CONTENTS

SECTION 1… PROGRAM PURPOSE and OBJECTIVES

SECTION 2… PHYSICAL PROPERTIES of GASOLINE and PROPANE

SECTION 3… SAFETY PROCEDURES

SECTION 4… DEFINITION of TERMS

SECTION 5… SYSTEM OPERATION

SECTION 6… MAINTENANCE PROCEDURES

SECTION 7… SYSTEM OPERATING SPECIFICATIONS

SECTION 8… WIRING DIAGRAMS

SECTION 9… DIAGNOSTIC PROCEDURES

SECTION 10.. SERVICE PARTS

    
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276



    
NOTES

AIR QUALITY:

According to the Environmental Protection Agency (EPA), more

than 50% of Americans are breathing unhealthy air, yet after
more than 20 years of air quality standards, excessive pollution
still exists in many
areas of the country.

In 1998 California Air Resources Board (CARB) proposed new

emission standards for industrial engines commencing with
model year 2001. The EPA has also indicated that it will intro-
duce new standards for the whole nation beginning model year
2004.

Zenith Fuel Systems, LLC

Inc. has been manufacturing high quality
gasoline and LPG fuel systems for industrial, military, agricultural
and aircraft engines sine 1911. It is with this rich history that in
1993 Zenith foresaw that the need would arise for a more ac-
curate and better performing fuel system and commenced the
development of a fuel injection and engine governing system
specifically for industrial engines.

PERFORMANCE:

Currently, the proposed emission regulations, commencing in

2004, not only call for low exhaust emission levels but also re-
quire that these levels be maintained for 5000 engine operating
hours.

Zenith Electronic Engine Management Systems (ZEEMS) has

been designed to leap frog the poor performing electronic band
aids used on carburetors by the automotive industry in the early
days of automotive emission regulations and provide a system
that will meet the future
requirements of its customers today.

    



 

    

 
NOTES
The purpose of this section is not to give a lot of meaningless
data, but rather aid in the quick diagnosis of problems. It has been
the experience of many technicians that they will diagnose the
fuel or the fuel system as the cause of a machine failure, only to
discover after much unsuccessful time and effort, that the failure
lay in the electrical or mechanical systems and not the gasoline or
propane system. An understanding of the physical properties of
propane and how they compare to gasoline will greatly assist the
technician in making a quick and accurate diagnosis of a problem.


   

 
      

   

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NOTES

    

Safety in garaging and repairing machinery is an important con-

sideration.
Follow the rules and procedures that apply to the machine local
when repairing both gasoline and propane fuel systems.

Propane and gasoline have excellent safety records, however, in-

jury can occur when mishandled. As shown in section 2, the
physical properties of propane are somewhat different than
gasoline, thus requiring different handling and safety procedures.

NFPA 58 chapter 8 : 6 lays out the basic procedures for garag-

ing and repairing propane powered vehicles.

Vehicles with LP-Gas fuel systems shall be permitted to be serv-

iced or stored inside garages, provided that :

(a) The fuel system is leak-free and the container is not filled be-
yond the limits specified.

(b) The container shutoff valve is closed when vehicles or en-

gines are under repair except when engine is operated.

(c) The vehicle is not parked near sources of heat, open flames,
or similar sources of ignition, or near inadequately ventilated pits.

Carbon Monoxide. Carbon monoxide (CO) is a colorless, taste-

less, and odorless gas and gives no warning of its presence.
Those exposed to it do not realize it is present until symptoms
begin to develop.
The exhaust emissions from internal combustion engines can in-
crease through the lack of maintenance. This can cause the car-
bon monoxide inside a building to climb above the OSHA maxi-
mum limit of 50 ppm during an eight-hour period.

    


 
  
  

LEVELS OF CARBON EFFECTS OF

MONOXIDE EXPOSURE CARBON MONOXIDE EXPOSURE

The maximum allowable concentration for short-

9 PPM (0.0009%) term exposure in living areas, according to the
American

The maximum allowable US OSHA concentration

50 PPM (0.005%) for continuous exposure in any eight-hour period,
according to federal law
Slight headaches, tiredness, dizziness, and nausea
200 PPM (0.02%) after
2-3 hours
Frontal headache within 1-2 hours. Life threaten-
460 PPM (0.04%) ing
after three hours. The maximum allowable
concentration according to the US EPA and AGA
Dizziness, nausea, and convulsions within 45 min-
800 PPM (0.08%) utes. Death within 1 hour

Examples 1 and 2 below are indications of the important role the current air/fuel
mixture settings play in indoor air quality.

Example 1: A machine with 150 cu./in. engine running at 2,000 rpm full load will
consume approximately 75 cu./ft. of air in 1 minute or 4,500 cu./ft. per hour.
If the exhaust CO reading is 4 percent, the machine would produce 180 cu./ft. of CO
in one hour.

A warehouse 100’ x 100’ x 20’ contains 200,000 cu./ft. of air.

OSHA standards allow a maximum of 50 ppm (parts per million) of CO in the fac-
tory’s air, (which is 0.00005% of 200,000 = 10 cu./ft. of CO), it will take 3.3 minutes
to contaminate the warehouse above OSHA standards.

Example 2: Same initial information as in Example 1, but the new exhaust reading
is 0.2% CO. The machine will now produce 9 cu./ft. of CO in one hour and it will
take 1 hr/6 min. to reach allowable standards for CO.

These examples did not allow for replacement air entering the building. Also, it is
highly unlikely that a machine would operate in a full-power condition for the
lengths of time noted in the examples. Nevertheless, the examples do illustrate how
important the mixture setting is to air quality conditions.

    

 
   

NOTES

• BAT Battery Voltage

• CAT Catalyst or Catalytic converter

• CKP Crankshaft Position

• CKPS Crankshaft Position Sensor

• ECU Electronic Control Unit

• ECT Engine Coolant Temperature

• ECTS Engine Coolant Temperature Sensor

• EGO Exhaust Gas Oxygen

• EGOS Exhaust Gas Oxygen Sensor

• ESC Electronic Spark Control

• ESCM Electronic Spark Control Module

• IAT Intake Air Temperature

• IATS Intake Air Temperature Sensor

• IMAP Intake Manifold Absolute Pressure

• IMAPS Intake Manifold Absolute Pressure Sensor

• LPG Liquid Petroleum Gas (propane)

• NFPA National Fire Protection Association

• SFC System Fault Code

• SFLSystem Fault Light

• Vsw Switched battery voltage

• ZEEMS Zenith Electronic Engine Management System

    

 
   


NOTES

The spark-ignited engine (Otto Cycle) is a constant air-fuel ratio
engine, and although the volume of air inside the cylinders re-
mains constant, the density of air ( MAP or Vacuum) varies ac-
cording to the throttle position.

 

Absolute Pressure: Absolute Pressure is a pressure using a

scale with zero starting at zero atmospheric pressure (PSIA)

Gauge Pressure: Gauge Pressure is a pressure using a scale

with zero starting at atmospheric pressure (PSIG)
Zero PSIG = 14.7 PSIA 29.9” hg.

The Zenith Electronic Engine Management System (ZEEMS) con-

trols both fuel delivery and the governor/throttle with an inte-
grated throttle body and electronic control unit design. Each
control system is described separately, but in actual operation,
control of fuel and throttle happen simultaneously.

    



 
   


Fuel System: NOTES

Review of a gasoline carburetor system will aid in understanding

the ZEEMS fuel system operation. Carburetors, mechanical fuel
injection systems and electronic fuel injection systems all perform
the same basic functions; however, the methods incorporated to
perform these functions differ. The fundamental purpose of any
fuel system is to measure the incoming air and mix the appropri-
ate amount of fuel with it under all engine operating conditions.

 

The carburetor performs three main functions. These functions

are:
a. To deliver a mixture of gas and air in a ratio that suits
each condition of engine operation.
b. To atomize the gasoline as it enters the intake manifold.
c. To control the volume of air / fuel delivered in response
to throttle position and engine operation condition.
In reality, each engine operating condition requires a circuit or
mechanism to be designed into and attached to the gasoline car-
buretor to ensure that the engine will operate without hesitation
or “flat-spot” and give maximum power with the optimum fuel
economy within the levels of emissions for that model and year
of engine design.

The ZEEMS fuel injection system is based on the “ speed-

density” concept. The ECU uses engine RPM, IMAP, IAT and
ECT to calculate the fuel required for a specific engine operat-
ing condition. By using RPM, IMAP, IAT and ECT to calculate in-
take manifold air density, the ECU calculates the correct fuel re-

    

 
   


NOTES







































   
  





 


  
     

   
  


     
  

In the near future when exhaust catalysts are needed to make

the required emission standards, an exhaust gas oxygen sensor
(EGOS) will be included to make further corrections to fuel re-
quirements to enhance exhaust catalyst efficiency.
Once the required fuel delivery is calculated, fuel under pressure
from the fuel pump is injected via the fuel injector into the air
stream above the throttle plate.
The fuel injector acts as a simple on/off solenoid. The volume of
fuel flow is determined by varying the length of time the injector
is held open by the ECU. This is known as pulse width modula-
tion (PWM) and is measured in milliseconds. The injector is
pulsed each time a spark plug fires. Each time a plug fires and
that cylinder is in the power stroke, another cylinder is in the in-
take stroke. Between each spark plug firing, the ECU calculates
the fuel required for the next engine event based on the informa-
tion provided to the ECU.

     

    

  
   

NOTES


  




 
 
 

 

 


 
 

    


 



 

  
  

 


  

  

  
  

 








 


    
  

 


 
 


  


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NOTES


ZEEMS uses two different types of injectors, depending on the
type of fuel. For gasoline, a pintle valve and seat injector is used.
When the gasoline injector coil is energized, a pintle is lifted
from a fuel seat to allow the flow of pressurized gasoline.
The LPG injector incorporates a “flapper valve” design. When the
injector coil is energized, a flat disc is lifted from the fuel seat al-
lowing LPG to flow.














Gasoline Injec- Propane Injec-

   

Ignition control & timing:

On engines that are equipped with a CKP (crankshaft position)

sensor, ZEEMS utilizes the RPM, MAP and temperature sensors
signals to calculate fuel rate, and to switch the ignition coil thus
eliminating the need for a separate spark control module. To
give optimum engine power and exhaust emissions two timing
advance curves are engineered for each engine application, one
for gasoline and another for propane. On dual/fuel units, the
ECU stores both timing curves and controls the timing to suit the
fuel being used.

On engines that are equipped with distributors ZEEMS has the

capacity to control ignition timing , but this depends on the type
of OEM ignition system utilized. As with DIS engines, two timing
advance curves are engineered into the system.

Some units are equipped with a vacuum delay valve between

the throttle body and the vacuum advance unit. This provides a
momentary

    



  
   


NOTES

  
For optimum engine performance and emissions, the ECU will
automatically increase the fuel injection rate on gasoline or pro-
pane under engine acceleration and during cold starts
This is
factory

 

 

    

 

    



 
   


NOTES

Fuel Pump:
To supply gasoline to the injector, ZEEMS utilizes a high capacity
(16 gallons / hour) fuel pump. Depending on the machine, this
will be an inline or intank pump.
INLINE GASOLINE FUEL PUMP

 

INLET OUTLET

Note: When installing or replacing the inline pump, make sure

that the outlet is connected to the terminal end of the pump.
Make sure that the electrical terminals are installed correctly
( large terminal +12 Volts) or the pump will run backwards.

 

 
 


  

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Fuel injectors are sensitive to contaminants and require filters in

the 20 – 30 micron range. The gasoline systems uses a 20 micron
filter.

Gasoline Fuel Fil-

 

    



 
   


NOTES

Pressure Regulator:

A pressure regulator, mounted in the throttle body and down-

stream of the injector, maintains the gasoline fuel pressure to ap-
proximately 10 psi.
Unused fuel is returned to the fuel tank via a return line from the
pressure regulator. When checking gasoline pressure, make sure
the engine is running.

Note: Return fuel should exit to the vapor space in the tank.

Note: Gasoline caps need to be vented.

Gasoline Regulator

 

    



 
   


ZEEMS COMPONENT LOCATIONS

Gasoline System

 

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NOTES

Governor Operation:
ZEEMS has an innovative state - of - the - art throttle / governor
system. This is a “drive by wire” system that gives significant
torque and drivability improvements to the spark ignited engine
that the diesel has enjoyed for many years.
The spark ignited engine is a constant air fuel ratio engine, en-
gine speed is maintained by controlling air flow via a throttle fly.
The ZEEMS “drive by wire” system has full authority of the throt-
tle fly and will seek to maintain a set engine speed regardless of
engine load which significantly improves performance of the
spark ignited engine over a conventional speed limiting governor
system.

Throttle Actuator Throttle Actuator

     

An electric actuator controls the throttle plate. With no voltage ap-

plied to the throttle / governor control, the throttle is closed
against the throttle stop. The mechanical throttle stop is set at an
RPM below normal idle, typically around 500 RPM.

The ECU receives a voltage input from either a multi position

speed switch mounted on the dash, or throttle pedal driven po-
tentiometer

With 12 volts DC applied, the throttle is wide open. The ECU con-
trols the throttle opening by pulsing the voltage between 0 and 12
volts to obtain an average applied voltage and opening.

    

 
   


NOTES

    
When the operator calls for an increase/decrease in speed, the
ECU compares the current engine RPM to the desired engine
RPM. The ECU applies a pulse width to the throttle actuator to
increase/decrease engine RPM accordingly. Once the desired
RPM is obtained and a demand for increased/decreased engine
load is called for, the ECU will command the actuator to open or
close the throttle fly without operator interference maintaining a
constant engine RPM.

The ECU governs engine RPM with a proportional-integral-

derivative (PID) controller. This type of controller allows much
faster governor response than conventional mechanical gover-
nors. Control to idle or maximum engine RPM occurs very rapidly
with minimum RPM undershoot/overshoot. For optimum ma-
chine performance under all operating conditions, the governor is
calibrated specifically for each engine application.

Because no two machines are exactly alike, the ECU has the
ability to “learn” and adjust the throttle stop for improved idle
quality and low speed governing. After a period of extended, un-
interrupted engine idle at normal operating temperature, the ECU
will reprogram idle parameters to correct idle speed and im-
proved decelerations. After the initial factory installation, it is un-
likely that the ECU will need to “learn” its base setting.

Note: The throttle plate mechanical idle stop setting must still be
checked and adjusted. Check particular engine specifications.

 :
If any electrical failure to the throttle control occurs, the throttle
will return to the mechanical idle stop position.

If for any reason engine RPM exceeds the maximum limits, fuel
delivery is interrupted.

The gasoline fuel pump or LPG lock-off will disengage in 2 – 4

seconds if the ignition key is on and there is no secondary igni-
tion pulse to the ignition coil.

 
There is no need to depress the throttle pedal to “set the choke”
or provide fuel for cold start. Depressing the throttle pedal has
no effect until the engine is running. The ECU opens the throttle
to a predetermined position for starting.

    

 
   


  

NOTES

          
1. Liquid propane, at approximately 100 psi (70°F), flows from
the tank through the service line . The hydrostatic relief valve
is located in the service line fitting. Its function is to relieve
pressure at 450 psi that could occur if the liquid in the service
line were to be heated by a fire, etc.

2. Fuel then passes to a filter (20 micron) and through a shut

off valve. This is commonly known as a “ lock
off. ” This device prevents fuel from flowing to
the rest of the system unless it is activated by 12 volts from
the ECU.
Propane Fuel Filter

 

    



 
   


NOTES

          

From the shut off valve, fuel enters the primary vaporizer regu-
lator (converter). Gas pressure is reduced to 25 -35 PSI and
changes from a liquid to vapor state. Engine coolant flows
through this device to aide fuel vaporization. Fuel then enters the
secondary pressure regulator where gas pressure is reduced to 24
psi for delivery to the injector.

Note: When making pressure adjustments on propane, pressure

tests are made with the engine off, lock off energized by use of
jumper wire.

 

    



  


     

 

  
Due to the difference in physical properties between propane NOTES

and gasoline, the propane fuel tank is vastly different in construc-
tion and operation than its gasoline counter part.

In order to keep the fuel in its liquid state at normal atmospheric

temperatures, propane is stored under pressure hence the tank is
constructed to ASME standards. The maximum working pressure
of the tank is 312 psi . The pressure in the tank will vary accord-
ing to the outside air temperature e.g. 110 psig @ 70 deg. F. and
52 psig @ 32 deg. F .

Because the fuel is under pressure, no fuel pump is required

to move fuel to the engine compartment. To prevent over
pressurizing the tank, it is only filled to 80% of its total ca-
pacity.

1 Liquid Service valve:

Located in the end of the tank, this valve will remain fully
open during normal operation and is shut when stored in-
doors or when the system is under repair.

There is an excess flow device in the base of this valve. Its

function is to close off fuel flow should the fuel line be sev-
ered. Note: Turn service valve on slowly. This will prevent
premature excess flow valve operation, if fuel line is empty.
For proper seating, thisvalve should always be opened com-
pletely. This will allow the proper seating of the top 0-ring.  

    

  


     

2 Relief Valve:

The relief valve is preset by the manufacturer to activate

at 375 psig . Tank pressure will rise when the liquid ex-
pands. This can be caused by overfilling the tank, an ex-
ternal heat source, e.g.: fire, etc. The valve will close
when pressure drops

 

3 Outage Valve.

This valve is also called the 80% liq-

uid level valve. This device when
opened, allows gas (vapor) to es-
cape as the tank is being filled .
When the liquid level reaches 80% ,
liquid spills out the valve, indicating
that the tank is filled to the correct
level.

 

    

  


     


NOTES

 

The sight gauge is designed so that there is no physical connection

between it and the float. The fuel level is transmitted from the float
via a shaft which has a permanent magnet attached. As the magnet
rotates, the magnetic field causes the gauge needle to move to the

     

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To aid in connection and disconnection the liquid service valve has a male ACME quick
connect coupling. This coupling and its female counterpart, that is attached to the fuel
supply line, are equipped internal check valves. When connected the checks open and
allow gas to flow.
The male coupler has two seals. One, an “O” ring and the other a flat ring; both are re-
placeable and should be checked periodically.

Safety considerations: Exercise caution and common sense when replacing fuel lines.
Also, remember that even as a gas, propane is heavier than air and any leaks in a system
will tend to pool in low spots.

    

 


     


NOTES

Dual Fuel:

The Zenith duel fuel system is unique in the fact that it is two
separate fuel systems contained in the same throttle body.

The system has two - Injectors

Fuel VE tables

Ignition timing tables

Idle self learn tables

There is no special procedure to follow when changing from one

fuel to the other. The engine can be idling or at load. The ECU
automatically switches to the appropriate tables and switches the
LPG lock-off or gasoline fuel pump on or off.

  
Dual fuel Sys-

Gasoline Injec-

LPG Injector

    

 
   
 

NOTES

Fuel Filters: Gasoline. Replace every 1,500 hrs. or 1 year.

Propane. Replace every 1,500 hrs. or 1 year.

Propane filter replacement procedure:

1. Close service valve at tank.

2. Run engine until it stalls.
3. Replace filter.
4. Open service valve.
5. Leak test connections.

Injector Flush: Gasoline only. Zenith does not recommend a

set period to flush the injector with an injection cleaner, but does
allow it if a build up of gum and sludge occurs in the system.
This depends on the quality of the gasoline used.

If the propane injector is contaminated by gum and sludge, it

must be removed and cleaned with a gum and sludge cleaner.

Clean Throttle Plate: It is not necessary to remove gum

and sludge from the ZEEMS throttle plate to maintain a quality
idle. Cleaning the shaft and fly assembly with carburetor cleaners
will not damage the system. Do not immerse throttle body
into solvent.

DUAL Fuel: Periodically operate engine on the alternative fuel.

Check system for fuel leaks and operational integrity.

Note: Gasoline has a shelf life, stale gasoline can cause poor
starting any other operational problems.

Check Exhaust Emissions: With the increased emphasis

on air quality by regulatory authorities, it is important to under-
stand the proper procedure to test exhaust emissions. Although
the carbon monoxide (CO) level in the exhaust is very important,
it should not be the only
exhaust constituent monitored during an exhaust emission test.
Zenith recommends using a quality four or five gas analyzer for
testing exhaust emissions. By monitoring carbon monoxide (CO),

A brief explanation of what CO, HC, O2 are:

Carbon Monoxide is a indicator of how rich or lean air / fuel
mixtures are. It is formed as a result of imperfect combustion.
When hydrocarbon fuels burn completely, carbon dioxide and
water vapor form.

    


   
 

NOTES

When they burn incompletely, due to insufficient oxygen, CO
and other chemicals are formed. Most repair grade analyzers
measure CO in percent (%) by volume. 1% CO means 1% of the
total exhaust gas consists of carbon monoxide (CO).
Hydrocarbons (HC) are an indicator of how complete the com-
bustion process is. Hydrocarbons are low when the air / fuel
mixture is correct. It will rise if the mixture is too rich, causing
incomplete combustion or too lean, causing partial misfire and
incomplete combustion.
It can also give an indication of ignition system performance and
engine mechanical condition. HC is measured in parts per mil-
lion (ppm) by volume.
Oxygen (O2) in the exhaust is a indicator of how lean the air /
fuel mixtures are. O2 will increase in proportion with the air
fuel ratio. As fuel mixtures richen, O2 readings are low and CO
readings are high. A lean condition will show high O2 and low
CO. Like CO, it is measured in percent (%) by volume.



    


   
 

NOTES

Testing procedure:

1. Machine must be in a well ventilated area or exhaust

piped to the to the outside.
2. Gas analyzer must be correctly calibrated and warmed up.
3. Engine must be at operating temperature.
4. Readings should be made at idle, high idle and load.

Correcting out-of-range Air/fuel mixtures:

The fuel injection calibration tables are not field adjustable; If
emission readings do not meet the manufacturers specification,
the following checks can be made.

1. Check ignition timing.

2. Check fuel pressure ( adjustments can be made to
emission levels by adjusting the fuel pressure regulator).
3. Check air cleaner restriction.
4. Check ignition system.
5. Check PCV valve.
6 Check vacuum leaks.
7. Check valve clearances.
Note: Do not run engine with serial communication jumper port
connector disconnected.

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Air & Coolant Sensor Resistance

Nominal Minimum Maximum

Temp Temp Resistance Resistance Resistance
deg F deg F ohms ohms ohms

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NOTES

Diagnostic procedures are listed separately for each fuel but, un-
like
mechanical fuel systems that require different thinking processes
for gasoline and LPG, the diagnostic procedures for both the
gasoline and LPG ZEEMS system follow the same thinking pat-
tern.

The following is a quick check list of items to check.

• Governor idle self learn

• Ignition timing

• Fuel pressures

• Fuel level

• Sensors and Connectors

• Alternator charging voltages

• Battery condition

    



 

NOTE: The wiring diagrams are specific to the engine and machine application.
If the following wiring diagrams do not match the machine being repaired contact
Zenith Fuel Systems, LLC
INC or the machine manufacturer for a copy of the diagram.

    


     

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Diagnostic Procedures
Zamboni No Start
Engine Will Not Start
As with any no start symptom, always check fuel level first.

Check wire With Key on, check for 12V+ at ECU

connections. white connector pin # 22 & 23.
12V+ from Verify Ground at ECU white connector
main power NO pin #20 &21
relay. Ground
to Engine
Ground YES

Check power
NO Does LP Lock-off (fuel
supply from
pump) activate when
fuel select relay,
engine is cranking?
pump or lock-
off operation

YES

Check Wiring at
Distributor to ECU. While engine is cranking,
Digital signal is at NO is injector connector
Blue wire to ECU receiving an electrical
White connector, “pulse”? A Noid light will
Pin #19. verify signal. (Alternative
check is with test YES
light)

NO YES
Clean Injector.
Replace injector Does injector spray fuel?

Replace
Check Normal YES
Throttle Body
Engine NO
diagnosis for Do spark plugs fire?
No spark NO
condition.
YES Measure
NO resistance of
Does Throttle Plate open? governor
Visual check through air intake motor. 3 to
(using mirror) will tell.
4.5 ohms?

YES YES
YES
Recommend inspection of wire
harness for correct operation. With key on, check
Replace Throttle Body and/or voltage to governor
ECU after harness verification. motor. (Voltage is
pulse width modulated
and could vary
between 2.3 and 6.2
volts with power on).

18 Zenith Fuel Systems LLC REV A1

Diagnostic Procedures
HG Makelim No Start
Engine Will Not Start
As with any no start symptom, always check fuel level first.
Be sure that fuel selector switch is not in the center (or “off”) position.

Check wire With Key on, check for 12V+ at ECU

connections. white connector pin # 22 & 23.
12V+ from Verify Ground at ECU white connector
main power NO pin #20 &21
source.
Ground to
Engine YES

Check power Does fuel pump activate

supply from NO
for 2 seconds once
ECU to Pump. power is applied to
Replace pump ECU?
if voltages are
correct
YES

Check Wiring at
Distributor to ECU. While engine is cranking,
Digital signal is at NO is injector connector
Blue wire to ECU receiving an electrical
White connector, “pulse”? A Noid light will
Pin #19. Replace verify signal. (Alternative
ECU if wiring is check is with test YES
light)
correct
NO YES
Replace injector Does injector spray fuel? Visual
check through air intake will
tell. (Fuel injector test)
Replace
Check Normal YES
Throttle Body
Engine NO
diagnosis for Do spark plugs fire?
No spark NO
condition.
YES Measure
NO resistance of
Does Throttle Plate open? governor
Visual check through air intake motor. 3 to
(using mirror) will tell.
4.5 ohms?

YES YES
YES
Recommend inspection of wire
harness for correct operation. With key on, check
Replace Throttle Body and/or voltage to governor
ECU after harness verification. motor. (Voltage is
pulse width modulated
and could vary
between 2.3 and 6.2
volts with power on).

16 Zenith Fuel Systems LLC REV A1

Diagnostic Procedures
NISSAN No Start
Engine Will Not Start
As with any no start symptom, always check fuel level first.
Be sure that fuel selector switch is not in the center (or “off”) position.

Check wire With Key on, check for 12V+ at ECU

connections. white connector pin # 22 & 23.
12V+ from Verify Ground at ECU white connector
main power NO pin #20 &21
relay. Ground
to Engine
Ground YES

Check power
NO Does fuel pump (or LP
supply from
Lock-off) activate for 2
fuel select relay,
seconds once power is
pump or lock-
applied to ECU?
off operation

YES

Check Wiring at
Distributor (or coil) While engine is cranking,
to ECU. Digital NO is injector connector
signal is at Blue receiving an electrical
wire to ECU White “pulse”? A Noid light will
connector, Pin #19. verify signal. (Alternative
check is with test YES
light)

NO YES
Replace injector
Does injector spray fuel? Visual
check through air intake will
tell.
Replace
Check Normal YES
Throttle Body
Engine NO
diagnosis for Do spark plugs fire?
No spark NO
condition.
YES Measure
NO resistance of
Does Throttle Plate open? governor
Visual check through air intake motor. 3 to
(using mirror) will tell.
4.5 ohms?

YES YES
YES
Recommend inspection of wire
harness for correct operation. With key on, check
Replace Throttle Body and/or voltage to governor
ECU after harness verification. motor. (Voltage is
pulse width modulated
and could vary
between 2.3 and 6.2
volts with power on).

17 Zenith Fuel Systems LLC REV A1

  


NOTE: The service parts listings are specific to the engine and machine application.
If the following lists do not match the machine being repaired contact
Zenith Fuel Systems, LLCINC or the machine manufacturer for a copy of the service parts lists.