Electrical Connectors and Functions

Table 1
Connector Function

J5/P5 Fuel Shutoff Solenoid (3-Pin Connector)

J6/P6 Rack Solenoid (3-Pin Connector)

J7/P7 Coolant Level Sensor (3-Pin Connector)

J8/P8 Boost Pressure Sensor (3-Pin Connector)

J9/P9 Oil Pressure Sensor (3-Pin Connector)

J10/P10 Engine Speed Sensor (3-Pin Connector)

J11/P11 Rack Position Sensor Connector (3-Pin)

J12/P12 Coolant Temperature Sensor (3-Pin Connector)

J13 ATA Data Link (9-Pin Connector)

J14/P14 ECM (40-Pin Connector)

J15/P15 Atmospheric Pressure Sensor (3-Pin Connector)

J17/P17 Customer Connector (24-Pin Connector)

Pin Descriptions
Table 2
J14/P14 40-Pin ECM Connector

Pin Name

1 +Battery

2 Auxiliary Circuit

3 Low Oil Pressure

4 Diagnostic Lamp

5 Derate from Atmospheric Pressure

6 Spare
7 Spare Switch Input

8 Primary Throttle

9 CatData Link +

10 +8 VDC

11 Spare

12 Crank

13 Low Boost Pressure

14 Low Coolant Level

15 High Coolant Temperature

16 Spare Switch Input

17 Idle/Rated Switch

18 Engine Speed

19 Cat Data Link -

20 Coolant Temperature

21 -Battery

22 Solenoid Ground

23 Rack Solenoid

24 Spare Switch Input

25 Boost Pressure

26 Coolant Level Switch

27 Engine Oil Pressure

28 Spare Frequency Input

29 ATA Data Link

30 +5 VDC

31 Engine Shutdown

32 Spare Driver
33 Fuel Shutoff Solenoid

34 Atmospheric Pressure

35 Analog Return

36 Spare Switch Input

37 Droop

38 ATA Data Link

39 Spare Analog Input

40 Rack Position

Table 3
J17/P17" 24-Pin Customer Connector"

Pin Name

1 Fuel Shutoff Solenoid

2 Auxiliary Circuit

3 Droop

4 High Coolant Temperature Lamp

5 Low Boost Pressure

6 Shutoff

7 Idle/Rated Switch

8 Derate From Atmospheric Pressure

9 Throttle

10 Diagnostic Lamp

11 Low Oil Pressure Lamp

12 Low Coolant Level Lamp

13 +Battery

14 Engine Shutdown

15 Auxiliary Circuit
16 Auxiliary Circuit

17 Auxiliary Circuit

18 Cat Data Link +

19 -Battery

20 Auxiliary Circuit

21 Auxiliary Circuit

22 Auxiliary Circuit

23 Auxiliary Circuit

24 Cat Data Link -

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Diagnostic Trouble Codes

SMCS - 1900

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Cross-Reference Information for Diagnostic Codes

Table 1 is a list of the diagnostic codes for the engine. The diagnostic codes are cross-referenced
with the appropriate procedure that can be used to troubleshoot the code.

Further explanations of diagnostic codes are explained after Table 1.

Table 1
Cross-Reference from CID-FMI Code on Cat Data Link to Troubleshooting Procedure

Flash
Code Description Procedure
Code

Shut Off Solenoid current low Troubleshooting, "Fuel Shutoff - Test"

17-05 45
 Shut Off Solenoid current Troubleshooting, "Fuel Shutoff - Test"
17-06 45
high

Troubleshooting, "Fuel Rack Solenoid

23-02 Engine Power Excessive 48
- Test"

Troubleshooting, "Fuel Rack Solenoid

23-05 Rack BTM current low 43
- Test"

Troubleshooting, "Fuel Rack Solenoid

23-06 Rack BTM current high 43
- Test"

Troubleshooting, "Sensor Signal

24-03 Rack Sensor voltage high 22
(Analog, Active) - Test"

Troubleshooting, "Sensor Signal

24-04 Rack Sensor voltage low 22
(Analog, Active) - Test"

Troubleshooting, "Sensor Signal

24-07 Rack System Fault 43
(Analog, Active) - Test"

Troubleshooting, "Sensor Signal

24-10 Rack signal rate of change 22
(Analog, Active) - Test"

Troubleshooting, "Speed Control

91-08 Throttle Position Invalid 32
(PWM) - Test"

Throttle signal rate of change Troubleshooting, "Speed Control

91-10 32
(PWM) - Test"

100-01 Troubleshooting, "Oil Pressure Is

Low Oil Pressure Warning 46
Low"

100-03 Troubleshooting, "Sensor Signal

Oil Pressure voltage high 24
(Analog, Active) - Test"

100-04 Troubleshooting, "Sensor Signal

Oil Pressure voltage low 24
(Analog, Active) - Test"

100-10 Oil Pressure signal rate of Troubleshooting, "Sensor Signal

24
change (Analog, Active) - Test"

102-00 Troubleshooting, "Boost Pressure Is

Excessive Boost Pressure 25
High"

102-01 Troubleshooting, "Boost Pressure Is

Low Boost Pressure 25
Low"

102-03 Boost Pressure voltage high 25 Troubleshooting, "Inlet Manifold

 Pressure - Test"

102-04 Troubleshooting, "Inlet Manifold

Boost Pressure voltage low 25
Pressure - Test"

102-13 Boost Pressure out of Troubleshooting, "Inlet Manifold

42
calibration Pressure - Test"

106-01
Low Atmospheric Pressure 26 The engine derates

106-03 Atmospheric Pressure voltage Troubleshooting, "Atmospheric

26
high Pressure - Test"

106-04 Atmospheric Pressure voltage Troubleshooting, "Atmospheric

26
low Pressure - Test"

106-10 Atmospheric Pressure signal Troubleshooting, "Atmospheric

26
rate of change Pressure - Test"

110-00 High Coolant Temperature Troubleshooting, "High Coolant

61
Warning Temperature"

110-03 Coolant Temperature voltage Troubleshooting, "Coolant

27
high Temperature - Test"

110-04 Coolant Temperature voltage Troubleshooting, "Coolant

27
low Temperature - Test"

111-01 Low Coolant Level Warning

62 Add coolant and check for leaks.

168-02 ECM Battery Power Troubleshooting, "Electrical Power

51
Intermittent Supply - Test"

190-00 Troubleshooting, "Engine Overspeeds"

Engine Overspeed Warning 35

190-02 Primary Engine Speed loss of Troubleshooting, "Engine Speed -

34
signal Test"

190-08 Primary Engine Speed loss of Troubleshooting, "Engine Speed -

33
signal Test"

190-10 Engine Speed rate of change Troubleshooting, "Engine Speed -

34
Test"

241-00 Troubleshooting, "Sensor Supply -

5 Volt Open Circuit 21
Test"
241-01 Troubleshooting, "Sensor Supply -
5 Volt Short Circuit 21
Test"

241-02 Troubleshooting, "Sensor Supply -

8 Volt Open Circuit 21
Test"

241-03 Troubleshooting, "Sensor Supply -

8 Volt Short Circuit 21
Test"

252-11 Troubleshooting, "ECM/Personality

Engine Software Incorrect 50
Module - Test"

252-12 Troubleshooting, "ECM/Personality

Personality Module Fault 52
Module - Test"

253-02 Check Customer or System

56 Troubleshooting, "ECM/Personality
Parameters
Module - Test"

254-12 Troubleshooting, "ECM/Personality

ECM Fault 53
Module - Test"

Diagnostic Codes
Diagnostic codes alert the operator that a problem in the electronic system has been detected.
Diagnostic codes are also used by the service technician to identify the nature of the problem.
Caterpillar Electronic Technician (ET) is a software program that is designed to run on a
personal computer. The software can be used by the service technician in order to view the
diagnostic code information for an ECM. Diagnostic codes may consist of the component
identifier (CID), and the failure mode identifier (FMI).

Component Identifier (CID) - The CID indicates the component that generated the code. For
example, the CID number 1 identifies the fuel injector for the number one cylinder.

Failure Mode Identifier (FMI) - The FMI indicates the type of failure. Refer to Table 2 for a
complete list of the two digit codes.

Table 2
FMI Failure

00 Data is above the normal range.

01 Data is below the normal range.

02 Incorrect signal
03 Voltage is above the normal range.

04 Voltage is below the normal range.

05 Current is below the normal range.

06 Current is above the normal range.

08 Abnormal signal

09 Abnormal update

12 A device or a component failed.

13 A component is out of calibration.

Refer to Table 1 for a complete list of the diagnostic codes and the appropriate troubleshooting
procedure.

Illustration 1 is an example of the operating range of a sensor.

(1) This area represents the normal operating range of the engine parameter.

(2) In these areas, the engine is operating in an unsafe operating range of the monitored parameter. An event code
will be generated for the monitored parameter. The sensor circuit does not have an electronic problem.

(3) In these areas, the signal from the sensor is outside of the operating range of the sensor. The sensor circuit has an
electronic problem. A diagnostic code will be generated for the sensor circuit.

Active Diagnostic Codes

An active diagnostic code represents a problem with the electronic control system. Correct the
problem as soon as possible.

When the engine's ECM generates an active diagnostic code, the "Active Alarm" indicator
("Engine Control Alarm Status" on Cat ET) is activated in order to alert the operator. If the
condition that generated the code is momentary, the message disappears from the list of active
diagnostic codes. The diagnostic code becomes logged.

Logged Diagnostic Codes

When the ECM generates a diagnostic code, the ECM logs the code in permanent memory. The
ECM has an internal diagnostic clock. Each ECM will record the following information when a
code is generated:
  The hour of the first occurrence of the code
 The hour of the last occurrence of the code
 The number of occurrences of the code

This information is a valuable indicator for troubleshooting intermittent problems.

A code is cleared from memory when one of the following conditions occur:

 The service technician manually clears the code.

 The code does not recur for 100 hours.
 A new code is logged and there are already ten codes in memory. In this case, the oldest
code is cleared.

Some diagnostic codes may be easily triggered. Some diagnostic codes may log occurrences that
did not result in complaints. The most likely cause of an intermittent problem is a faulty
connection or damaged wiring. The next likely cause is a component failure. The least likely
cause is the failure of an electronic module. Diagnostic codes that are logged repeatedly may
indicate a problem that needs special investigation.

Note: Always clear logged diagnostic codes after investigating and correcting the problem which
generated the code.

Flash Codes
Flash codes are used to represent diagnostic codes in the electronic system in order to alert the
operator that a problem exists. The flash codes are a two digit number. A series of flashes
represents the flash code on the diagnostic lamp.

EXAMPLE

Note: Flash Code 27 would flash on the diagnostic lamp in the following manner:

 Two short flashes

 Hesitation
 Seven short flashes

Table 3
Flash
Description Procedure
Code

Troubleshooting, "Sensor Supply -

21 Sensor Supply Voltage Fault
Test"

Troubleshooting, "Sensor Signal

22 Rack Position Sensor Fault
(Analog, Active) - Test"
 Troubleshooting, "Sensor Signal
24 Engine Oil Pressure Fault
(Analog, Active) - Test"

Troubleshooting, "Inlet Manifold

25 Boost Pressure Sensor Fault
Pressure - Test"

Troubleshooting, "Atmospheric
26 Atmospheric Pressure Sensor Fault
Pressure - Test"

Troubleshooting, "Coolant
27 Coolant Temperature Sensor Fault
Temperature - Test"

Troubleshooting, "Speed Control -

32 Throttle Position Sensor Fault
Test"

Troubleshooting, "Speed Control -

33 Engine RPM Signal Fault
Test"

Troubleshooting, "Speed Control -

34 Loss of Engine RPM Signal
Test"

Troubleshooting, "Speed
35 Engine Overspeed Warning
Overspeeds"

Troubleshooting, "Inlet Manifold

42 Boost Pressure Sensor Calibration
Pressure - Test"

Troubleshooting, "Sensor Signal

43 Fault for the Fuel Rack
(Analog, Active) - Test"

Troubleshooting, "Fuel Shutoff -

45 Fault of the Fuel Shutoff Solenoid
Test"

Troubleshooting, "Oil Pressure Is

46 Low Oil Pressure Warning
Low"

Troubleshooting, "Fuel Rack

48 Excessive Engine Power
Solenoid - Test"

Troubleshooting, "Electrical Power

51 Intermittent Battery Power to the ECM
Supply - Test"

Troubleshooting, "ECM/Personality
52 Personality Module Fault
Module - Test"

Troubleshooting, "ECM/Personality
53 ECM Fault
Module - Test"

56 Check the Parameters for the System Troubleshooting, "ECM/Personality

 Configuration and Customer Parameters. Module - Test"

Troubleshooting, "High Coolant

61 High Coolant Temperature Warning
Temperature"

Troubleshooting, "Coolant Level -

62 Low Coolant Level Warning
Test"

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Acceleration Is Poor or Throttle Response Is Poor

SMCS - 1000-035

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Probable Causes
 Fuel supply
 Engine derate or active codes
 Cold mode
 Flash file
 Throttle position signal
 Electrical connectors
 Air inlet and exhaust system
 Rack controls

Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those conditions.
Examples of certain conditions are high engine speed, full load and engine operating
temperature. Troubleshooting the symptoms under other conditions can give misleading results.

Fuel Supply

1. Visually check the fuel level in the fuel tank. Do not rely on the fuel gauge only. If necessary, add
fuel to the fuel tank. If the engine has been run out of fuel, it will be necessary to purge the air
from the fuel system. Refer to Operation and Maintenance Manual for the correct procedure.
 2. Check the fuel lines for the following problems: restrictions, collapsed lines and pinched lines. If
problems are found with the fuel lines, repair the lines and/or replace the lines.

3. Check the fuel tank for debris or foreign objects which may block the fuel supply.

NOTICE

Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.

4. Prime the fuel system if any of the following procedures have been performed:
o Replacement of the fuel filters
o Service on the low pressure fuel supply circuit

Note: Check the fuel system for air. Refer to Systems Operation/Testing and Adjusting
for information that is related to checking the fuel system for air.

5. Check fuel quality. Cold weather adversely affects the characteristics of the fuel. Refer to the
engine's Operation and Maintenance Manual for information on improving the characteristics of
the fuel during cold weather operation.

6. Check the filtered fuel pressure while the engine is being cranked. Refer to Systems
Operation/Testing and Adjusting for the test procedure and for the correct pressure values.

If the fuel pressure is low, replace the fuel filters. Clean the primary filter/water separator
of debris. Refer to the Operation and Maintenance Manual for details.

If the fuel pressure is still low, check the operation of the fuel pressure regulating valve.
Also, check for the proper operation of the fuel transfer pump. Refer to Systems
Operation/Testing and Adjusting for test information.

Engine Derate or Active Codes

Some engine monitoring parameters that are capable of triggering an engine derate do not
produce an event code. Connect Caterpillar Electronic Technician (ET) in order to check for a
derate of the engine.

Certain diagnostic codes and may cause poor performance. Use Cat ET to check for active codes
and for logged codes. Troubleshoot any codes that are present before continuing with this
procedure.
Note: Although a sensor's signal may be in the operational range of the sensor, the signal may
not represent the actual reading. Use Cat ET to check that the pressures and the temperatures are
fluctuating. Also check that the values are reasonable for the conditions that are present.

Cold Mode

The Electronic Control Module (ECM) limits engine power during cold mode operation. The
ECM may cut out certain engine cylinders. This will increase startability and this will reduce
warm up time. Cold mode is activated whenever the engine coolant temperature falls below a
predetermined value. Cold mode remains active until the engine has warmed or a time limit is
exceeded.

Flash File

Verify that the latest flash file is installed in the ECM.

Throttle Signal

Monitor the status for "Throttle Position" on Cat ET. Verify that the status for "Throttle Position"
is stable and that the engine is able to reach high idle speed. If a problem is suspected with the
throttle, refer to the appropriate troubleshooting procedure for troubleshooting the throttle signal.

Electrical Connectors

Check for correct installation of the J14/P14 ECM connector. Refer to Troubleshooting,
"Electrical Connectors - Inspect".

Air Inlet and Exhaust System

1. Check for an air filter restriction. Clean plugged air filters or replace plugged air filters. Refer to
the Operation and Maintenance Manual.

2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Systems
Operation/Testing and Adjusting for information on inspecting the air inlet and exhaust system.

Rack Controls

1. Check the rack solenoid for proper operation. Refer to Troubleshooting, "Fuel Rack Solenoid -
Test" for troubleshooting procedures. Refer to Troubleshooting, "Fuel Control - Test" in order to
troubleshoot the dynamic rack controls. Also, refer to Troubleshooting, "Sensor Signal (Analog,
Active) - Test" for procedures to troubleshoot the rack position sensor.

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Fuel Rack Solenoid - Test

SMCS - 1257-038

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System Operation Description:

The rack solenoid is used to move the engine fuel rack. The rack solenoid is actuated by a spring
to the fuel OFF position. The rack solenoid moves into the ON position when voltage is applied

(10) + 8 VDC

(22) Solenoid ground

(23) Rack solenoid

(30) + 5 VDC

(35) Analog return

(40) Rack position

Table 1
Diagnostic Codes Table

Code and Flash Conditions which Generate this

System Response
Description Code Code

The actual rack position is greater The code is logged.

23-02 Engine than the desired rack position.
48
Power Excessive Excessive power is being generated Factory passwords are
by the engine. required to clear this code.

The actual rack position is not The code is logged.

proportional to the desired rack The ECM uses the engine
23-05 Rack
position. There are no sensor supply speed to govern the engine.
BTM current 43
voltage faults. The arm of the rack The rack sensor signal is
low
solenoid is not in the desired ignored. The rack limit is
position. set to
13.5 mm (0.53 inch).
 The actual rack position is not The code is logged.
proportional to the desired rack The ECM uses the engine
23-06 Rack
position. There are no sensor supply speed to govern the engine.
BTM current 43
voltage faults. The arm of the rack The rack sensor signal is
high
solenoid is not in the desired ignored. The rack limit is
position. set to
13.5 mm (0.53 inch).

Test Step 1. Inspect the Electrical Connectors and the Wiring Harness

A. Remove electrical power from the ECM.

B. Thoroughly inspect the J6/P6 connector for the rack solenoid (BTM) and the J11/P11
connector for the rack position sensor. Inspect the ECM connector J14/P14. Refer to
Troubleshooting, "Electrical Connectors - Inspect" for details.

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit.

D. Check the allen head screw on the ECM connector for the proper torque. Refer to
Troubleshooting, "Electrical Connectors - Inspect" for the correct torque values.

Expected Result:

All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and
wiring are free of corrosion, of abrasion and of pinch points.

Results:

 OK - All connectors, pins, and sockets are completely coupled and/or inserted, and the
harness and wiring are free of corrosion, of abrasion and of pinch points. Proceed to Test
Step 2.
 NOT OK - There is a problem with the connectors and/or the wiring.

Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure
that all of the seals are properly connected. Verify that the repair eliminates the
problem.Verify that the repair eliminates the problem.

STOP

Test Step 2. Remove the Rack Solenoid and Inspect the Rack Solenoid

A. Turn the engine control switch to the OFF position.

B. Remove the rack solenoid.

 C. Make sure that the rack and the rack servo have free movement.

D. Inspect the arm of the rack solenoid for damage and signs of binding in the sleeve of the
servo.

Expected Result:

The arm of the rack solenoid is not damaged or the arm of the rack solenoid does not show signs
of binding.

Results:

 OK - The arm of the rack solenoid is not damaged or the arm of the rack solenoid does
not show signs of binding. Proceed to Test Step 3.
 NOT OK - The arm of the rack solenoid is damaged or the arm of the rack solenoid
shows signs of binding.

Repair: Repair the arm of the rack solenoid or replace the arm of the rack solenoid.

STOP

Test Step 3. Sweep Test for the Rack Solenoid

A. Connect Caterpillar Electronic Technician (ET) to the service tool connector.

B. Turn the engine control switch to the ON position.

C. Activate the sweep test for the rack solenoid and observe the arm of the rack solenoid.

Note: Some applications may have an auxiliary system that can interrupt power to the
ECM. These systems may need to be temporarily bypassed in order to perform the sweep
test.

D. Deactivate the sweep test.

Expected Result:

The arm of the rack solenoid moves smoothly in a clockwise direction. Once the arm moves
slightly past the dot on the face plate, the arm moves back to the OFF position.

Results:

 OK - The arm of the rack solenoid moves smoothly in a clockwise direction. Once the
arm moves slightly past the dot on the face plate, the arm moves back to the OFF
position. The rack is functioning properly.STOP
  NOT OK - The arm of the rack solenoid does not move smoothly in a clockwise
direction. Once the arm moves slightly past the dot on the face plate, the arm does not
move back to the OFF position. Proceed to Test Step 4.

Test Step 4. Check the Resistance of the Rack Solenoid

A. Turn the engine control switch to the OFF position.

B. Disconnect the rack solenoid connector J6/P6.

C. Measure the resistance between pin (A) and pin (B) of the rack solenoid connector.

Expected Result:

The resistance is between 0.5 Ohms and 1.5 Ohms.

Results:

 OK - The resistance is between 0.5 Ohms and 1.5 Ohms. Proceed To Test Step 5.
 NOT OK - The resistance is not between 0.5 Ohms and 1.5 Ohms.

Repair: Replace the rack solenoid.

STOP

Test Step 5. Check the Harness for Shorts

A. Disconnect the ECM connector J14/P14.

B. Disconnect the rack solenoid connector J6/P6.

C. Measure the resistance between pin (A) and pin (B) of the J6 connector.

D. Measure the resistance between pin (A) and engine ground.

E. Measure the resistance between pin (B) and engine ground.

Expected Result:

The resistance is greater than 20,000 Ohms.

Results:

 OK - The resistance is greater than 20,000 Ohms. Proceed to Test Step 6.

 NOT OK - The resistance is less than 20,000 Ohms.
 Repair: Repair the harness or replace the harness.

STOP

Test Step 6. Check Resistance through the Harness

A. Connect Deutsch socket terminals at each end to a 152 mm (6 inch) wire.

B. Connect the wire to pin (A) and pin (B) of connector J6.

C. Measure the resistance between pin (23) and pin (22) of connector P14.

Expected Result:

The resistance is less than 10 Ohms.

Results:

 OK - The resistance is less than 10 Ohms. Proceed to Test Step 7.

 NOT OK - The resistance is greater than 10 Ohms.

Repair: There is excessive resistance in the harness. Repair the harness or replace the
harness.

STOP

Test Step 7. Check Voltage at the ECM During the Sweep Test

A. Reconnect all connectors.

B. Turn the engine control switch to the ON position.

C. Activate the sweep test for the rack.

D. Measure the voltage between pin (23) and pin (22) of connector P14 during the sweep
test for the rack.

Note: If the voltage increases to 11 to 12 VDC, recheck the harness for an open circuit.

Expected Result:

The voltage starts at 0 VDC and increases to 3.6 ± 0.3 VDC. The voltage then decreases back to
0 VDC.

Results:
  OK - The voltage starts at 0 VDC and increases to 3.6 ± 0.3 VDC. The voltage then
decreases back to 0 VDC. Proceed to Test Step 8.
 NOT OK - The voltage does not start at 0 VDC and the voltage does not increase to 3.6
± 0.3 VDC. The voltage does not decrease back to 0 VDC.

Repair: Check the supply voltage to the ECM. Refer to Troubleshooting, "Electrical
Power Supply - Test". If the voltage is correct, replace the ECM. Refer to
Troubleshooting, "ECM - Replace" for further information.

STOP

Test Step 8. Check the Voltage to the Rack Solenoid During the Sweep Test

A. Activate the sweep test.

B. Measure the voltage between pin (A) and pin (B) of connector P6 during the sweep test.

C. Observe the arm of the rack solenoid during the sweep test.

D. Deactivate the sweep test.

Expected Result:

The voltage starts at 0 VDC and increases to 3.6 ± 0.3 VDC. The voltage then decreases back to
0 VDC.

Results:

 OK - The voltage starts at 0 VDC and increases to 3.6 ± 0.3 VDC. The voltage then
decreases back to 0 VDC.

Repair: Replace the solenoid.

STOP

 NOT OK - The voltage does not start at 0 VDC and the voltage does not increase to 3.6
± 0.3 VDC. The voltage does not decrease back to 0 VDC.

Repair: The correct voltage is at the ECM but not at the solenoid. Repair the harness or
replace the harness.

STOP

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Fuel Shutoff - Test

SMCS - 1704-038

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System Operation Description:

Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit
for the fuel control solenoid or if one of the diagnostic codes in Table 1 is active or easily
repeated.

Table 1
Diagnostic Codes Table

Code and Flash Conditions which Generate this

System Response
Description Code Code

The code is logged.

The solenoid voltage is less than The shutoff solenoid is
17-5 Fuel Shutoff
0.75 VDC. Also, the engine speed is de-energized. The
Valve : Current 45
greater than 500 rpm for ten seconds. shutoff solenoid is
Below Normal
No faults are present. energized after the fault
is cleared.

The solenoid voltage is above 2.5 The code is logged.

VDC. Also, the engine speed is The shutoff solenoid is
17-6 Fuel Shutoff
greater than 500 rpm for ten seconds. de-energized. The
Valve : Current 45
Also, there are no faults for the shutoff solenoid is
Above Normal
supply voltage. Also, the supply energized after the fault
voltage does not have a fault. is cleared.

The Electronic Control Module (ECM) contains the logic and the outputs for control of starting
the engine and stopping the engine. Some of the logic for starting the engine and for stopping the
engine is customer programmable. The logic responds to inputs from the following components:
engine control switch, emergency stop switch and other inputs.

The ECM outputs a signal to the fuel control solenoid in order to control the fuel shutoff valve.
To enable fuel flow to the engine, the fuel control solenoid must be energized. The fuel control
solenoid may be controlled by the ECM or by the customer's equipment. Use this procedure to
troubleshoot either configuration.

The most likely cause of a diagnostic code is a poor electrical connection or a problem in a
wiring harness. The next likely cause may be a problem with the fuel control solenoid. The least
likely cause is a problem with the ECM.

The following information describes the system's operation when the fuel shutoff valve is
controlled by the ECM:

The ECM sends an output signal to the fuel control solenoid that controls the operation of the
fuel shutoff valve. This output is energize-to-run. During the crank cycle, when the engine speed
exceeds 50 rpm, the ECM provides a voltage of +Battery to the output for the fuel control
solenoid. The solenoid becomes energized. This initiates fuel flow to the engine. The ECM
removes the voltage from this output in order to stop the engine. The fuel control solenoid
becomes de-energized. This stops the fuel flow.

(22) Fuel shutoff solenoid

(33) Solenoid ground

Test Step 1. Inspect the Electrical Connectors and the Wiring Harness

A. Remove electrical power from the ECM.

B. Thoroughly inspect the P5/J5 connector for the fuel shutoff solenoid. Inspect the ECM
J14/P14 connector. Refer to Troubleshooting, "Electrical Connectors - Inspect" for
details.

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit
for the fuel shutoff solenoid.

D. Check the allen head screw on the ECM connector for the proper torque. Refer to
Troubleshooting, "Electrical Connectors - Inspect" for the correct torque values.

Expected Result:

All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and
wiring are free of corrosion, of abrasion and of pinch points.

Results:

 OK - The connectors and wiring are OK. Proceed to Test Step 2.

 Not OK - There is a problem with the connectors and/or the wiring.
 Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure
that all of the seals are properly connected. Verify that the repair eliminates the problem.

STOP

Test Step 2. Check the Engine Start-up

A. Turn the engine control switch to the ON position. The engine should remain in the OFF
position.

Note: The solenoid should make an audible sound when the solenoid is first energized.

B. Attempt to start the engine.

Expected Result:

The engine will start and the engine will run.

Results:

 OK - The engine will start and the engine will run. Proceed to Test Step 3.
 NOT OK - The engine will not start and the engine will not run. Proceed to Test Step 4.

Test Step 3. Check the Engine Shutdown

A. Turn the engine control switch to the OFF position.

Expected Result:

The engine should shut down.

Results:

 OK - The engine shuts down.

Repair: The fuel shutoff solenoid is working properly. Refer to Troubleshooting,

"Electrical Connectors - Inspect" for a intermittent problem.

STOP

 NOT OK - The engine does not shut down.

Repair: Check the linkage for binding. Also, check the plunger for the fuel shutoff
solenoid for binding.

STOP
Test Step 4. Override the Shutoff Solenoid with the Manual Shutoff Lever

A. Rotate the manual shutoff lever in a clockwise direction. This will override the shutoff
solenoid.

B. Turn the engine control switch to the ON position.

C. Attempt to start the engine while the manual shutoff lever is held in the clockwise
position.

Expected Result:

The engine should start and the engine should run while the lever is held in the clockwise
position.

Results:

 OK - The engine starts and the engine runs while the manual shutoff lever is held in the
clockwise position. Proceed to Test Step 5.
 NOT OK - The engine will not start. The fuel shutoff valve is not the problem.

Repair: The fuel shutoff valve is not the problem. Refer to Troubleshooting, "Engine
Cranks but Does Not Start" for more troubleshooting information.

STOP

Test Step 5. Check the Solenoid Coil for Shorts or Opens.

A. Disconnect J5/P5 connector.

B. Measure the resistance from connector J5-A to connector J5-B.

C. Measure the resistance from connector J5-A and engine ground.

Expected Result:

The resistance from connector J5-A to connector J5-B is between 0.8 and 2.0 Ohms. The
resistance from connector J5-A and engine ground is greater than 20,000 Ohms.

Results:

 OK - The resistance from connector J5-A to connector J5-B is between 0.8 and 2.0
Ohms. The resistance from connector J5-A and engine ground is greater than 20,000
Ohms. Proceed to Test Step 6.
  NOT OK - The resistance from connector J5-A to connector J5-B is not between 0.8 and
2.0 Ohms or the resistance from connector J5-A and engine ground is less than 20,000
Ohms.

Repair: The fuel shutoff solenoid is faulty. Replace the fuel shutoff solenoid.

STOP

Test Step 6. Check for Shorts in the Harness

A. Turn the engine control switch to the OFF position.

B. Disconnect connector J14/P14 and disconnect connector J5/P5.

C. Measure the resistance between connector pins P5-A and P5-B.

D. Measure the resistance between connector pin P5-A and engine ground.

E. Measure the resistance between connector pin P5-B and engine ground.

Expected Result:

The resistance reading is more than 20,000 Ohms for each measurement.

Results:

 OK - The resistance reading is more than 20,000 Ohms for each measurement. Proceed
to Test Step 7.
 Not OK - The resistance reading is less than 20,000 Ohms for any measurement.

Repair: There is an open circuit in the engine harness or the customer supplied wiring.
Repair the harness or replace the harness. as required.

STOP

Test Step 7. Check Resistance through the Harness

A. Attach Deutsch terminals to a wire at each end.

B. Attach the wire to P5-A and P5-B. This will short the wires to the solenoid.

C. Measure the resistance between P14-33 and P14-22.

Expected Result:

The resistance is less than 10 Ohms.

Results:

 OK - The resistance is less than 10 Ohms. Proceed to Test Step 8.

 NOT OK - The resistance is more than 10 Ohms.

Repair: There is an open circuit in the engine harness or the customer supplied wiring.
Repair the harness or replace the harness.

STOP

Test Step 8. Check for Solenoid Voltage at the ECM

A. Reconnect all connectors.

B. Measure the voltage between P14-33 and P14-22 while the engine is cranking.

Expected Result:

The voltage rises over 4 VDC while the engine is cranking. The voltage is between 2.5 and 1.5
VDC within five seconds of the engine starting.

Results:

 OK - The voltage rises over 4 VDC while the engine is cranking. The voltage is between
2.5 and 1.5 VDC within 5 seconds of the engine starting. Proceed to Test Step 9.
 NOT OK - The voltage does not rise over 4 VDC while the engine is cranking. The
voltage is not between 2.5 and 1.5 VDC within 5 seconds of the engine starting.

Repair: Check the ECM for proper supply voltage. Refer to Troubleshooting, "Electrical
Power Supply - Test". If the voltage to the ECM is correct, replace the ECM.

STOP

Test Step 9. Check for Voltage at the Shutoff Solenoid

A. Rotate the manual shutoff lever in the clockwise direction.

B. Measure the voltage between J5-A and J5-B while the engine is cranking.

Expected Result:

The voltage rises over 4 VDC while the engine is cranking. The voltage is between 2.5 and 1.5
VDC within five seconds of the engine starting .

Results:
  OK - The voltage rises over 4 VDC while the engine is cranking. The voltage is between
2.5 and 1.5 VDC within five seconds of the engine starting .

Repair: Check the linkage and the plunger for binding.

STOP

 NOT OK - The voltage does not rise over 4 VDC while the engine is cranking. The
voltage is not between 2.5 and 1.5 VDC within five seconds of the engine starting .

Repair: The voltage is correct at the ECM but not at the solenoid. The problem is in the
harness.

STOP

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Speed Control (Auxiliary) - Test

SMCS - 1276-038; 1913-038; 1915-038; 7332-038-VF

/sisw eb/sisw eb/m /sisw eb/mediase

System Operation Description:

The idle/rated switch allows the operator to maintain the engine at low idle. This is allowed after
sufficient oil pressure has been obtained. Idle mode is activated by an open circuit at the
idle/rated Input to the ECM. Rated mode is selected by connecting the idle/rated input to ground.
The idle/rated input should measure approximately 24 VDC at P14-17. The switch input is open
at this time. When the switch is closed, the voltage will be less than .5 VDC.

Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit
for the idle/rated switch.

(17) Idle/Rated switch

Test Step 1. Inspect the Electrical Connectors and the Wiring

A. Remove electrical power from the ECM.

 B. Thoroughly inspect the P17/J17 connector for the idle/rated switch. Inspect the ECM
connector J14/P14. Refer to Troubleshooting, "Electrical Connectors - Inspect" for
details.

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit
for the coolant level sensor.

D. Check the allen head screw on the ECM connector for the proper torque. Refer to
Troubleshooting, "Electrical Connectors - Inspect" for the correct torque values.

Expected Result:

All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and
wiring are free of corrosion, of abrasion and of pinch points.

Results:

 OK - The connectors and wiring are OK. Proceed to Test Step 2.

 Not OK - There is a problem with the connectors and/or the wiring.

Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure
that all of the seals are properly connected. Verify that the repair eliminates the
problem.Verify that the repair eliminates the problem.

STOP

Test Step 2. Check the Switch Status with an Electronic Service Tool

A. Turn the engine control switch to the OFF position.

B. Connect Caterpillar Electronic Technician (ET) to the service tool connector.

C. Turn the engine control switch to the ON position. The engine should remain in the OFF
position.

D. Observe the status of the idle/rated switch on Cat ET. Operate the idle/rated switch and
observe the status.

Expected Result:

The status of the idle/rated switch should read "Idle" when the switch is open. The status of the
idle/rated switch should read "Rated" when the switch is closed.

Results:

 OK -
 Repair: The idle/rated switch is functioning properly. Refer to Troubleshooting,
"Electrical Connectors - Inspect".

STOP

 NOT OK - The status of the idle/rated switch does not read "Idle" when the switch is
open. The status of the idle/rated switch does not read "Rated" when the switch is closed.
Proceed to Test Step 3.

Test Step 3. Short the Switch Inputs at the Switch

A. Turn the engine control switch to the OFF position.

B. Disconnect the wires from the idle/rated switch.

C. Turn the engine control switch to the ON position. The engine should remain in the OFF
position.

D. Connect and disconnect the wires for the idle/rated switch. Observe the status on Cat ET.

Expected Result:

The status of the idle/rated switch reads "Idle" when the wires are disconnected. The status of the
idle/rated switch reads "Rated" when the wires are shorted.

Results:

 OK - The status of the Idle/Rated Switch reads "Idle" when the wires are disconnected.
The status of the idle/rated switch reads "Rated" when the wires are shorted.

Repair: Check the switch terminals for corrosion or damage. If there is no corrosion or
damage, replace the idle/rated switch.

STOP

 NOT OK - The status of the idle/rated switch does not read "Idle" when the wires are
disconnected. The status of the idle/rated switch does not read "Rated" when the wires are
shorted. Proceed to Test Step 4.

Test Step 4. Check for Engine Ground at the Switch

A. Disconnect the -Battery wire at the idle/rated switch.

B. Measure the resistance between the- battery wire and engine ground.

Expected Result:
The resistance measures less than 10 Ohms.

Results:

 OK - The resistance measures less than 10 Ohms. Proceed to Test Step 5.

 NOT OK - The resistance measures more than 10 Ohms.

Repair: There is an open in the harness. Repair the harness or replace the harness.

STOP

Test Step 5. Check the Resistance through the Harness

A. Disconnect the wires from the idle/rated switch. Connect the two wires together without
the switch.

B. Disconnect J14/P14.

C. Measure the resistance between P14-17 and P14-21.

Expected Result:

The resistance measures less than 10 Ohms.

Results:

 OK - The resistance measures less than 10 Ohms. Proceed to Test Step 6.

 NOT OK - The resistance measures more than 10 Ohms.

Repair: There is a open in the harness. Repair the harness or replace the harness.

STOP

Test Step 6. Check For Shorts In The Harness.

A. Disconnect the wires for the idle/rated switch.

Note: The wires should be isolated from each other. The wires should not be allowed to
come in contact with the engine ground.

B. Disconnect J14/P14.

C. Measure the resistance betweenP14-17 and P14-21.

Expected Result:
The resistance measures more than 20,000 Ohms.

Results:

 OK - The resistance measures more than 20,000 Ohms. Proceed to Test Step 7.
 NOT OK - The resistance measures less than 20,000 Ohms.

Repair: There is a short in the harness. Repair the harness or replace the harness.

STOP

Test Step 7. Short the Switch Input at the ECM

A. Turn the engine control switch to the OFFposition.

B. Remove wire C418-WH from connector P14-17.

C. Turn the engine control switch to the ON position. Observe the status on Cat ET.

D. Turn the engine control switch to the OFF position. Observe the status on the Cat ET.

E. Insert a wire with a "Deutsch" socket terminal into P14-17. Connect the other end to
engine ground.

F. Turn the engine control switch to the ON position. Observe the status on Cat ET.

G. Turn the engine control switch to the OFF position. Observe the status on Cat ET.

Expected Result:

The status of the idle/rated switch reads "Idle" when the wire is disconnected. The status of the
idle/rated switch reads "Rated" when the wire is connected.

Results:

 OK - The status of the idle/rated switch reads "Idle" when the wire is disconnected. The
status of the idle/rated switch reads "Rated" when the wire is connected.

Repair: The harness is faulty. Repair the harness or replace the harness.

STOP

 NOT OK - The ECM is not reading the signal. Replace the ECM. STOP

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Speed Control (PWM) - Test

SMCS - 1276-038; 1913-038; 1915-038

/sisw eb/sisw eb/m /sisw eb/mediase

System Operation Description:

The throttle and the inputs of the droop to the ECM are provided by a throttle or by a load share
module. The inputs are provided through the wiring of the equipment. These inputs are constant
frequency signals with a variable pulse width. The signals are expressed as a percentage between
0 and 100 percent duty cycle.

The throttle signal and the input signal of the droop have a duty cycle of 5 percent to 10 percent
for low throttle and 90 percent to 95 percent at full throttle. The throttle signal is translated by
the ECM into the throttle position between 0 and 100 percent. The signal for the droop is
translated into a setting for the droop of 0 to 10 percent.

Use this procedure to troubleshoot the electrical system if a problem is suspected with the
throttle input or if the diagnostic code in Table 1 is active.

Table 1
Diagnostic Codes Table

Code and Description Flash Conditions which Generate

System Response
Code this Code

The Engine's Electronic Control

The diagnostic code is
91-8 Throttle Position Module (ECM) detects a sensor
active and the code is
Sensor : Abnormal frequency that is less than 150
32 logged. The throttle
Frequency, Pulse Hz or a sensor frequency that is
signal defaults to a zero
Width, or Period greater than 1000 Hz for two
percent duty cycle.
seconds.
 The Engine's Electronic Control
91-10 Throttle Position The diagnostic code is
Module (ECM) detects a sensor
Sensor : Abnormal 32 active and the code is
frequency that is changing at a
Rate of Change logged.
abnormal rate.
(08) Primary throttle

(37) Droop

Test Step 1. Inspect the Electrical Connectors and the Wiring Harness

A. Remove electrical power from the ECM.

B. Thoroughly inspect the J14/P14 ECM connector. Inspect the J17/P17 customer
connector. Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit.

D. Check the allen head screw on the ECM connector for the proper torque. Refer to
Troubleshooting, "Electrical Connectors - Inspect" for the correct torque values.

Expected Result:

All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and
wiring are free of corrosion, of abrasion and of pinch points.

Results:

 OK - All connectors, pins, and sockets are completely coupled and/or inserted, and the
harness and wiring are free of corrosion, of abrasion and of pinch points. Proceed to Test
Step 2.
 NOT OK - There is a problem with the connectors and/or the wiring.

Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure
that all of the seals are properly connected. Verify that the repair eliminates the problem.

STOP

Test Step 2. Check Throttle and Droop Readings on Caterpillar Electronic Technician (ET)

A. Connect to the service tool connector.

Note: Disconnect the wires from the output terminals when you troubleshoot a generator
with a load share module. Connect a 9X-9591 Electrical Converter Gp with a 122-9458
Potentiometer to the wires. Do not attempt to parallel the generator when the load share
module is disconnected.
 B. Turn the engine control switch to the ON position.

C. Record the throttle position and the readings of the droop on Cat ET.

D. Record the throttle position reading and the reading of the droop on Cat ET during the
movement of the throttle setting and the droop setting from minimum to maximum.

E. Turn the engine control switch to the OFF position.

Expected Result:

The status of the throttle changes from 0 percent to 100 percent as the throttle input is changed
from low idle to high idle.

The status of the droop changes from 0 percent to 10 percent as the input of the droop is changed
from low droop to high droop.

Results:

 OK - The status of the throttle changes from 0 percent to 100 percent as the throttle input
is changed from low idle to high idle. The status of the droop should change from 0
percent to 10 percent as the input of the droop is changed from low droop to high droop.

Repair: The throttle Input is working properly. Reset the throttle and the droop to the
original settings. Reconnect all wires.

STOP

 NOT OK - The status of the throttle does not change from 0 percent to 100 percent as the
throttle input is changed from low idle to high idle. The status of the droop does not
change from 0 percent to 10 percent as the input of the droop is changed from low droop
to high droop. Proceed to Test Step 3.

Test Step 3. Check the Supply Voltage for the Throttle's Module

A. Turn the engine control switch to the ON position.

B. Measure the voltage between terminal (+B) and terminal (-B) of the throttle's module.

C. Turn the engine control switch to the OFF position.

Expected Result:

The voltage measures between 24 VDC and 27 VDC

Results:
  OK - The voltage is between 24 VDC and 27 VDC. Proceed to Test Step 4.
 NOT OK - The voltage is not between 24 VDC and 27 VDC.

Repair: The throttle's module is not receiving the correct voltage. Repair the wiring or
replace the wiring.

STOP

Test Step 4. Check the Isolated Throttle Signal at the Throttle's Module

A. Turn the engine control switch to the OFF position.

B. Remove the wire from terminal (S) of the throttle's module.

C. Turn the engine control switch to the ON position.

D. Measure the duty cycle between terminal (S) and terminal (-B). Record the duty cycle
during the movement of the throttle input from low idle to high idle.

E. Measure the frequency between terminal (S) and terminal (-B). Record the frequency
during the movement of the throttle input from low idle to high idle.

F. Reconnect the wire to terminal (S) .

G. Turn the engine control switch to the OFF position.

Expected Result:

The measurement of the duty cycle is between 5 percent and 10 percent while the throttle input is
set to the low idle position. The measurement of the duty cycle is between 90 percent and 95
percent while the throttle input is set to the high idle position. The frequency is between 400 Hz
and 600 Hz.

Results:

 OK - The measurement of the duty cycle is between 5 percent and 10 percent while the
throttle input is set to the low idle position. The measurement of the duty cycle is
between 90 percent and 95 percent while the throttle input is set to the high idle position.
The frequency is between 400 Hz and 600 Hz. Proceed to Test Step 5.
 NOT OK - The measurement of the duty cycle is not between 5 percent and 10 percent
while the throttle input is set to the low idle position. The measurement of the duty cycle
is not between 90 percent and 95 percent while the throttle input is set to the high idle
position. The frequency is not between 400 Hz and 600 Hz.

Repair: Replace the throttle's module.

 STOP

Test Step 5. Check the Isolated Droop Signal of the Duty Cycle at the Throttle's Module

A. Turn the engine control switch to the OFF position.

B. Remove the wire from terminal (D) of the throttle's module.

C. Turn the engine control switch to the ON position.

D. Measure the duty cycle between terminal (D) and terminal (-B). Record the measurement
of the duty cycle during the movement of the input for the droop from the low position to
the high position.

E. Measure the frequency between terminal (D) and terminal (-B). Record the frequency
during the movement of the input for the droop from the low position to the high
position.

F. Turn the engine control switch to the OFF position.

G. Reconnect the wire to terminal (D).

Expected Result:

The duty cycle is between 5 percent and 10 percent while the throttle input is set to the LOW
IDLE position. The duty cycle is between 90 percent and 95 percent while the throttle input is set
to the HIGH IDLE position. The frequency is between 400 Hz and 600 Hz.

Results:

 OK - The duty cycle is between 5 percent and 10 percent while the throttle input is set to
the LOW IDLE position. The duty cycle is between 90 percent and 95 percent while the
throttle input is set to the HIGH IDLE position. The frequency is between 400 Hz and
600 Hz. Proceed to Test Step 6.
 NOT OK - The duty cycle is not between 5 percent and 10 percent while the throttle
input is set to the LOW IDLE position. The duty cycle is not between 90 percent and 95
percent while the throttle input is set to the HIGH IDLE position. The frequency is not
between 400 Hz and 600 Hz.

Repair: Replace the throttle's module.

STOP

Test Step 6. Check the Throttle and the Droop Signal at the ECM

A. Turn the engine control switch to the ON position.

 B. Measure the duty cycle of the throttle signal between pin 8 of connector P14 and engine
ground. Record the duty cycle during the movement of the throttle input from low idle to
high idle.

C. Measure the duty cycle of the droop signal between pin 37 of ECM connector P14 and
engine ground. Record the duty cycle during the movement of the throttle input from low
droop to high droop.

D. Turn the engine control switch to the OFF position.

Expected Result:

The duty cycle is between 5 percent and 10 percent while the throttle input is set to the low idle
position. The duty cycle is between 90 percent and 95 percent while the throttle input is set to the
high idle position.

Results:

 OK - The duty cycle is between 5 percent and 10 percent while the throttle input is set to
the LOW IDLE position. The duty cycle is between 90 percent and 95 percent while the
throttle input is set to the HIGH IDLE position. Proceed to Test Step 7.
 NOT OK - The duty cycle is not between 5 percent and 10 percent while the throttle
input is set to the LOW IDLE position. The duty cycle is not between 90 percent and 95
percent while the throttle input is set to the HIGH IDLE position.

Repair: The throttle's module is producing the correct signal. The signal is not reaching
the ECM. Repair the wiring harness or replace the wiring harness.

STOP

Test Step 7. Check The ECM

A. Connect Cat ET to the service tool connector.

B. Turn the engine control switch to the ON position.

C. Record the duty cycle of the throttle position sensor from Cat ET during the movement of
the throttle input from low idle to high idle.

D. Record the droop from Cat ET during the movement of the setting for the droop from
minimum to maximum.

Expected Result:
The duty cycle is between 5 percent and 10 percent while the throttle input is set to the low idle
position. The duty cycle is between 90 percent and 95 percent while the throttle input is set to the
HIGH IDLE position.

Results:

 OK - The duty cycle is between 5 percent and 10 percent while the throttle input is set to
the LOW IDLE position. The duty cycle is between 90 percent and 95 percent while the
throttle input is set to theHIGH IDLE position.

Repair: The throttle's module is operating properly.

STOP

 NOT OK - The duty cycle is not between 5 percent and 10 percent while the throttle
input is set to the LOW IDLE position. The duty cycle is not between 90 percent and 95
percent while the throttle input is set to the HIGH IDLE position.

Repair: Disconnect connector P14 and check for damage or corrosion on pin 37 and pin
8. If the problem is not resolved, replace the ECM. Refer to Troubleshooting, "ECM -
Replace".

STOP

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Speed Control - Test

SMCS - 7332-038-VF

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System Operation Description:

The engine speed switch monitors the engine rpm for overspeed conditions and for crank
termination.

Crank termination signals when cranking must be terminated. When the crank termination speed
is reached, terminal 10 is energized in order to start the engine hour meter.

Test Step 1. Check the Engine Speed Switch for Supply Voltage
 A. Make sure that the wiring is connected according to the wiring schematic.

B. Turn the engine control switch to the ON position.

C. Measure the voltage between terminal 6 and terminal 5 of the engine speed switch (ESS).

D. Measure the voltage between ESS terminal 11 and terminal 5.

E. Turn the engine control switch to the OFF position.

Expected Result:

The voltage is between 22 VDC and 27 VDC.

Results:

 OK - The voltage is between 22 VDC and 27 VDC. Proceed to Test Step 2.

 NOT OK - The voltage is not between 22 VDC and 27 VDC.

Repair: The ESS is not receiving the correct voltage. Repair the harness or replace the
harness.

STOP

Test Step 2. Check the Voltage at Terminal 10 at 0 rpm Input

A. Turn the engine control switch to the ON position.

B. Measure the voltage between ESS terminal 10 and terminal 5.

Note: The hour meter must be connected during the test of the crank terminate in order to
provide a load. The positive terminal of the engine hour meter should be connected to
ESS terminal 10.

C. Turn the engine control switch to the OFF position.

Expected Result:

The voltage should be less than 1 VDC.

Results:

 OK - The voltage is less than 1 VDC. Proceed to Test Step 3.

 Not OK - The voltage is greater than 1 VDC.
 Repair: Check the diode between ESS terminal 8 and ESS terminal 10. If the voltage is
still high, remove all wires from terminal 10. This should show the voltage source. If the
problem is not resolved, replace the ESS.

STOP

Test Step 3. Check Voltage at Terminal 10 at Crank Terminate rpm Input

A. Disconnect the harness of the engine speed input at ESS Terminal 3 and terminal 4.

B. Connect a signal generator to ESS terminal 3 and terminal 4.

C. Set the signal generator frequency to 0 Hz.

D. Turn the engine control switch to the ON position.

E. Slowly increase the frequency. Monitor the voltage between ESS terminal 5 and terminal
10. Record the frequency that causes the voltage to increase to battery positive voltage.

F. Turn the engine control switch to the OFF position.

Expected Result:

The voltage between ESS terminal 10 and ESS terminal 5 increases to battery positive voltage
when the frequency reaches 875 Hz to 920 Hz.

Results:

 OK - The voltage between ESS terminal 10 and ESS terminal 5 increases to battery
positive voltage when the frequency reaches 875 Hz to 920 Hz. Proceed to Test Step 4.
 NOT OK - The voltage between ESS terminal 10 and ESS terminal 5 does not increase
to battery positive voltage when the frequency reaches 875 Hz to 920 Hz.

Repair: Refer to Troubleshooting, "Crank Terminate - Calibrate".

STOP

Test Step 4. Check the Voltage at the Engine Hour Meter

A. Turn the engine control switch to the ON position.

B. Measure the voltage between the terminals of the engine hour meter.

C. Turn the engine control switch to the OFF position.

Expected Result:
The voltage between the terminals of the engine hour meter is +battery.

Results:

 OK - The voltage between the terminals of the engine hour meter is +battery. Replace the
hour meter if the hour meter is not recording engine hours of operation. Proceed to Test
Step 5.
 NOT OK - The correct voltage is present at the ESS but not at the hour meter. Repair the
harness or replace the harness.STOP

Test Step 5. Reduce the Frequency and Check the Voltage at Terminal 10

A. Disconnect the harness of the engine speed input at ESS terminal 3 and terminal 4.

B. Connect a signal generator to ESS terminal 3 and terminal 4.

C. Turn the engine control switch to the ON position.

D. Set the signal generator frequency to 900 Hz.

E. Slowly decrease the frequency. Monitor the voltage between ESS terminal 5 and terminal
10. Record the frequency that causes the voltage to drop below 1.0 VDC.

F. Turn the engine control switch to the OFF position.

Expected Result:

The voltage between terminal 5 and terminal 10 should drop below 1.0 VDC when the frequency
is less than 20 Hz. The frequency is equivalent to 9 rpm.

Results:

 OK - The voltage between terminal 5 and terminal 10 drops below 1.0 VDC when the
frequency is less than 20 Hz. Proceed to Test Step 6.
 NOT OK - The voltage between terminal 5 and terminal 10 does not drop below 1.0
VDC when the frequency is less than 20 Hz.

Repair: Replace the ESS.

STOP

Test Step 6. Check the Operation of the Crank Terminate

A. Turn the engine control switch to the OFF position.

B. Reconnect the harness of the engine speed input.

 C. Use a test lamp and monitor the voltage across the engine hour meter. Monitor the test
lamp during the starting of the engine.

Expected Result:

The test lamp illuminates as the engine accelerates from cranking rpm to idle rpm.

Results:

 OK - The test lamp illuminates as the engine accelerates from cranking rpm to idle rpm.

Repair: The ESS is functioning properly.

STOP

 NOT OK - The test lamp does not illuminate as the engine accelerates from cranking
rpm to idle rpm.

Repair: The crank terminate functions properly with a signal generator, but not with the
harness of the engine speed input. Repair the engine speed input circuit.

STOP

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Fuel Rack Position Sensor - Calibrate

SMCS - 1911-524

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System Calibration
Note: Perform the following procedure in order.

1. Turn the engine control switch to the OFF position.

2. Connect Caterpillar Electronic Technician (ET) to the service tool connector.

3. Remove the rack solenoid and the cover of the governor housing.

4. Remove the shutoff lever.

5. Remove the plugs from the governor housing.

6. Install the 4C-9581 Rack Zero Pins in the top of the fuel injection pump housing. Move
the bar of the rack control in order to engage both pins behind the rack.

7. Turn the engine control switch to the ON position.

8. Select the "Calibrate/Monitor" screen on Cat ET. Next, select the "Rack Position Sensor
Calibration" screen.

9. Move the control bar of the rack 25 mm (1.0 inch) toward the front of the engine. Block
this position.

10. With the rack against the zero pins, read the status of the rack position on Cat ET.

Note: If the reading of the rack position is 9.5 ± 0.05 mm (0.37 ± 0.002 inch), the rack
position sensor is calibrated correctly.

Note: If the reading of the rack position is not 9.5 ± 0.05 mm (0.37 ± 0.002 inch), the
rack position sensor is not calibrated correctly. Continue to follow the procedure.

11. Use a 136-3124 Slotted Socket to loosen the locknut on the rack position sensor.

12. Make sure that the wiring of the rack position sensor is connected to the engine harness.

13. Select the screen "Rack Position Sensor Calibration" on Cat ET.

14. Make sure that the engine control switch is in the ON position.

15. Turn the collar of the rack position sensor clockwise or counterclockwise. The direction
is indicated by Cat ET. Turn the collar until "Calibrated" is displayed.

16. Tighten the locknut to 55 ± 7 N·m (41 ± 5.0 lb ft).

17. Check that the rack position sensor is calibrated after the locknut is tightened.

18. Turn the engine control switch to the OFF position.

19. Install the rack solenoid.

20. Install the shutoff lever. Install the cover of the governor housing.

21. Remove the 4C-9581 Rack Zero Pins .

22. Install the plugs in the top of the fuel injection pump housing.
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Overspeed - Calibrate
SMCS - 1900-524

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System Operation
Use this procedure to calibrate the overspeed of the engine speed switch (ESS). Perform this
procedure when the ESS is replaced or when calibration is necessary.

The engine overspeed is a adjustable setting. Typically, the setting is 118 percent of rated speed.
Engine overspeed prevents the engine from running at a speed that could cause damage to the
engine. A overspeed condition causes the ESS to energize the normally closed contacts of relay
"SR1". This opens the normally closed contacts of relay "SR1". The fuel shutoff solenoid is de-
energized and the engine shuts down. A overspeed lamp is provided on the ESS. A overspeed
event has occurred when the overspeed lamp is on. The "RESET" button on the ESS will de-
energize the overspeed lamp. Pressing the "RESET" button also returns power to the fuel shutoff
solenoid

Table 1
Setting for the
Overspeed 75% Overspeed
Crank
Setting Setting
Engine Information Termination
"(Minimum - "(Minimum -
"(Minimum -
Maximum)" Maximum)"
Maximum)"

Number Typical Engin Magneti Magneti Magneti

Engine Engine
Engine Of Teeth Rated e c Pickup c Pickup c Pickup
Speed Speed
Model On Engine Speed Frequen Frequen Frequen
(RPM) (RPM)
Flywheel Speed Set at cy (Hz) cy (Hz) cy (Hz)
(RPM) 118%
 of
rated
speed

1416
3210 1062 2407
(1409-
1200 (3194- (1051- (2383-
1423)
3226) 1094) 2479)

1770
4012 1327 3009 400 907
(1761-
3412 136 1500 (3992- (1314- (2979- (386- (875-
1779)
4032) 1367) 3099) 406) 920)

2124
4814 1593 3610
(2113-
1800 (4790- (1577- (3575-
2135)
4838) 1641) 3719)

Set the Approximate 75 Percent Overspeed with the Engine

RPM
1. Remove the lockwire and the seal from the access hole for the overspeed of the engine
speed switch.

2. Use a screwdriver to lightly turn the screw for the overspeed of the engine speed switch.
Turn the screw twenty times in the clockwise direction.

3. Start and operate the engine at 75 percent of the desired overspeed setting.

4. Press the button and hold the "75% Verify" button on the ESS.

5. Slowly rotate the overspeed adjustment screw in the counterclockwise direction.

6. Rotate the overspeed adjustment screw until the overspeed lamp illuminates.

Note: This is the approximate overspeed setting.

Adjust The 75 Percent Overspeed Setting

1. Momentarily press the "RESET" button on the ESS.

2. Restart the engine.

 3. Operate the engine at 75 percent of the desired overspeed setting minus 100 RPM.

4. Press the "75% VERIFY" button.

5. Release the "75% VERIFY" button.

6. Increase the engine speed by 10 rpm.

7. Press the "75% VERIFY" button.

8. Continue increasing the engine speed in 10 rpm increments until the overspeed lamp
illuminates.

Use a Signal Generator to Verify the Overspeed Setting

1. Turn the engine control switch to the OFF position.

2. Disconnect the engine speed input at ESS terminal 3 and terminal 4.

3. Connect a signal generator to ESS terminal 3 and terminal 4. Use 4C-6534 Adapter
Harness for the connection.

4. Turn the engine control switch to the ON position.

5. Slowly increase the frequency. Monitor the overspeed lamp. Record the frequency that
causes the overspeed lamp to illuminate.

Note: The engine overspeed lamp should illuminate when the frequency input is within
the range in table 1.

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