 volts or greater?

* Poor sensor connection or * Faulty sensor

No

Does DST FPP voltage ever drop below 0.2 volts?

Probe FPP signal circuit with test light connected to battery voltage.

No

Yes

Intermittent Problem

* Faulty FPP or * Faulty Connection or * Poor 5 volt power supply circuit

Does DST display FPP voltage of 4.8 volts or greater?

Yes

* 5 volt reference is open or shorted to ground or * Faulty ECM connection or * Faulty ECM

No * FPP signal circuit open or shorted to ground or * Faulty ECM connection or * Faulty ECM

Indmar Products

2008 343

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range

Electronic throttle body Check Condition- Key On, Engine On Fault Condition- TPS1 and TPS2 voltages are both simultaneously out-of-range Corrective Action(s)- Illuminate MIL, sound audible warning or illuminate secondary warning lamp, and shutdown engine Non-emissions related fault

The throttle is an air valve used to control the amount of air available to the engine for combustion and thereby the engines power output. An electronic throttle simply means that a motor is controlled electronically through an electronic control system to actuate the throttle valve. Electronic throttle control is advantageous because it tends to offer improved starting, improved idle governing, improved maximum speed governing, excellent load acceptance and steady-state speed governing, permits engine synchronization, and offers flexibility to protect the engine during certain fault conditions. This fault is generated when both feedback sensors in the ETB (TPS1 and TPS2) simultaneously produce out-of-range faults. This fault indicates that there is no feedback of the throttle valve and as a result throttle control cannot take place. This fault is, and should always be, configured to shut the engine down.

Indmar Products

2008 346

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 51, FMI 31 - TPS1/2 Simultaneous Voltages Out-of-Range

Diagnostic Aids Troubleshoot according to TPS1 voltage out-of-range following DTC 122 and 123 procedures. Troubleshoot according to TPS2 voltage out-of-range following DTC 222 and 223 procedures.

Indmar Products

2008 347

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 108, FMI 0 -BP High Pressure

Barometric Pressure Check Condition-Key On, Engine Off or after BP estimate during low-speed/high load operation Fault Condition-Barometric Pressure is greater than y psia Corrective Action(s): Illuminate MIL and/or sound audible warning or illuminate secondary warning lamp, disable adaptive learn fueling correction for key-cycle Emissions related fault

Barometric Pressure is estimated from the MAP sensor at key-on and in some calibrations during low speed/high load operation as defined in the engines calibration. The barometric pressure value is used for fuel and airflow calculations. This fault sets if the barometric pressure is higher than y psia as defined in the diagnostic calibration.

Indmar Products

2008 348

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1268, FMI 5 - Spark Coil #1 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
A Ignition Coil B C D Bk Bk/Wh Purple Pink/DGr Harness connector on valve cover A E G H Bk Bk/Wh Purple 2 47 Analog Return Coil Driver #1

ECM
To 12v relayed power Pink/DGr

1 2 V + F ro m P T R R e la y P in k/B k B ro w n IG N IT IO N VO LTAG E IG N IT IO N T IM IN G S IG N A L W h ite C O IL D R IV E R IG N IT IO N C O IL

HVS IG N IT IO N SYSTEM S

IG N IT IO N CO NTRO L M O DULE (IC M )

GROUND B la ck C o il W ire H IG H VO LTAG E S W IT C H

IC CO NTRO L

ECM

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

SPARK PLUG S

Coil driver #1 fires either the 1st cylinder in the firing order or the 1st cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil. Indmar Products 2008 350 All Rights Reserved
Draft Rev. A-Jan. 2008

SFC 311-Coil Driver #1 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 27 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 311 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 351

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1268, FMI 6 - Spark Coil #1 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Purple Pink/DGr

Harness connector on valve cover A E G H Bk Bk/Wh Purple Analog Return Coil Driver #1

2 47

ECM
To 12v relayed power Pink/DGr
1 2 V + F ro m P T R R e la y P in k/B k B ro w n IG N IT IO N VO LTAG E IG N IT IO N T IM IN G S IG N A L W h ite C O IL D R IV E R IG N IT IO N C O IL

HVS IG N IT IO N SYSTEM S

IG N IT IO N CO NTRO L M O DULE (IC M )

GROUND B la ck C o il W ire H IG H VO LTAG E S W IT C H

IC CO NTRO L

ECM

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault
SPARK PLUG S

Coil driver #1 fires either the 1st cylinder in the firing order or the 1st cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 352

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 312-Coil Driver #1 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 312 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 27 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Yes Replace the coil Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 353

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1269, FMI 5 - Spark Coil #2 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Red/Wh Pink/DGr

Harness connector on valve cover A E B H Bk Bk/Wh Red/Wh Analog Return Coil Driver #1

2 44

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #2 fires either the 2nd cylinder in the firing order or the 2nd cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 354

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 313-Coil Driver #2 Open

Key On - Engine Running System Data Mode

Clear system fault

* Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 28 of the ECM connector and pin C of the coil connector.

Yes Does SFC 313 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 355

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1269, FMI 6- Spark Coil #2 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Red/Wh Pink/DGr

Harness connector on valve cover A E B H Bk Bk/Wh Red/Wh Analog Return Coil Driver #1

2 44

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #2 fires either the 2nd cylinder in the firing order or the 2nd cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 356

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 314-Coil Driver #2 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 314 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 28 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Yes Replace the coil Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 357

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1270, FMI 5 - Spark Coil #3 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Blue Pink/DGr

Harness connector on valve cover A E F H Bk Bk/Wh Blue Analog Return Coil Driver #1

2 25

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #3 fires either the 3rd cylinder in the firing order or the 3rd cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 358

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 315-Coil Driver #3 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 1 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 315 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 359

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1270, FMI 6 - Spark Coil #3 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Blue Pink/DGr

Harness connector on valve cover A E F H Bk Bk/Wh Blue Analog Return Coil Driver #1

2 25

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #3 fires either the 3rd cylinder in the firing order or the 3rd cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 360

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 316-Coil Driver #3 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 316 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 1 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 361

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1271, FMI 5 - Spark Coil #4 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Green/Wh Pink/DGr

Harness connector on valve cover A E C H Bk Bk/Wh Green/Wh Analog Return Coil Driver #1

2 24

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #4 fires either the 4th cylinder in the firing order or the 4th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 362

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 321-Coil Driver #4 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 2 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 321 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 363

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1271, FMI 6 - Spark Coil #4 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Green/Wh Pink/DGr

Harness connector on valve cover A E C H Bk Bk/Wh Green/Wh Analog Return Coil Driver #1

2 24

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #4 fires either the 4th cylinder in the firing order or the 4th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 364

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 322-Coil Driver #4 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 322 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 2 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 365

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1272, FMI 5 - Spark Coil #5 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Green Pink/DGr

Harness connector on valve cover A E C H Bk Bk/Wh Green Analog Return Coil Driver #1

2 23

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #5 fires either the 5th cylinder in the firing order or the 5th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 366

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 323-Coil Driver #5 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 3 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 323 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 367

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1272, FMI 6 - Spark Coil #5 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Green Pink/DGr

Harness connector on valve cover A E C H Bk Bk/Wh Green Analog Return Coil Driver #1

2 23

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #5 fires either the 5th cylinder in the firing order or the 5th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 368

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 324-Coil Driver #5 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 324 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 3 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 369

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1273, FMI 5 - Spark Coil #6 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Blue/Wh Pink/DGr

Harness connector on valve cover A E F H Bk Bk/Wh Blue/Wh Analog Return Coil Driver #1

2 22

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #6 fires either the 6th cylinder in the firing order or the 6th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 370

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 325-Coil Driver #6 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 4 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 325 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 371

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1273, FMI 6 - Spark Coil #6 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Blue/Wh Pink/DGr

Harness connector on valve cover A E F H Bk Bk/Wh Blue/Wh Analog Return Coil Driver #1

2 22

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #6 fires either the 6th cylinder in the firing order or the 6th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 372

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 326-Coil Driver #6 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 326 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 4 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 373

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1274, FMI 5 - Spark Coil #7 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Red Pink/DGr

Harness connector on valve cover A E B H Bk Bk/Wh Red Analog Return Coil Driver #1

2 45

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #7 fires either the 7th cylinder in the firing order or the 7th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 374

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 331-Coil Driver #7 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 5 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 331 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 375

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1274, FMI 6 - Spark Coil #7 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Red Pink/DGr

Harness connector on valve cover A E B H Bk Bk/Wh Red Analog Return Coil Driver #1

2 45

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #7 fires either the 7th cylinder in the firing order or the 7th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 376

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 332-Coil Driver #7 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 332 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 5 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 377

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1275, FMI 5 - Spark Coil #8 Primary Open/Short-to-Ground

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Purple/Wh Pink/DGr

Harness connector on valve cover A E G H Bk Bk/Wh Purple/Wh Analog Return Coil Driver #1

2 46

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is an open circuit or shorted-to-ground Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit, especially when run in an application that includes a catalyst. Emissions related fault

Coil driver #8 fires either the 8th cylinder in the firing order or the 8th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is greater than y ms. or the total dwell is greater than w ms. and battery voltage is greater than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-ground or open circuit in the harness or internal to the primary coil.

Indmar Products

2008 378

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 333-Coil Driver #8 Open

Key On - Engine Running System Data Mode * Key Off * Disconnect harness connector from the ECM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin 6 of the ECM connector and pin C of the coil connector.

Clear system fault

Yes Does SFC 333 reset with engine idling?

Does the DVOM display a resistance of 5.0 Ohms or less?

Yes

* Using the DVOM measure the resistance between pins C & D on the ignition coil.

No No Fault is intermittent. Find and repair the open in the harness. Yes Does the DVOM display a resistance of 5.0 Ohms or less?

No * Faulty connection at ECM or coil or * Faulty ECM

Replace faulty coil

Indmar Products

2008 379

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 1275, FMI 6 - Spark Coil #8 Primary Short-to-Power

DISTRIBUTORLESS IGNITION
Bk A Ignition Coil B C D Bk/Wh Purple/Wh Pink/DGr

Harness connector on valve cover A E G H Bk Bk/Wh Purple/Wh Analog Return Coil Driver #1

2 46

ECM
To 12v relayed power Pink/DGr

Ignition/Spark Coil (Dumb-coil ONLY) Check Condition- Key On, Engine On Fault Condition- Primary circuitry of the ignition coil is shorted-to-power Corrective Action(s)- Illuminate MIL and sound audible warning or illuminate secondary warning lamp, disable closed-loop and adaptive-learn fueling corrections. Generally configured in conjunction with power derate or low rev limit. Emissions related fault

Coil driver #8 fires either the 8th cylinder in the firing order or the 8th cylinder in the block order depending on the configuration of the Injector/Spark Diagnostic Numbering scheme as set in calibration. This fault will set if the ECM detects x number of coil firings in which the adaptive dwell adjustment is less than y ms. or the total dwell is less than w ms. and battery voltage is less than z volts as defined in the diagnostic calibration. The purpose of this fault is to detect a short-to-power in the harness or internal to the primary coil.

Indmar Products

2008 380

All Rights Reserved

Draft Rev. A-Jan. 2008

SFC 334-Coil Driver #8 Shorted

Key On - Engine Running System Data Mode * Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins C & D on the ignition coil..

Clear system fault

Yes Does SFC 334 reset with engine idling?

Does the DVOM display a resistance of 0.5 Ohms or more?

Yes

Disconnect harness connector from the ECM * Check between pin 6 of the ECM connector and pin C of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground.

No

No

Fault is intermittent. Replace the coil

Yes

Is circuit shorted?

No

Repair short to ground in harness

Faulty coil or Faulty ECM

Indmar Products

2008 381

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 645, FMI 4 - Tach Output Ground Short

+ VDC
+

Tach Sig
-

Tach

ECM

Tachometer Gauge Check Condition- Key On, Engine On Fault Condition- ECM tachometer output shorted to ground Corrective Action(s)- Sound soft warning or illuminate secondary warning lamp Non-emissions related fault

This output is a 0-12 VDC constant duty-cycle, variable frequency square-wave used to drive a digital tachometer. This fault sets if the ECM tachometer output senses a short to ground.

Indmar Products

2008 384

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 645, FMI 4 - Tach Output Ground Short

y y y Key On- Engine Running Run Mode= "Running" Verify that DTC 2618 is active

Disconnect output signal from tachometer

Does the DST still indicate DTC 2618?

Yes

y y

Key Off, Disconnect header from ECM

No

Faulty gauge

Is the resistance between the ECM tachometer output signal at the gauge and ground < 100 ohms?

Yes

Faulty wireharness

No

y y y

Reconnect header to ECM Key On- Engine Running Run Mode= "Running"

Operate engine at idle in neutral.

Is the ECM frequency output between "Tach" and ground stable and within 10% of calc_freq as measured with a DVOM?

Yes

Faulty gauge or gauge wiring

No

Faulty ECM

calc_freq (hz.) =

# of cyl N , where N = engine speed in RPM 2 60

Indmar Products

2008 385

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 645, FMI 3 - Tach Output Short to Power

+ VDC
+

Tach Sig
-

Tach

ECM

Tachometer Gauge Check Condition- Key On, Engine On Fault Condition- ECM tachometer output shorted to power Corrective Action(s)- Sound soft warning or illuminate secondary warning lamp Non-emissions related fault

This output is a 0-12 VDC constant duty-cycle, variable frequency square-wave used to drive a digital tachometer. This fault sets if the ECM tachometer output senses a short to power.

Indmar Products

2008 386

All Rights Reserved

Draft Rev. A-Jan. 2008

SPN 645, FMI 3 - Tach Output Short to Power

y y y Key On- Engine Running Run Mode= "Running" Verify that DTC 2619 is active

Disconnect output signal from tachometer

Does the DST still indicate DTC 2619?

Yes

y y

Key Off, Disconnect header from ECM

No y Faulty gauge or gauge wiring Is the voltage potential between the ECM tachometer output signal at the gauge and ground > 1.00 VDC?

Yes

Faulty wireharness

No

y y y

Reconnect header to ECM Key On- Engine Running Run Mode= "Running"

Operate engine at idle in neutral.

Is the frequency output between "Tach" and ground stable and within 10% of calc_freq as measured with a DVOM?

Yes

y y

Faulty gauge or gauge wiring Intermittent short in wireharness

No

Faulty ECM

calc_freq (hz.) =

# of cyl N , where N = engine speed in RPM 2 60

Indmar Products

2008 387

All Rights Reserved

Draft Rev. A-Jan. 2008

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Note: If this manual wears out from normal use, Indmar will replace it at no charge. Call 901-353-9930 for replacement.

SMP0503-09