UENR4469

October 2014

Troubleshooting
1204F-E44TA and 1204F-E44TTA
Industrial Engines
MT (Engine)
MU (Engine)

This document was printed from SPI2. NOT FOR RESALE

 Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

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UENR4469 3
Table of Contents

Table of Contents Crankcase Breather Ejects Oil ...................... 129

Crankcase Fumes Disposal Tube Has Oil
Troubleshooting Section Draining ........................... ........................... 131
Cylinder Is Noisy...................... ..................... 134
Electronic Troubleshooting DEF Concentration Is Incorrect .......... .......... 136
Welding Precaution ..................... ..................... 5 DEF Module Does Not Respond ......... ......... 139
System Overview....................... ....................... 5 DEF Pressure Is High .................. ................. 145
Glossary .......................................................... 15 DEF Pressure Is Low.................. .................. 147
DEF Tank Level Is Low ................. ................ 150
Electronic Service Tools ................. ................ 19
DEF Tank Temperature Is High........... .......... 152
Indicator Lamps ....................... ....................... 21
DEF Tank Temperature Is Low ........... .......... 155
Replacing the ECM..................... .................... 24
Diesel Oxidation Catalyst Has Incorrect Inlet
Self-Diagnostics....................... ....................... 25
Temperature........................ ........................ 158
Sensors and Electrical Connectors ........ ........ 25
Diesel Oxidation Catalyst Has Low Conversion
Engine Wiring Information ............... ............... 31
Efficiency .......................... .......................... 161
ECM Harness Connector Terminals ........ ....... 38
Diesel Particulate Filter Collects Excessive Soot
Service Tool Features................... .................. 38
(If Equipped) ........................ ....................... 162
Service Tool Error Identifiers.............. ............. 69
Diesel Particulate Filter Temperature Is Low (If
Codes that Inhibit Operation of Aftertreatment
Equipped) .......................... ......................... 166
System............................. ............................. 81
ECM Does Not Communicate with Other
Modules ........................... ........................... 168
Programming Parameters
ECM Will Not Accept Factory Passwords... .. 168
Programming Parameters ............... ............... 84
Electronic Service Tool Does Not
Test ECM Mode ....................... ....................... 84
Communicate....................... ....................... 168
Factory Passwords ..................... .................... 84
Engine Cranks but Does Not Start........ ........ 171
Flash Programming .................... .................... 85
Engine Does Not Crank................ ................ 179
Injector Code - Calibrate................. ................ 86
Engine Has Early Wear ................ ................ 181
Mode Switch Setup..................... .................... 87
Engine Has Mechanical Noise (Knock) .... .... 183
Throttle Setup ......................... ........................ 88
Engine Misfires, Runs Rough or Is Unstable 186
Multiposition Switch Setup............... ............... 91
Engine Overspeeds................... ................... 193
Engine Shutdown Occurrence........... ........... 196
Customer Specified Parameters
Engine Shutdown Occurs Intermittently .... ... 197
Customer Specified Parameters........... .......... 92
Engine Speed Does Not Change ......... ........ 199
Customer Specified Parameters Table ...... ..... 99
Engine Stalls at Low RPM .............. .............. 200
Customer Specified Parameters Worksheet 104
Engine Top Speed Is Not Obtained ....... ....... 203
Engine Vibration Is Excessive ........... ........... 209
System Configuration Parameters
Exhaust Has Excessive Black Smoke..... ......211
System Configuration Parameters........ ........ 108
Exhaust Has Excessive White Smoke .... ..... 215
Exhaust System Contains Oil ............ ........... 219
Symptom Troubleshooting
Fuel Consumption Is Excessive .......... ......... 222
Acceleration Is Poor or Throttle Response Is
Fuel Contains Water ................... .................. 225
Poor .............................. ...............................110
Fuel Rail Pressure Problem............. ............. 227
Alternator Is Noisy .................... .....................117
Fuel Temperature Is High ............... .............. 238
Alternator Problem..........................................119
Inlet Air Is Restricted................... .................. 240
Battery Problem...................... ...................... 120
Inlet Air Temperature Is High ............ ............ 241
Clean Emissions Module Has High Oxygen
Intake Manifold Air Pressure Is High ...... ...... 243
Level .............................. ............................. 121
Intake Manifold Air Pressure Is Low ....... ...... 244
Coolant Contains Oil................... .................. 122
Intake Manifold Air Temperature Is High.... ... 246
Coolant Level Is Low .................. .................. 124
NOx Conversion Is Low................ ................ 250
Coolant Temperature Is High............ ............ 124
NRS Exhaust Gas Temperature Is High .... ... 253
Coolant Temperature Is Low............. ............ 128
NRS Mass Flow Rate Problem........... .......... 255

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4 UENR4469
Table of Contents

Oil Consumption Is Excessive ........... ........... 260 Sensor Signal (Analog, Passive) - Test (Sensors
Oil Contains Coolant................... .................. 263 Connected to the DCU)................ ............... 442
Oil Contains Fuel ..................... ..................... 264 Sensor Signal (Analog, Passive) - Test (Sensors
Oil Level Is Low ...................... ...................... 266 Connected to the Engine ECM) ......... ......... 447
Oil Pressure Is Low.................... ................... 268 Solenoid Valve - Test (Solenoid Valves that
Power Is Intermittently Low or Power Cutout Is Connect to the Dosing Control Unit (DCU)) 454
Intermittent......................... ......................... 272 Solenoid Valve - Test (Solenoid Valves that
SCR Catalyst Has Incorrect Inlet Connect to the Engine ECM) ........... ........... 460
Temperature........................ ........................ 278 Soot Sensor - Test .................... .................... 466
SCR Warning System Problem .......... .......... 280 Speed Control (Analog) - Test ........... ........... 471
Valve Lash Is Excessive ................ ............... 290 Speed Control (PWM) - Test............. ............ 476
Speed/Timing - Test................... ................... 483
Troubleshooting with a Diagnostic Code Switch Circuits - Test .................. .................. 490
Diagnostic Trouble Codes .............. .............. 292 Valve Position - Test ................... .................. 494
Diagnostic Code Cross Reference ........ ....... 300 Water in Fuel - Test.................... ................... 500

Troubleshooting with an Event Code Index Section

Event Codes ......................... ........................ 307
Index............................... .............................. 505
Diagnostic Functional Tests
CAN Data Link - Test .................. .................. 309
Coolant Level - Test ................... ................... 313
Data Link - Test....................... ...................... 316
Data Link Configuration Status - Test ...... ..... 325
DEF Control Module Power - Test ........ ........ 327
DEF Line Heater - Test ................. ................ 335
DEF Pump - Test ..................... ..................... 340
DEF Pump Pressure Sensor - Test........ ....... 341
DEF Pump Sensor Supply - Test ......... ......... 342
DEF Tank Sensor - Test................ ................ 343
Diesel Particulate Filter Identification Signal -
Test ............................... .............................. 345
ECM Memory - Test ................... ................... 349
Electrical Connector - Inspect............ ........... 350
Electrical Power Supply - Test ........... ........... 354
Ether Starting Aid - Test................ ................ 360
Fuel Transfer Pump - Test .............. .............. 364
Glow Plug Starting Aid - Test ............ ............ 372
Idle Validation - Test................... ................... 379
Indicator Lamp - Test .................. .................. 387
Injector Data Incorrect - Test............. ............ 390
Injector Solenoid - Test ................. ................ 392
Mode Selection - Test .................. ................. 399
Motorized Valve - Test ................. ................. 404
NOx Sensor - Test .................... .....................411
Power Take-Off - Test .................. ................. 414
Sensor (Data Link Type) - Test ........... .......... 417
Sensor Calibration Required - Test........ ....... 422
Sensor Supply - Test................... .................. 426
Sensor Signal (Analog, Active) - Test ...... ..... 434

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UENR4469 5
Electronic Troubleshooting

Troubleshooting Section

Electronic Troubleshooting

i04029202

Welding Precaution

Correct welding procedures are necessary in order to

avoid damage to the following components:
• Electronic Control Module (ECM) on the engine

• Clean Emissions Module (CEM)

• Sensors
Illustration 1 g01143634
• Associated components
Service welding guide (typical diagram)
Components for the driven equipment should also be
considered. When possible, remove the component 5. When possible, connect the ground clamp for the
that requires welding. When welding on an engine welding equipment directly to the engine
that is equipped with an ECM and removal of the component that will be welded. Place the clamp as
component is not possible, the following procedure
must be followed. This procedure minimizes the risk close as possible to the weld. Close positioning
to the electronic components. reduces the risk of welding current damage to the
engine bearings, to the electrical components, and
1. Stop the engine. Remove the electrical power from to other components.
the ECM.
6. Protect the wiring harnesses from welding debris
2. Ensure that the fuel supply to the engine is turned and/or from welding spatter.
off.
7. Use standard welding procedures to weld the
3. Disconnect the negative battery cable from the materials together.
battery. If a battery disconnect switch is installed,
open the switch.
i05943948

4. Disconnect all electronic components from the

wiring harnesses. Include the following System Overview
components:

• Electronic components for the driven equipment The engine has an electronic control system. The
system controls the engine and the system monitors
• ECM the Diesel Particulate Filter (DPF).

• Sensors The control system consists of the following

components:
• Electronically controlled valves
• Electronic Control Module (ECM)
• Relays • Software (flash file)
• Aftertreatment ID module • Wiring
• Sensors
NOTICE
Do not use electrical components (ECM or ECM sen- • Actuators
sors) or electronic component grounding points for
grounding the welder.

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6 UENR4469
Electronic Troubleshooting

The following information provides a general

description of the control system. Refer to Systems
Operation, Testing, and Adjusting for detailed
information about the control system.

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UENR4469 7
Electronic Troubleshooting

Electronic Control Circuit Diagram

This document was printed from SPI2. NOT FOR RESALE

8 UENR4469
Electronic Troubleshooting

Illustration 2 g03725890
Electronic control circuit diagram for the 1204F engine with a DOC, DPF, and DEF system

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UENR4469 9
Electronic Troubleshooting

Illustration 3 g03732622
Electronic control circuit diagram for the 1204F engine with a DOC and DEF system

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10 UENR4469
Electronic Troubleshooting

Block Diagrams
Illustration 5 and 7 are block diagrams of the engine
control system.

Illustration 4 g03694003
Block diagram for the 1204F engine with a single turbocharger
(1) Air cleaner (11) NRS differential pressure sensor (20) Barometric pressure sensor
(2) Air inlet temperature sensor (12) Engine (21) ECM
(3) NRS cooler (13) Coolant temperature sensor (22) Electric fuel lift pump
(4) Turbocharger (14) Primary speed/timing sensor (23) Primary fuel filter
(5) NRS temperature sensor (15) Fuel injectors (24) In-line fuel strainer
(6) NRS valve (16) Secondary speed/timing sensor (25) Intake manifold pressure sensor
(7) NRS inlet pressure sensor (17) High-pressure fuel pump/transfer pump/ (26) Intake manifold air temperature sensor
(8) NRS mixer fuel temperature sensor (27) Transfer pump inlet regulator
(9) Air-to-air aftercooler (18) Fuel rail pressure sensor (28) Secondary fuel filter
(10) Wastegate regulator (19) Oil pressure sensor (29) Fuel tank

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UENR4469 11
Electronic Troubleshooting

Illustration 5 g03694010
Block diagram for the 1204F engine with twin turbochargers
(1) Air cleaner (12) NRS differential pressure sensor (22) ECM
(2) Air inlet temperature sensor (13) Engine (23) Electric fuel lift pump
(3) Low-pressure turbocharger (14) Coolant temperature sensor (24) Primary fuel filter
(4) NRS cooler (15) Primary speed/timing sensor (25) In-line fuel strainer
(5) High-pressure turbocharger (16) Fuel injectors (26) Intake manifold pressure sensor
(6) NRS temperature sensor (17) Secondary speed/timing sensor (27) Intake manifold air temperature sensor
(7) NRS valve (18) High-pressure fuel pump/transfer pump/ (28) Transfer pump inlet regulator
(8) NRS inlet pressure sensor fuel temperature sensor (29) Secondary fuel filter
(9) NRS mixer (19) Fuel rail pressure sensor (30) Fuel tank
(10) Air-to-air aftercooler (20) Oil pressure sensor
(11) Wastegate regulator (21) Barometric pressure sensor

Illustration 7 is a block diagram of the aftertreatment

system.

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12 UENR4469
Electronic Troubleshooting

Illustration 6 g03694431
Block diagram for the aftertreatment system with a DOC, DPF, and DEF system
(31) Diesel Exhaust Fluid (DEF) level sensor (40) Diesel Oxidation Catalyst (DOC) inlet (47) Diesel Particulate Filter (DPF)
(32) DEF temperature sensor temperature sensor (48) Heated DEF line
(33) Coolant diverter valve (41) Diesel Particulate Filter (DPF) inlet (49) DEF dosing pump
(34) DEF header unit temperature sensor (50) DEF injector
(35) Dosing Control Unit (DCU) (42) DPF outlet NOx sensor (51) Selective Catalytic Reduction (SCR)
(36) DEF tank (43) DEF pump heater catalyst
(37) Soot sensor and antennas (44) DEF filter (52) Ammonia Oxidizing (AMOX) catalyst
(38) Heated DEF line (45) Exhaust Back Pressure Regulator (53) SCR inlet temperature sensor
(39) Heated DEF line (EBPR) (54) SCR outlet NOx sensor
(46) Diesel Oxidation Catalyst (DOC) (55) Identification module

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UENR4469 13
Electronic Troubleshooting

Illustration 7 g03694448
Block diagram for the aftertreatment system with a DOC and DEF system
(31) Diesel Exhaust Fluid (DEF) level sensor (40) Inlet NOx sensor (47) DEF injector
(32) DEF temperature sensor (41) Diesel Oxidation Catalyst (DOC) inlet (48) Selective Catalytic Reduction (SCR)
(33) Coolant diverter valve temperature sensor catalyst
(34) DEF header unit (42) DEF filter (49) Ammonia Oxidizing (AMOX) catalyst
(35) Dosing Control Unit (DCU) (43) Exhaust Back Pressure Regulator (50) SCR inlet temperature sensor
(36) DEF tank (EBPR) (51) Outlet NOx sensor
(37) Heated DEF line (44) Diesel Oxidation Catalyst (DOC) (52) Ammonia sensor
(38) Heated DEF line (45) Heated DEF line (53) Identification module
(39) DEF pump heater (46) DEF dosing pump

System Operation
Engine Governor
The ECM governs the engine. The ECM determines
the timing, the injection pressure, and the amount of
fuel that is delivered to each cylinder. These factors
are based on the actual conditions and on the desired
conditions at any given time during starting and
operation.
The governor uses the throttle position sensor to
determine the desired engine speed. The governor
compares the desired engine speed to the actual
engine speed. The actual engine speed is determined
through interpretation of the signals that are received
by the ECM from the engine speed/timing sensors. If
the desired engine speed is greater than the actual
engine speed, the governor injects more fuel in order
to increase engine speed.

Illustration 8 g01860934
Typical example

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14 UENR4469
Electronic Troubleshooting

The desired engine speed is typically determined by Customer Parameters and Engine Speed
one of the following conditions:
Governing
• The position of the throttle
A unique feature with electronic engines is customer
• The desired engine speed in Power Take-Off specified parameters. These parameters allow the
(PTO) owner of the machine to fine-tune the ECM for engine
operation. Fine-tuning the ECM allows the machine
owner to accommodate the typical usage of the
Timing Considerations machine and the power train of the machine.
Once the governor has determined the amount of fuel Many of the customer parameters provide additional
that is required, the governor must determine the restrictions on the actions that will be performed by
timing of the fuel injection. Fuel injection timing is the ECM in response to input from the operator. The
determined by the ECM after considering input from “PTO Top Engine Limit” is an engine rpm limit that is
the following components: used by the ECM to limit the fuel during operation of
the PTO. The ECM will not fuel the injectors above
• Coolant temperature sensor this rpm.
• Intake manifold air temperature sensor Some parameters are intended to notify the operator
of potential engine damage (engine monitoring
• Intake manifold pressure sensor parameters). Some parameters enhance fuel
economy (machine speed, engine speed limit, and
• Barometric pressure sensor idle shutdown). Other parameters are used to
enhance the engine installation into the machine.
The ECM adjusts timing for optimum engine Other parameters are used to provide engine
performance and for fuel economy. Actual timing and operating information to the owner of the machine.
desired timing cannot be viewed with the electronic
service tool. The ECM determines the location of top Other ECM Functions for
center of the number one cylinder from the signals
that are provided by the engine speed/timing sensors. Performance
The ECM determines when injection should occur
relative to top center. The ECM then provides the The ECM can also provide enhanced control of the
signal to the injector at the desired time. engine for machine functions such as controlling the
cooling fan. Refer to Troubleshooting, “Customer
Specified Parameters” for additional information .
Fuel Injection
ECM Lifetime Totals
The ECM sends a high voltage signal to the injector
solenoids in order to energize the solenoids. By The ECM maintains total data of the engine for the
controlling the timing and the duration of the high following parameters:
voltage signal, the ECM can control the following
aspects of injection: • “Total Operating Hours”

• Injection timing • “Engine Lifetime Hours”

• Fuel delivery • “Total Idle Time”

The flash file inside the ECM establishes certain limits • “Total Idle Fuel”
on the amount of fuel that can be injected. The “FRC
Fuel Limit” is a limit that is based on the intake • “Total Fuel”
manifold pressure. The “FRC Fuel Limit” is used to
control the air/fuel ratio for control of emissions. When • “Total Max Fuel”
the ECM senses a higher intake manifold pressure,
the ECM increases the “FRC Fuel Limit” . A higher • “Engine Starts”
intake manifold pressure indicates that there is more
air in the cylinder. When the ECM increases the • “Lifetime Total Engine Revolutions”
“FRC Fuel Limit” , the ECM allows more fuel into the
cylinder. • “Average Load Factor”
The “Rated Fuel Limit” is a limit that is based on the The “Total Operating Hours” is the operating hours
power rating of the engine and on the engine rpm. of the engine. The operating hours do not include the
The “Rated Fuel Limit” is like the rack stops and the time when the ECM is powered but the engine is not
torque spring on a mechanically governed engine. running.
The “Rated Fuel Limit” provides the power curves
and the torque curves for a specific engine family and The “Engine Lifetime Hours” is the number of hours
a specific engine rating. All of these limits are when electrical power has been applied to the engine.
determined at the factory. These limits cannot be These hours will include the time when the ECM is
changed. powered but the engine is not running.

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UENR4469 15
Electronic Troubleshooting

“Total Idle Time” and “Total Idle Fuel” can include Passwords
operating time when the engine is not operating
under a load. System configuration parameters are protected by
factory passwords. Factory passwords are calculated
Fuel Information can be displayed in US gallons or in on a computer system that is available only to Perkins
liters. distributors. Since factory passwords contain
alphabetic characters, only the electronic service tool
“Total Fuel” is the total amount of fuel that is may change system configuration parameters.
consumed by the engine during operation.
System configuration parameters affect the power
“Total Max Fuel” is the maximum amount of fuel that rating family or emissions.
could have been consumed by the engine during
operation. Customer parameters can be protected by customer
passwords. The customer passwords are
“Engine Starts” is the total number of times when the programmed by the customer. Factory passwords
engine has been started. can be used to change customer passwords if
customer passwords are lost.
“Lifetime Total Engine Revolutions” is the total
number of revolutions that have been completed by Refer to Troubleshooting, “Factory Passwords” for
the engine crankshaft. additional information on this subject.

“Average Load Factor” provides relative engine i05844787

operating information. “Average Load Factor”
compares actual operating information of the engine
to the maximum engine operation that is available. Glossary
“Average Load Factor” is determined by using “Total
Max Fuel” , “Total Idle Fuel” and “Total Fuel” . All of
these parameters are available with the electronic Active Diagnostic Code – An active diagnostic code
service tool. These parameters are available within alerts the operator or the service technician that an
the menu for “Current Totals” . electronic system malfunction is currently present.
Refer to the term “Diagnostic Code” in this glossary.
Programmable Parameters
Aftertreatment – Aftertreatment is a system that is
Certain parameters that affect engine operation may used to remove pollutants from exhaust gases. The
be changed with the electronic service tool. The system consists of a Diesel Oxidation Catalyst
parameters are stored in the ECM, and the (DOC), a Diesel Particulate Filter (DPF) (if equipped),
parameters are protected from unauthorized changes and a Selective Catalytic Reduction (SCR) system.
by passwords. These parameters are either system
configuration parameters or customer parameters. Alternating Current (AC) – Alternating current is an
electric current that reverses direction at a regular
System configuration parameters are set at the interval that is reoccurring.
factory. System configuration parameters affect
emissions or power ratings within an engine family. Ammonia Oxidizing (AMOX) catalyst – The AMOX
Factory passwords must be obtained and factory catalyst removes any residual ammonia from the
passwords must be used to change the system exhaust gas stream after completion of the Selective
configuration parameters. Catalytic Reduction (SCR) process.
Before Top Center (BTC) – BTC is the 180 degrees
Customer parameters are variable. Customer of crankshaft rotation before the piston reaches the
parameters can be used to adjust the following top center position in the normal direction of rotation.
characteristics of the engine within preset limits:
Breakout Harness – A breakout harness is a test
• Rpm ratings harness that is designed to connect into the engine
harness. This connection allows a normal circuit
• Power ratings operation and the connection simultaneously
provides a Breakout T in order to measure the
Customer passwords may be required to change signals.
customer specified parameters.
Bypass Circuit – A bypass circuit is a circuit that is
Some of the parameters may affect engine operation used as a substitute circuit for an existing circuit. A
in an unusual way. An operator might not expect this bypass circuit is typically used as a test circuit.
type of effect. Without adequate training, these
parameters may lead to power complaints or CAN Data Links (see also J1939 CAN Data Link) –
performance complaints even though the The CAN Data Links are serial communications
performance of the engine is to the specification. buses that are used for communication with other
microprocessor-based devices.
Refer to Troubleshooting, “Configuration Parameters” Code – Refer to “Diagnostic Trouble Code” .
for additional information on this subject.
Communication Adapter Tool – The communication
adapter provides a communication link between the
ECM and the electronic service tool.

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16 UENR4469
Electronic Troubleshooting

DT, DT Connector, or Deutsch DT – This design is

Coolant Temperature Sensor – The coolant a type of connector that is used on this engine. The
temperature sensor detects the engine coolant connectors are manufactured by Deutsch .
temperature for all normal operating conditions and
for engine monitoring. Duty Cycle – Refer to “Pulse Width Modulation” .
Data Link – The data link is a serial communication Electronic Engine Control – The electronic engine
bus that is used for communication with other devices control is a complete electronic system. The
such as the electronic service tool. electronic engine control monitors the engine
operation under all conditions. The electronic engine
Derate – Certain engine conditions will generate control also controls the engine operation under all
event codes. Also, engine may be derated. The map conditions.
for the engine derate is programmed into the ECM
software. The type of derate can be one or more of Electronic Control Module (ECM) – The ECM is the
three types: reduction of rated power, reduction of control computer of the engine. The ECM provides
rated engine speed and reduction of rated machine power to the electronics. The ECM monitors data that
speed for OEM products. is input from the sensors on the engine and the
aftertreatment. The ECM acts as a governor in order
Desired Engine Speed – The desired engine speed to control the speed and the power of the engine.
is input to the electronic governor within the ECM.
The electronic governor uses the throttle position Electronic Service Tool – The electronic service tool
sensor signal, the engine speed/timing sensor, and allows a computer (PC) to communicate with the
other sensors in order to determine the desired ECM.
engine speed.
Engine Monitoring – Engine Monitoring is the part of
Diagnostic Trouble Code – A diagnostic trouble the electronic engine control that monitors the
code is sometimes referred to as a fault code. These sensors. Engine monitoring also warns the operator
codes indicate an electronic system malfunction. of detected problems.
Diagnostic Lamp – The diagnostic lamp is also Engine Oil Pressure Sensor – The engine oil
called the warning lamp. The diagnostic lamp is used pressure sensor measures engine oil pressure. The
to warn the operator of the presence of an active sensor sends a signal to the ECM that is dependent
diagnostic code. The lamp may not be included in all on the engine oil pressure.
applications.
Engine Speed/Timing Sensor – An engine speed/
Diesel Exhaust Fluid (DEF) – DEF is a mixture of timing sensor is a hall effect switch that provides a
urea and water that is injected into the exhaust digital signal to the ECM. The ECM interprets this
stream. The heat in the exhaust gas releases the signal as the crankshaft position and the engine
ammonia in the DEF. The ammonia reacts with the speed. Two sensors are used to provide the speed
oxides of nitrogen (NOx) in the SCR filter to produce and timing signals to the ECM. The primary sensor is
nitrogen and water vapor.
associated with the crankshaft and the secondary
Diesel Oxidation Catalyst (DOC) – The DOC is a sensor is associated with the camshaft.
device in the exhaust system that oxidizes certain
Ether Injection – Ether injection is a starting aid in
elements in the exhaust gases. These elements can
cold conditions. Glow plugs are used as a starting aid
include carbon monoxide (CO), hydrocarbons and the
when the ambient temperature is between 5° C
soluble organic fractions (SOF) of particulate matter.
(41° F) and −25° C (−13° F). At a temperature that is
Diesel Particulate Filter (DPF) – If equipped, the lower than −25° C (−13° F), the glow plugs are
Diesel Particulate Filter filters particulates from the disabled and ether injection is used.
exhaust gases. The hot exhaust gases burn off the
Event Code – An event code may be activated in
particulates. This process prevents the DPF from order to indicate an abnormal engine operating
becoming blocked with soot.
condition. These codes usually indicate a mechanical
Digital Sensor Return – The common line (ground) problem, rather than an electrical system problem.
from the ECM is used as ground for the digital Exhaust Back Pressure Regulator – The exhaust
sensors.
back pressure regulator regulates the gas pressure in
Digital Sensors – Digital sensors produce a pulse the exhaust system. The valve can restrict the flow of
width modulated signal. Digital sensors are supplied exhaust gases in order to increase the exhaust back
with power from the ECM. pressure. An increase in exhaust back pressure will
increase the temperature of the exhaust gases. The
Digital Sensor Supply – The power supply for the increase in temperature will improve the process that
digital sensors is provided by the ECM. burns off the soot in the DPF.
Direct Current (DC) – Direct current is the type of Failure Mode Identifier (FMI) – This identifier
current that flows consistently in only one direction. indicates the type of failure that is associated with the
component. The FMI has been adopted from the SAE
Dosing Control Unit (DCU) – The DCU controls the practice of J1587 diagnostics. The FMI follows the
injection of Diesel Exhaust Fluid (DEF) into the parameter identifier (PID) in the descriptions of the
exhaust gas stream. fault code. The descriptions of the FMIs are in the
following list.

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UENR4469 17
Electronic Troubleshooting

engine in order to enable the engine to meet

0 – The data is valid but the data is above the normal emissions and performance requirements.
operational range.
Fuel Rail Pressure Sensor – The fuel rail pressure
1 – The data is valid but the data is below the normal sensor sends a signal to the ECM that is dependent
operational range. on the pressure of the fuel in the fuel rail.
2 – The data is erratic, intermittent, or incorrect. Fuel Ratio Control (FRC) – The FRC is a limit that is
3 – The voltage is above normal or the voltage is based on the control of the ratio of the fuel to air. The
FRC is used for purposes of emission control. When
shorted high. the ECM senses a higher intake manifold air
4 – The voltage is below normal or the voltage is pressure, the FRC increases the FRC Limit.
shorted low.
Full Load Setting (FLS) – The FLS is the parameter
5 – The current is below normal or the circuit is open. that represents the fuel system adjustment. This
adjustment is made at the factory in order to fine-tune
6 – The current is above normal or the circuit is the fuel system. This parameter must be
grounded. programmed.
7 – The mechanical system is not responding Full Torque Setting (FTS) – The FTS is the
properly. parameter that represents the adjustment for the
engine torque. This adjustment is made at the factory
8 – There is an abnormal frequency, an abnormal in order to fine-tune the fuel system. This adjustment
pulse width, or an abnormal time period. is made with the FLS. This parameter must be
9 – There has been an abnormal update. programmed.

10 – There is an abnormal rate of change. Glow Plug – The glow plug is an optional starting aid
for cold conditions. One glow plug is installed in each
11 – The failure mode is not identifiable. combustion chamber in order to improve the ability of
the engine to start. The ECM uses information from
12 – The device or the component is damaged. the engine sensors to determine when the glow plug
relay must provide power to each glow plug. Each of
13 – The device requires calibration. the glow plugs then provides a hot surface in the
14 – There is a special instruction for the device. combustion chamber in order to vaporize the mixture
of air and fuel. The vaporization improves ignition
15 – The signal from the device is high (least severe). during the compression stroke of the cylinder.

16 – The signal from the device is high (moderate Glow Plug Relay – The glow plug relay is controlled
severity). by the ECM in order to provide high current to the
glow plugs.
17 – The signal from the device is low (least severe).
Harness – The harness is the bundle of wiring (loom)
18 – The signal from the device is low (moderate that connects all components of the electronic
severity). system.
19 – There is an error in the data from the device. Hertz (Hz) – Hertz is the measure of electrical
frequency in cycles per second.
31 – The device has failed and the engine has shut
down. High Pressure Fuel Pump – This device supplies
fuel under pressure to the fuel rail (high-pressure fuel
rail).
Flash File – This file is software that is inside the
ECM. The file contains all the instructions (software) High Pressure Fuel Rail – See “Fuel Rail” .
for the ECM and the file contains the performance
maps for a specific engine. The file may be Injector Trim Codes – Injector trim codes are codes
reprogrammed through flash programming. that contain 30 characters. The codes are supplied
with new injectors. The code is input through the
Flash Programming – Flash programming is the electronic service tool into the ECM. The injector trim
method of programming or updating an ECM with an codes compensate for variances in manufacturing of
electronic service tool over the data link instead of the electronic unit injector and for the life of the
replacing components. electronic unit injector.
FRC – See “Fuel Ratio Control” . Intake Manifold Air Temperature Sensor – The
intake manifold air temperature sensor detects the air
Fuel Pump – See “High Pressure Fuel Pump” .
temperature in the intake manifold. The ECM
Fuel Rail – This item is sometimes referred to as the monitors the air temperature and other data in the
High Pressure Fuel Rail. The fuel rail supplies fuel to intake manifold in order to adjust injection timing and
the electronic unit injectors. The high-pressure fuel other performance functions.
pump and the fuel rail pressure sensor work with the
ECM to maintain the desired fuel pressure in the fuel Intake Manifold Pressure Sensor – The Intake
Manifold Pressure Sensor measures the pressure in
rail. This pressure is determined by calibration of the

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18 UENR4469
Electronic Troubleshooting

the intake manifold. The pressure in the intake Power Cycling – Power cycling refers to the action of
manifold may be different to the pressure outside the cycling the keyswitch from any position to the OFF
engine (atmospheric pressure). The difference in position, and to the START/RUN position.
pressure may be caused by an increase in air
pressure by a turbocharger. Pressure Limiting Valve (PLV) – The PLV is a valve
in the fuel rail that prevents excessive pressure. The
Integrated Clean Emissions Module (IG CEM) – PLV will reduce the pressure to a safe level that will
The IG CEM contain most of the aftertreatment limit engine operation but the reduced pressure will
system components. The CEM includes the Diesel not stop the engine.
Oxidation Catalyst (DOC), the Catalyzed Diesel
Particulate Filter (CDPF) (if equipped), the Diesel Primary Speed/Timing Sensor – This sensor
Exhaust Fluid (DEF) injector, the Selective Catalytic determines the position of the crankshaft during
Reduction (SCR) filter, and the Ammonia Oxidizing engine operation. If the primary speed/timing sensor
(AMOX) filter. fails during engine operation, the secondary speed/
timing sensor is used to provide the signal.
Integrated Electronic Controls – The engine is
designed with the electronic controls as a necessary Pulse Width Modulation (PWM) – The PWM is a
part of the system. The engine will not operate signal that consists of pulses that are of variable
without the electronic controls. width. These pulses occur at fixed intervals. The ratio
of “TIME ON” versus “TIME OFF” can be varied.
J1939 CAN Data Links – These data links are SAE This ratio is also referred to as a duty cycle.
standard diagnostic communications data links that
are used to communicate between the ECM and
other electronic devices.
Logged Diagnostic Codes – Logged diagnostic
codes are codes which are stored in the memory.
These codes are an indicator of possible causes for
intermittent problems. Refer to the term “Diagnostic
Trouble Codes” for more information.
NOx Reduction System – The NOx Reduction
System recycles a portion of the exhaust gases back
into the inlet air. The recirculation reduces the oxides
of nitrogen (NOx) in the exhaust gases. The recycled
exhaust gas passes through a cooler before being
introduced into the inlet air.
OEM – OEM is an abbreviation for the Original
Equipment Manufacturer. The OEM is the
manufacturer of the machine or the vehicle that uses
the engine.
Open Circuit – An open circuit is a condition that is
caused by an open switch, or by an electrical wire or
a connection that is broken. When this condition
exists, the signal or the supply voltage can no longer
reach the intended destination. Illustration 9 g01858875

Oxides of Nitrogen (NOx) – NOx is a component of Pump and Electronics Unit (PEU) – The PEU is a
the exhaust gases that are produced by the module that controls the injection of Diesel Exhaust
combustion process. NOx is reduced by the NRS Fluid (DEF) into the exhaust gas stream. The module
system and is further reduced by the SCR component consists of a pump, a filter, and a Dosing Control Unit
of the aftertreatment system. (DCU).
Parameter – A parameter is a value or a limit that is Rated Fuel Limit – The rated fuel limit is based on
programmable. A parameter helps determine specific the power rating of the engine and on the engine rpm.
characteristics or behaviors of the engine. The Rated Fuel Limit enables the engine power and
torque outputs to conform to the power and torque
Password – A password is a group of numeric curves of a specific engine model. These limits are in
characters or a group of alphanumeric characters that the flash file and these limits cannot be changed.
is designed to restrict access to parameters. The
electronic system requires correct passwords in order Reference Voltage – Reference voltage is a
to change some parameters (Factory Passwords). regulated voltage that is supplied by the ECM to a
Refer to Troubleshooting, “Factory Passwords” for sensor. The reference voltage is used by the sensor
more information. to generate a signal voltage.

Personality Module – See “Flash File” . Relay – A relay is an electromechanical switch. A

flow of electricity in one circuit is used to control the
flow of electricity in another circuit. A small current or

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UENR4469 19
Electronic Troubleshooting

voltage is applied to a relay in order to switch a much Throttle Switch – The throttle switch sends a signal
larger current or voltage. to the ECM that is used to calculate desired engine
speed.
Secondary Speed/Timing Sensor – This sensor
determines the position of the camshaft during engine Top Center Position – The top center position refers
operation. If the primary speed/timing sensor fails to the crankshaft position when the engine piston
during engine operation, the secondary speed/timing position is at the highest point of travel. The engine
sensor is used to provide the signal. must be turned in the normal direction of rotation in
order to reach this point.
Selective Catalytic Reduction (SCR) – SCR is a
process for reducing the oxides of nitrogen (NOx) in Total Tattletale – The total tattletale is the total
the exhaust gases. Ammonia is introduced into the number of changes to all the parameters that are
exhaust and reacts with the exhaust gases in the stored in the ECM.
SCR catalyst to convert the NOx into nitrogen and
water vapor. Wait To Start Lamp – This lamp is included in the
cold starting aid circuit in order to indicate when the
Sensor – A sensor is a device that is used to detect wait to start period is active. The lamp will go off when
the current value of pressure or temperature, or the engine is ready to be started. The glow plugs may
mechanical movement. The information that is not have deactivated.
detected is converted into an electrical signal.
Wastegate – The wastegate is a device in a
Short Circuit – A short circuit is a condition that has turbocharged engine that controls the maximum
an electrical circuit that is inadvertently connected to boost pressure that is provided to the inlet manifold.
an undesirable point. An example of a short circuit is
a wire which rubs against a vehicle frame and this Wastegate Regulator – The wastegate regulator
rubbing eventually wears off the wire insulation. controls the pressure in the intake manifold to a value
Electrical contact with the frame is made and results that is determined by the ECM. The wastegate
in a short circuit. regulator provides the interface between the ECM
and the mechanical system.
Signal – The signal is a voltage or a waveform that is
used in order to transmit information typically from a
sensor to the ECM.
i05844791
Suction Control Valve (SCV) – The SCV is a control
device in the high-pressure fuel pump. The valve Electronic Service Tools
controls the pressure in the fuel rail by varying the
amount of fuel that enters the chambers in the pump.
Supply Voltage – The supply voltage is a continuous Perkins electronic service tools are designed to help
voltage that is supplied to a component. The power the service technician:
may be generated by the ECM or the power may be
battery voltage that is supplied by the engine wiring. • Retrieve diagnostic codes.

Suspect Parameter Number (SPN) – The SPN is a • Diagnose electrical problems.

J1939 number that identifies the specific component
of the electronic control system that has experienced • Read parameters.
a fault.
• Program parameters.
System Configuration Parameters – System
configuration parameters are parameters that affect • Install injector trim codes.
emissions and/or operating characteristics of the
engine. Required Service Tools
Tattletale – Certain parameters that affect the Table 1
operation of the engine are stored in the ECM. These
Required Service Tools
parameters can be changed by use of the electronic
service tool. The tattletale logs the number of Part Number Description
changes that have been made to the parameter. The
tattletale is stored in the ECM. CH11155 Crimp Tool
12−AWG TO 18−AWG
Throttle Position – The throttle position is the
interpretation by the ECM of the signal from the
throttle position sensor or the throttle switch. 2900A019 Wire Removal Tool
27610285 Removal Tool
Throttle Position Sensor – The throttle position
sensor is a sensor that is connected to an accelerator - Suitable Digital Multimeter
pedal or a hand lever. This sensor sends a signal to
the ECM that is used to calculate desired engine
speed.

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20 UENR4469
Electronic Troubleshooting

Two short jumper wires are needed to check the Table 3

continuity of some wiring harness circuits by shorting
Service Tools for the Use of the Electronic Service
two adjacent terminals together in a connector. A long
Tool
extension wire may also be needed to check the
continuity of some wiring harness circuits. Part Number Description

Optional Service Tools -(1) Single Use Program License

(1)
- Data Subscription for All Engines
Table 2 lists the optional service tools that can be
used when the engine is serviced. 27610164 TIPSS Adapter Kit (Electronic Service Tool to the
Table 2 ECM interface)
or
Part Number Description 27610401 Perkins CA3 Kit
U5MK1092 Spoon Probe Kit (1) Refer to Perkins Engine Company Limited.
MULTIMETER
Note: For more information on the Electronic Service
- Suitable Digital Pressure Indicator Tool and the PC requirements, refer to the
or or documentation that accompanies the software for the
- Engine Pressure Group Electronic Service Tool.
- Suitable Battery Load Tester
Connecting the Electronic Service Tool
- Suitable Temperature Adapter
MULTIMETER
and the TIPSS Adapter

2900A038 Bypass Harness As

2900A036 Stub as

Perkins Electronic Service Tool

The Perkins Electronic Service Tool can display the
following information:
• Status of all pressure sensors and temperature
sensors

• Programmable parameter settings

• Active diagnostic codes and logged diagnostic
codes
• Logged events

• Histograms
The Electronic Service Tool can also be used to
perform the following functions:

• Diagnostic tests
• Sensor calibrations

• Programming of flash files and injector trim codes

Illustration 10 g01121866
• Parameter programming
(1) Personal Computer (PC)
(2) Adapter Cable (Computer Serial Port)
• Copy configuration function for ECM replacement (3) TIPSS adapter
(4) Adapter Cable Assembly
• Data logging
Note: Items (2), (3) and (4) are part of the TIPSS
• Graphs (real time)
adapter kit.
Table 3 lists the service tools that are required in
order to use the Electronic Service Tool. Use the following procedure in order to connect the
Electronic Service Tool and the TIPSS Adapter.

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UENR4469 21
Electronic Troubleshooting

1. Turn the keyswitch to the OFF position. 1. Turn the keyswitch to the OFF position.

2. Connect cable (2) between the “COMPUTER” 2. Connect cable (2) between the “COMPUTER”
end of TIPSS adapter (3) and the RS232 serial end of CA3 adapter (3) and a USB port of PC (1).
port of PC (1).
3. Connect cable (4) between the “DATA LINK” end
Note: The Adapter Cable Assembly(4) is required to of CA3 adapter (3) and the service tool connector.
connect to the USB port on computers that are not
equipped with an RS232 serial port. 4. Place the keyswitch in the ON position. If the
Electronic Service Tool and the CA3 adapter do
3. Connect cable (4) between the “DATA LINK” end not communicate with the Electronic Control
of TIPSS adapter (3) and the service tool Module (ECM), refer to the diagnostic procedure
connector. Troubleshooting, “Electronic Service Tool Does
4. Place the keyswitch in the ON position. If the Not Communicate”.
Electronic Service Tool and the TIPSS adapter do
not communicate with the Electronic Control i05948769

Module (ECM), refer to the diagnostic procedure

Troubleshooting, “Electronic Service Tool Does
Indicator Lamps
Not Communicate”.

Connecting the Electronic Service Tool Indicator Lamps

and the CA3 Kit Seven lamps are available as options. The following
four lamps will normally be installed in the application:

• “Shutdown” lamp
• “Warning” lamp

• “Low DEF” lamp

• “Emissions system failure” lamp
The following three optional lamps for other items
may also be installed:
• “Wait to start” lamp
• “Low oil pressure” lamp

• “Wait to disconnect” lamp

The “Shutdown” lamp and the “Warning” lamp can
also be used to indicate a diagnostic trouble code by
use of the “Flash Code” feature. The “Flash Code”
feature can be used to indicate all active and logged
diagnostic codes.

Functions of the Lamps

Shutdown Lamp
Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
Illustration 11 g01121866 then go off unless there is an active warning.
(1) Personal Computer (PC)
(2) Adapter Cable (Computer Serial Port) Flashing – The lamp will be flashing when the engine
(3) CA3 adapter is derated because of an active diagnostic code. An
(4) Adapter Cable Assembly example of an active diagnostic code is “System
Voltage High” .
Note: Items (2), (3) and (4) are part of the CA3 kit.
On – The lamp will be on when the shutdown level in
Use the following procedure in order to connect the the engine protection strategy has been reached. The
Electronic Service Tool and the CA3 Adapter. “Warning” lamp will also be on.

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22 UENR4469
Electronic Troubleshooting

Warning Lamp battery disconnect switch must not be moved to the

OFF position until the lamp has extinguished.
Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
then go off unless there is an active warning. Color of Lamps
Flashing – The lamp will be flashing when a Typically, the “Shutdown” lamp is colored red and
“warning” or a “warning and derate” is active. This the “Warning” lamp is colored amber. The color of
situation includes low oil pressure. the other lamps can vary.
On – The lamp will be on when the shutdown level
has been reached. The “Shutdown” lamp will also be
on.

Low DEF Lamp

Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
then go off unless there is an active warning.
On – The lamp will be on when the fluid level in the
Diesel Exhaust Fluid (DEF) tank is low.

Emissions System Failure Lamp

Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
then go off unless there is an active warning.
On – The lamp will be on when there is a fault in the
aftertreatment system. The “Warning” lamp may also
be flashing. If a “Warning” lamp is not installed, the
“Emissions System Failure” lamp may flash.

Wait to Start Lamp

Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
then go off unless “Wait to Start” is active.
On – The lamp is on during a “Wait to Start” period.

Low Oil Pressure Lamp

Lamp check – When the keyswitch is turned to ON,
the lamp will come on for 2 seconds. The lamp will
then go off unless there is an active warning.
On – The lamp will come on when a low oil pressure
event is detected. The “Warning” lamp and the
“Shutdown” lamp may also come on.

Wait to Disconnect Lamp

Note: This lamp is normally located near the battery
disconnect switch.
On – The lamp will come on when the Selective
Catalytic Reduction (SCR) system is active. The lamp
will remain on for approximately 2 minutes after the
keyswitch has been turned to the OFF position. The

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UENR4469 23
Electronic Troubleshooting

Operation of the Indicator Lamps

Table 4
Warning Shutdown Low Emissions Sys- Description of the Engine State
Lamp Lamp DEF tem Failure Lamp Indication
(Alert Lamp) (Action Lamp) Lamp
On On On On When the keyswitch is moved The keyswitch is in the ON position
to the ON position, the lamps but the engine has not yet been
come on for 2 seconds and the cranked.
lamps will then go off.

Off Off Off Off With the engine in operation, The engine is operating with no de-
there are no active warnings, di- tected faults.
agnostic codes, or event codes.

On Off Off Off If the warning lamp comes on The engine is operating normally but
during engine operation, the there is one or more faults with the
lamp indicates that an active di- electronic management system for the
agnostic code (an electrical engine.
fault) is present.

Flashing Off Off Off If the warning lamp flashes dur- The engine is operating but there is
ing engine operation, an active one or more active diagnostic codes
diagnostic code (an electrical that have initiated an engine derate.
fault) is present. The diagnostic
is sufficiently serious in order to
cause an engine derate.

Flashing On Off Off If the warning lamp flashes and The engine is either shutdown or an
the shutdown lamp comes on engine shutdown is imminent. One or
during engine operation, one of more monitored engine parameters
the following conditions exists: have exceeded the limit for an engine
shutdown. This pattern of lamps can
1. One or more of the shutdown be caused by the detection of a seri-
values for the engine protection ous active diagnostic code.
strategy has been exceeded.

2. A serious active diagnostic

code has been detected.

After a short time, the engine

may down.

Off Off On Off The level in the Diesel Exhaust The engine will operate normally. The
Fluid (DEF) tank is low. The DEF tank must be filled as soon as
lamp will remain on until the possible.
tank has been filled.
Off Off On On The level in the Diesel Exhaust The engine will operate normally. The
Fluid (DEF) tank is low. The DEF tank must be filled as soon as
lamps will remain on until the possible.
tank has been filled.
Off On On Flashing The Diesel Exhaust Fluid (DEF) The engine will be derated. The DEF
tank is nearly empty. The lamps tank must be filled as soon as
will remain on until the tank has possible.
been filled.
Off Off Off On The aftertreatment system has There is a low-level fault in the after-
a low-level fault. treatment system. The engine will op-
erate normally. The fault must be
investigated as soon as practical.

(continued)

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24 UENR4469
Electronic Troubleshooting

(Table 4, contd)
Warning Shutdown Low Emissions Sys- Description of the Engine State
Lamp Lamp DEF tem Failure Lamp Indication
(Alert Lamp) (Action Lamp) Lamp
Off Flashing Off Flashing The aftertreatment system has There is a medium level fault in the
a medium level fault. aftertreatment system. The engine
may be derated. The fault must be in-
vestigated as soon as possible.

Off On Off Flashing The aftertreatment system has There is a serious fault in the after-
a serious fault. The warning treatment system. The engine will be
horn will also sound. derated and may shut down. The fault
must be investigated immediately. If
the engine shuts down, the engine can
be restarted and operated for 30 mi-
nutes on two occasions only.

i05910120 Note: If an ECM is used as a test ECM, select “Test

ECM Mode” on the electronic service tool before the
Replacing the ECM engine serial number is entered.
Use the electronic service tool to read the parameters
in the suspect ECM. Record the parameters in the
suspect ECM. Install the flash file into the new ECM.
NOTICE After the ECM is installed on the engine, the
Care must be taken to ensure that fluids are con- parameters must be programmed into the new ECM.
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be Note: When a new ECM is not available, an ECM can
prepared to collect the fluid with suitable containers be used from an engine that is not in service. The
before opening any compartment or disassembling ECM must have the same serial number suffix.
any component containing fluids. Ensure that the replacement ECM and the part
number for the flash file match the suspect ECM. Be
Dispose of all fluids according to local regulations and sure to record the parameters from the replacement
mandates.
ECM. Use the “Copy Configuration ECM
Replacement” function in the electronic service tool.
NOTICE
NOTICE
Keep all parts clean from contaminants.
If the flash file and engine application are not
Contaminants may cause rapid wear and shortened matched, engine damage may result.
component life.
Perform the following procedure in order to replace
The engine is equipped with an Electronic Control the ECM.
Module (ECM). The ECM contains no moving parts.
Follow the troubleshooting procedures in this manual 1. Connect the electronic service tool to the
in order to be sure that replacing the ECM will correct diagnostic connector.
a fault. Verify that the suspect ECM is the cause of
the fault. 2. Use the “Copy Configuration ECM Replacement”
function from the electronic service tool. If the
Note: Ensure that the ECM is receiving power and “Copy Configuration” is successful, proceed to
that the ECM is properly grounded before Step 4. If the “Copy Configuration” failed, proceed
replacement of the ECM is attempted. Refer to the to Step 10.b..
schematic diagram.
Note: Record any Logged Faults and Events for your
A test ECM can be used in order to determine if the
ECM on the engine is faulty. Install a test ECM in records.
place of the suspect ECM. Install the flash file with the 3. Record the following parameters:
correct part number into the test ECM. Program the
parameters for the test ECM. The parameters must
match the parameters in the suspect ECM. Refer to • Record all of the parameters on the
the following test steps for details. If the test ECM “Configuration” screen.
resolves the fault, reconnect the suspect ECM. Verify
that the fault returns. If the fault returns, replace the • Record all of the parameters on the “Throttle
ECM. Configuration” screen.

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UENR4469 25
Electronic Troubleshooting

• Record all of the parameters on the “Mode i04628911

Configuration” screen.
Self-Diagnostics
• Record the serial numbers of the electronic unit
injectors. The injector serial numbers are
shown on the “Injector Trim Calibration” The Electronic Control Module (ECM) can detect
screen. faults in the electronic system and with engine
operation. A self-diagnostic check is also performed
Note: If the parameters cannot be read, the whenever power is applied to the ECM.
parameters must be obtained elsewhere. Some
parameters are stamped on the engine information When a fault is detected, a diagnostic trouble code is
plate, but most parameters must be obtained from generated. This code conforms to the SAE J1939
PTMI data. standard. An alarm may also be generated.

4. Remove power from the ECM. Diagnostic Trouble Code – When a fault in the
electronic system is detected, the ECM generates a
5. Remove the ECM. Refer to Disassembly and diagnostic trouble code. The diagnostic trouble code
indicates the specific fault in the circuitry.
Assembly, “Electronic Control Module - Remove
and Install”.
Diagnostic codes can have two different states:
6. Install the replacement ECM. Refer to Disassembly
and Assembly, “Electronic Control Module - • Active
Remove and Install”.
• Logged
7. If the replacement ECM is used as a test ECM,
Active Code – An active diagnostic code indicates
select “Test ECM Mode” on the electronic service that an active fault has been detected by the control
tool. system. Active codes require immediate attention.
Always service active codes prior to servicing logged
8. Download the flash file. codes.
a. Connect the electronic service tool to the Logged Code – Many generated codes are stored in
diagnostic connector. the permanent memory of the ECM. The codes are
logged for 100 operating hours unless a code is
b. Select “WinFlash” from the “Utilities” menu cleared by use of the electronic service tool.
of the electronic service tool.
c. Select the downloaded flash file. Logged codes may not indicate that a repair is
needed. The fault may have been temporary. The
9. If necessary, use the electronic service tool to clear fault may have been resolved since the logging of the
the rating interlock. To clear the rating interlock, code. If the system is powered, an active diagnostic
trouble code may be generated whenever a
enter the factory password when the electronic component is disconnected. When the component is
service tool is first connected. Activating the Test reconnected, the code is no longer active. Logged
ECM mode will also clear the rating interlock. codes may be useful to help troubleshoot intermittent
faults. Logged codes can also be used to review the
10. Use the electronic service tool to program the performance of the engine and the electronic system.
parameters. Perform the following procedure.
i05844794
a. If the “Copy Configuration” procedure was
successful, use the “Copy Configuration, ECM
Replacement” function to load the
Sensors and Electrical
configuration file into the ECM. Connectors
Note: During the following procedure, factory
passwords may be required.
The Electronic Control Module (ECM) and most of the
b. If the “Copy Configuration” procedure failed, engine sensors are located on the left side of the
configure the parameters individually. The engine. Refer to Illustration 12 . For the remaining
parameters should match the parameters from sensors that are attached to the engine, refer to
step 3. Illustration 14 . For the sensors and components on
the Integrated Clean Emissions Module (IG CEM)
Perform the “Fuel System Verification Test” . without a DPF, refer to Illustration 15 . For the sensors
and components on the Integrated Clean Emissions
Module (IG CEM) with a DPF, refer to Illustration 16 .
11. Check for logged diagnostic codes. Factory For the sensors and components on the Pump and
passwords are required to clear logged events. Electronics Unit (PEU), refer to Illustrations 17 .

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26 UENR4469
Electronic Troubleshooting

Note: In the following illustrations, some components

have been removed in order to improve visibility.

Illustration 12 g03695037
Sensor locations on the left side of the 1204F engine
(1) Coolant temperature sensor (5) Intake manifold pressure sensor (9) Oil pressure sensor
(2) Solenoid for the high-pressure fuel pump (6) Barometric pressure sensor (10) Fuel temperature sensor
(3) Fuel rail pressure sensor (7) Electronic Control Module (ECM)
(4) Intake manifold air temperature sensor (8) Primary speed/timing sensor

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UENR4469 27
Electronic Troubleshooting

Illustration 13 g03695107
Close up views of sensor locations on the left side of 1204F engine
(1) Coolant temperature sensor (5) Intake manifold pressure sensor (9) Oil pressure sensor
(2) Solenoid for the high-pressure fuel pump (6) Barometric pressure sensor (10) Fuel temperature sensor
(3) Fuel rail pressure sensor (7) Electronic Control Module (ECM)
(4) Intake manifold air temperature sensor (8) Primary speed/timing sensor

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Illustration 14 g03695174
Sensor locations on the right side and top of a typical 1204F engine
(11) NRS inlet temperature sensor (14) NRS inlet pressure sensor (16) Exhaust Back Pressure Regulator
(12) NRS valve including a position sensor (15) Wastegate regulator (EBPR)
(13) NOx Reduction System (NRS) (17) Secondary speed/timing sensor
differential pressure sensor

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Illustration 15 g03695630
Sensors and components on the DOC/SCR aftertreatment
(18) DOC inlet temperature sensor (21) Selective Catalytic Reduction (SCR) (23) Diesel Exhaust Fluid (DEF) injector
(19) SCR intake temperature sensor filter
(20) Diesel Oxidation Catalyst (DOC) (22) Aftertreatment ID module

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Illustration 16 g03695759
Sensors and components on the DOC/DPF/SCR aftertreatment
(18) DEF injector (21) SCR intake temperature sensor (24) Soot sensor antennas
(19) DPF outlet NOx Sensor (22) DOC intake temperature sensor
(20) Aftertreatment ID module (23) DPF intake temperature probe

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Illustration 17 g03695769
Components on the Pump and Electronics Unit (PEU)
(25) Diesel Exhaust Fluid (DEF) pump (27) Pump and Electronics Unit (PEU)
(26) Dosing Control Unit (DCU) harness

i05940262

Engine Wiring Information

Harness Wire Identification

Perkins identifies all wires with 11 solid colors. The
circuit number is stamped on the wire at a 25 mm
(1 inch) spacing. Table 5 lists the wire colors and the
color codes.
Table 5
Color Codes for the Harness Wire
Color Code Color Color Code Color
BK Black BU Blue
BR Brown PU Purple

RD Red GY Gray

OR Orange WH White

YL Yellow PK Pink
GN Green

For example, a wire identification of X925-PK(Pink)

on the schematic would signify a pink wire with the
circuit number X925. X925-PK(Pink) identifies the
power supply for the No. 1 injector.
Note: Always replace a harness wire with the same
gauge of wire and with the same color code.
Note: In the following diagrams, “Pxxx” signifies a
plug and “Jxxx” signifies a jack.

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Schematic Diagrams

Illustration 18 g03732631
Schematic diagram of the engine connections to the J2 connector on the ECM

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Illustration 19 g03732633
Schematic diagram of the NRS equipment

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Illustration 20 g03732646
Schematic diagram of the Clean Emissions Module (CEM) with a DOC/SCR only

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Illustration 21 g03732650
Schematic diagram of the Clean Emissions Module (CEM) with a DOC/DPF/SCR

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Illustration 22 g03732670
Schematic diagram of the Selective Catalytic Reduction (SCR) system

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Illustration 23 g03733194
Schematic diagram for a typical application

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i04906749

ECM Harness Connector

Terminals

The Electronic Control Module (ECM) uses

connectors that have 86 terminals to interface to the
wiring harness.

Illustration 25 g03069016
Layout of the harness connector pins

The pins on the harness connectors are not

serviceable. If a pin or the connector is damaged, the
harness must be replaced.

i05948771

Illustration 24 g03068976
Service Tool Features
Layout of the ECM connector pins

Note: With the release of Tier 4 Final engines,

additional emissions control system components
have been added to the engine to reduce the NOx
output. The addition of these components requires
two Electronic Control Modules (ECMs) for the engine
and aftertreatment systems to operate. The most
recent version of the electronic service tool must be
used when connecting to the ECMs. Refer to
Troubleshooting, “Electronic Service Tools” for
instructions on correctly setting up the computer and
the adapter for use on Tier 4 applications.

Override Parameters
The override parameters screen has multiple
overrides. The parameters control various functions
on the engine and the aftertreatment. These functions
and features allow the technician to troubleshoot
different engine systems.
In the electronic service tool, select the engine ECM
or the Dosing Control Unit (DCU) as appropriate for
the required override.

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Override Parameters Listed in the Engine Ether Starting Aid Override

ECM Menu This override is used to confirm the correct operation
of the ether system. Remove the ether canister from
Aftertreatment #1 Intake NOx Level the system before testing the ether injection system.
Refer to Troubleshooting, “Ether Starting Aid - Test”.
Sensor Power Supply Override The override requires that engine speed must be
zero. The override will be unavailable for a short
This override can be used during troubleshooting to duration if glow plugs are active.
reset the SCR intake NOx sensor without having to
cycle key power to the Engine ECM.
Glow Plug Starting Aid Override
Aftertreatment #1 Outlet #1 NOx Level This override is used to check that the glow plugs are
Sensor Power Supply Override functioning correctly. The override requires that
engine speed must be zero. The override will be
This override can be used during troubleshooting to unavailable for a short duration if ether injection is
reset the SCR Outlet NOx Sensor without having to active.
cycle key power to the Engine ECM.
Override Parameters Listed in the Diesel
Aftertreatment #1 DEF Dosing Control Exhaust Fluid Controller (DCU) Menu
Module Key Switch Line
DEF Coolant Diverter Valve Solenoid
This override resets the Dosing Control Unit (DCU)
without having to cycle key power to the other ECM's. Override
The reset ensures that the DCU completes a purge
cycle, resets any active codes, and shuts down This override is used to check the electrical operation
correctly. of the coolant diverter valve solenoid. This override
will open the coolant diverter valve. This override
This test turns off the key switch power from the allows coolant to flow through the PEU assembly.
engine ECM to the DCU for approximately 2 minutes. This test can be used to verify that the coolant
Once the DCU has successfully powered down and diverter valve is working correctly.
reset, the key switch power supply will be turned back Unless the function is disabled, the override will
on. The DCU will then be operational. remain enabled for 5 minutes.

Engine Fan Bypass DEF Dosing Injector Override

This override is used to turn ON the engine fan, if This override is used to check the solenoid operation
equipped. The override can be used to test the of the DEF Dosing Injector. The test verifies that the
engine fan operation. The engine fan speed is injector opens and closes correctly.
entered as a percent of full speed, allowing the user
to operate the fan at different speeds. This test is only available when no engine speed is
present and the system has been correctly purged of
Engine Fuel Supply Lift Pump Relay remaining fluid.
Override Unless the function is disabled, the override will
remain enabled for 5 minutes.
This override is used to energize the Electric Fuel Lift
Pump (EFLP) relay. The override can be used to test DEF Dosing Pump Motor Override
the EFLP relay only when engine speed is zero. The
EFLP relay is switched to either ON or OFF.
This override is used to check the operation of the
DEF Dosing Pump Motor. The override will supply
Engine Shutdown Lamp current to the motor. This test verifies that the pump
motor is working correctly.
This override provides the facility to test the electrical
circuit for the Engine Shutdown Lamp. The override This test is only available when no engine speed is
commands the Engine Shutdown Lamp on. present, and the system has been correctly purged of
remaining fluid.
Unless the function is disabled, the override will
remain enabled for 5 minutes.

Note: This override will only test the reverse (purge)

function of the pump motor. Forward motion is not
available.

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Line Heaters 1, 2 and 3 Tab Functions At Bottom of Screen

These overrides are used to check the electrical
operation of the individual line heaters. This test can Reset All
be used to verify that each line heater is working
correctly. This tab will reset all of the active codes.

Unless the function is disabled, the override will Troubleshoot Code

remain enabled for 5 minutes.
This tab is currently not available for Tier 4 engines.
System Troubleshooting Settings Refer to Troubleshooting, “Diagnostic Trouble Codes”
for further information.
The “System Troubleshooting Settings” screen will
allow overrides to be enabled.
Troubleshoot Symptom
In the electronic service tool, select the engine ECM
or the Dosing Control Unit (DCU) as appropriate for This tab is currently not available for Tier 4 engines.
the required override. Refer to Troubleshooting, “Diagnostic Trouble Codes”
for further information.
System Troubleshooting Settings Listed
Logged Diagnostic Codes
in the Engine ECM Menu
The purpose of this screen is to show all of the logged
Engine Emissions Operator Inducement diagnostic codes.

Service Mode Override In the electronic service tool, select the engine ECM
or the Dosing Control Unit (DCU) as appropriate.
The override is used by service technicians to stop
the inducement counter and disable engine Select the “Diagnostics” tab.
restrictions due to inducement in order to perform
troubleshooting. Once the override is activated, the Select the “Logged Diagnostic Codes” tab.
operator can navigate to other functions in the
electronic service tool. Tab Functions At Bottom of Screen
Factory passwords are required to perform this
override as the engine will be operating outside of the Clear
emissions window.
This tab will clear specific codes when highlighted.
Injector Disable Override
Clear All
This override will allow the user to disable the
injectors from activating when performing certain This tab will clear all logged diagnostic codes.
troubleshooting procedures.
Troubleshoot Code
SCR Thermal Management Active
This tab is currently not available for Tier 4 engines.
Override Refer to Troubleshooting, “Diagnostic Trouble Codes”
for further information.
Note: This override is only applicable to engines that
have a DPF in the aftertreatment system.
Troubleshoot Symptom
This override will disable SCR thermal management
(HC dosing) whilst performing certain troubleshooting This tab is currently not available for Tier 4 engines.
procedures. Once the override is activated, the Refer to Troubleshooting, “Diagnostic Trouble Codes”
operator can navigate to other functions in the for further information.
electronic service tool.
Active Event Codes
Active Diagnostic Codes The purpose of this screen is to show all of the active
The purpose of this screen is to show all of the active event codes.
diagnostic codes. In the electronic service tool, select the engine ECM
In the electronic service tool, select the engine ECM or the Dosing Control Unit (DCU) as appropriate.
or the Dosing Control Unit (DCU) as appropriate. Select the “Diagnostics” tab.
Select the “Diagnostics” tab. Select the “Events” tab.
Select the “Active Diagnostic Codes” tab.

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Tab Function At Bottom of Screen Diagnostic Tests Listed in the Engine

ECM Menu
Reset All
This tab will reset all of the active codes. Some of the Injector Solenoid Test
event codes will “latch” to active status. Repairing
the system will not “unlatch” the event codes and the The purpose of the injector solenoid test is to
event codes must be reset with the electronic service diagnose injector wiring and injector solenoid
tool. functionality.

Logged Event Codes This test identifies an open circuit or a short circuit in
the circuit for the injector solenoids. The test activates
The purpose of this screen is to show all of the logged the injector solenoids one at a time while the engine
event codes. is not running. A good solenoid will create an audible
click when the solenoid is activated. The electronic
In the electronic service tool, select the engine ECM service tool indicates the status of the solenoid as
or the Dosing Control Unit (DCU) as appropriate. “OK” , “Open” , or “Short” .

Select the “Diagnostics” tab. The injectors must be powered to enable the
automatic test to be run. In order to start the test,
Select the “Events” tab. select the “Start” button. The automatic test will
continually cycle through the injectors until the “Stop”
Select the “Logged Events” tab. button is selected.
There is no test results if the “Change” button is
Tab Functions At Bottom of Screen selected to power or cutout an individual injector.
When selected, the “Power All” and “Cutout All”
buttons do not give test results.
Clear
This tab will clear specific codes when highlighted. Cylinder Cutout Test
The cylinder cutout test allows one cylinder or
Clear All multiple cylinders to be cut out. The cylinder cutout
This tab will clear all logged diagnostic codes. test is useful when troubleshooting poor engine
performance or a suspected injector failure
Troubleshoot Code The process involves cutting out power and restoring
power to a selected cylinder. The remaining powered
This tab is currently not available for Tier 4 engines. cylinders are then monitored for expected increases
Refer to Troubleshooting, “Diagnostic Trouble Codes” in delivered fuel volume. If the fuel volume does not
for further information. increase, the cylinder that was not powered was not
working prior to being cut out for the test.
Troubleshoot Symptom A cylinder that is not working means that the power
produced by that cylinder is comparatively less than
This tab is currently not available for Tier 4 engines. the other cylinders. This fault can have numerous root
Refer to Troubleshooting, “Diagnostic Trouble Codes” causes relating to the cylinder including the injector,
for further information. valves, and piston.

Diagnostic Tests The cylinder cutout test can be performed on one

injector or multiple injectors at once. This function
Electronic service tool diagnostic tests are listed provides a way to identify misfiring cylinders when the
below. engine is running.
In the electronic service tool, select the engine ECM
or the Dosing Control Unit (DCU) as appropriate. Wiggle Test
Select the “Diagnostics” tab. The purpose of the Wiggle Test is to detect
intermittent electrical faults in electronic control
Select the “Diagnostic Tests” tab. systems. The Wiggle Test function allows the user to
determine if there is an intermittent wiring fault. The
test will indicate (by changing the value reading)
which parameter moved beyond a predetermined
range while wiggling the wiring harness, sensor, or
connector.

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This test requires that the engine is OFF and the key
switch is in the ON position (or ECM energized and 0
engine speed). If the engine is started with the wiggle
test active, the wiggle test will abort. Avoid contact with hot surfaces. Exhaust piping
and engine components become hot during en-
The Wiggle Test will reduce all ECM requirements to gine operation and cool slowly after engine shut-
trip fault codes, making the diagnostics sensitive. down. Any contact with hot surfaces can cause
Under normal operation some fault codes need severe burns.
multiple occurrences before the code will log. But
during this test the fault codes will trip the first time.
This test must be run with the engine running but not
The technician must wiggle and shake the wiring to under load. The engine must reach a minimum
check if codes go active. If any parameter changes coolant temperature. Once the conditions are met,
state electrically, an audible alarm is also activated. engine speed and load must be reduced to the
Once the test has ended, the ECM returns to normal minimum level that can be achieved with the engine/
diagnostic trip requirements. equipment configuration.

DPF Soot Loading Sensor Functional The ECM software performs the necessary checks to
ensure that the test runs under the required
Test conditions. If the test aborts before completion, the
electronic service tool displays any relevant error
Note: This test is only applicable to engines that have identifiers.
a DPF in the aftertreatment system.
The following conditions must be met before the
This test is used to determine if the mean soot level is Aftertreatment Regeneration System Test can begin:
within range.
• No related active diagnostic codes
Fuel Rail Pressure Relief Valve Test • Coolant at the minimum required temperature
The purpose of this test is check that the opening • Engine speed and load in the required range
pressure for the pressure relief valve is above
220 MPa (31900 psi). The engine speed is The ECM will gradually close the Exhaust Back
automatically increased above a minimum threshold Pressure Regulator (EBPR) in order to establish a
when this test is run and then the rail pressure is desired cylinder head pressure differential. If the
increased to 220 MPa (31900 psi). After a short time, target pressure differential is not achieved, an error
the rail pressure is reduced to normal. identifier will be displayed, indicating that the EGR
intake pressure is not responding.
Fuel Rail Pressure Test
If the pressure differential is achieved, the test will
The purpose of this test is check the integrity of the wait for the DPF intake temperature to stabilize. The
high-pressure fuel system after work has been test will then check if the DPF intake temperature is
completed. The test can also help with above a minimum threshold. If the minimum
troubleshooting general fuel system-related issues. temperature threshold is not met, an error identifier
will be displayed to indicate that the DPF intake
The engine speed is automatically increased above a temperature is too low.
minimum threshold when this test is run. The rail
pressure is increased to 220 MPa (31900 psi) and Aftertreatment Regeneration System Test
held at this pressure for a time. The rail pressure is
then reduced to normal. If the check is for system Note: This test is only applicable to engines that do
integrity after work, the engine must be shut down not have a DPF in the aftertreatment system.
before inspecting the high-pressure fuel system for
fuel leaks. If the reason for the test is troubleshooting
general fuel system-related issues, check for error
codes. Any error codes that occur during the test
should be used to provide guidance for Avoid contact with hot surfaces. Exhaust piping
troubleshooting. and engine components become hot during en-
gine operation and cool slowly after engine shut-
Aftertreatment Regeneration System Test down. Any contact with hot surfaces can cause
severe burns.
Note: This test is only applicable to engines that have
a DPF in the aftertreatment system.

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This test must be run with the engine running and the When the NOx sensors are ready for use, the
machine/engine out of a working mode. The engine sensors control DEF dosing and check that the NOx
must be warmed up to a minimum coolant conversion efficiency meets the test target value.
temperature. Once the coolant temperature
conditions are met, a pop-up screen will advise that The following conditions must be met for the test to
the engine speed will be automatically increased after start:
the warning is accepted.
• Coolant at the minimum required temperature
Once the pre-conditions are met (no relevant active
diagnostics, coolant temp condition met, elevated • DEF at the minimum required temperature
speed in range), the system test will begin. The
EBPR valve control logic will determine the • Exhaust gas at the minimum required temperature
appropriate desired cylinder head pressure
differential. This determination is reached in • Sufficient DEF in the tank
conjunction with a dedicated fueling and injection
timing calibration and should result in the target SCR • No related active diagnostic codes
intake temperature being met. The test will then wait
for the SCR intake temperature to rise above a • Engine speed and load in the required range
minimum pass threshold. If the minimum temperature
threshold is not met, an error ID will be displayed Once the target SCR inlet temperature has been
indicating “SCR Intake Temperature Too Low” . achieved and the NOx conversion level has been
met, the test will complete successfully.
Air System Motor Valves Verification Test If a related diagnostic code is generated during the
test, the test will be aborted.
The Air System Motor Valve Verification Test will
identify whether the EGR valve, and the EBPR are If the test times out with no active codes and NOx
working correctly. This test must be run when the conversion test criteria is not met, a low NOx
engine speed is zero and the battery voltage is within conversion error identifier is logged.
an acceptable range. For a 12VDC system, the If certain DCU faults are active, the test will cycle
service test must only be executed if the battery power to the DCU in an attempt to clear these faults
voltage is between 9VDC and 16VDC. For a 24VDC before continuing the test.
system, the battery voltage must be between 18VDC
and 32VDC. If the battery voltage is outside of these If an active low DEF concentration event or low NOx
ranges at any time, the test must be aborted. The test conversion ratio event is present, the test will be
will also be aborted if a position sensor diagnostic, a modified. This mode will request that DEF dosing be
motor short diagnostic, or a motor open circuit reduced to a minimum in order to remove all stored
diagnostic become active. ammonia in the catalyst. The test will then attempt to
clear the NOx conversion and DEF concentration
If at any point during the test the engine speed is not events in an abbreviated time period. If the events are
zero, the test will abort. The test moves the valves to cleared, the test will complete successfully. If the
various positions and then checks the position sensor events are still active, the test will fail after a timeout
within each valve to confirm that the valve has period.
responded correctly. Each valve will be tested in turn,
starting with the EGR valve. If a test threshold is
exceeded or any related diagnostics become active, Manual Hydrocarbon Dosing Capability
the test will abort and generate an error identifier. Test
Aftertreatment System Functional Test Note: This test is only applicable to engines that have
a DPF in the aftertreatment system.
This test is used to verify that the SCR System is
functioning correctly. The EBPR and elevated engine
speed are used to increase the exhaust gas
temperature. The higher temperature allows the NOx
sensors and SCR system to control active DEF Avoid contact with hot surfaces. Exhaust piping
dosing. and engine components become hot during en-
gine operation and cool slowly after engine shut-
down. Any contact with hot surfaces can cause
severe burns.
Avoid contact with hot surfaces. Exhaust piping
and engine components become hot during en- This test is used to check the HC dosing process.
gine operation and cool slowly after engine shut- Periodic HC dosing elevates the exhaust gas
down. Any contact with hot surfaces can cause temperature in order to clean the SCR system so that
severe burns. acceptable NOx conversion is maintained. The test
checks that HC dosing raises the SCR intake
temperature to the correct level.

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The test must be performed at low engine speed and DEF Dosing System Verification Test
low load. The test will only start when all of the
following criteria are met: This test primes the dosing system to the required
pressure for dosing. The test checks that the DEF
• The engine is running pump is able to build adequate pressure and ensure
that there are no leaks in the system.
• Coolant at the minimum required temperature
This test will maintain dosing pressure for 10 minutes
• No active diagnostic codes after priming. During this time, the DEF pump will
pressurize the entire DEF dosing system. The DEF
The test will initially use the EBPR to increase the injector will remain closed in order to maintain a
DOC intake temperature. When the target DOC inlet constant pressure within the dosing system. The DEF
temperature is reached, HC dosing will begin and the pump will purge the system at the end of the test.
initial temperature rise across the DOC is assessed. If
the temperature rise is insufficient, the EBPR will be Calibrations
used to raise the DOC intake temperature further. If
the required temperature rise is achieved, HC dosing Electronic service tool calibration procedures are
will increase until the DPF intake temperature listed below.
reaches approximately 475° C (887° F). If the target
temperature is achieved, HC dosing continues until In the electronic service tool, select the engine ECM.
the SCR intake temperature reaches 475° C (887° F)
. If the target SCR intake temperature is achieved, the Select the “Service” tab.
test will end successfully.
Select the “Calibrations” tab.
Diagnostic Tests Listed in the Diesel Calibrations Listed in the Engine ECM
Exhaust Fluid Controller #1 Menu Menu
DEF Dosing System Purge Test Injector Codes Calibration
This test verifies that the DEF purging process is
working correctly by purging the DEF pump and lines. Whenever a fuel injector is replaced, the injector fuel
delivery must be trimmed. Trimming the injector
The DEF System places the pump into reverse calibrates all of the injectors to deliver the same
operation. The DEF is pumped from the injector back amount of fuel. The Injector Codes Calibration allows
into the tank. This process de-pressurizes the system the injector trim code information to be programmed
and empties the DEF lines prior to maintenance being into the ECM. After the injector is calibrated, the
performed. calibration data is checked for validity.
When new injectors are installed, record the serial
DEF Dosing System Accuracy Test numbers of each injector and search for the injectors
in PTMI. The trim files must be downloaded and
This test is used to measure the amount of DEF that stored. Load the trim file for each injector into the
the dosing system is spraying into the exhaust ECM.
system. The test can also be used to verify that there
is an acceptable spray pattern from the DEF Injector. High Pressure Fuel Pump Calibration
Note: The DEF injector must be removed from the
High-pressure fuel pump calibration is used to
exhaust system during this test and placed in an
perform a pump calibration manually. In normal
appropriate container. Failure to do so could result in operation, this calibration procedure will occur
issues with the SCR system operation. automatically. The calibration must only be performed
as instructed during troubleshooting procedures. The
This test turns on the DEF pump and injects DEF for pump calibration is used to optimize the dynamic
5 minutes. The DEF injector atomizes the DEF and characteristics of the rail pressure control. If there are
the spray pattern must be uniform in order for the issues with overshooting or undershooting the
SCR system to work properly. Once the test desired rail pressure, a pump calibration will improve
completes, the DEF pump purges the system. The the rail pressure control.
amount of DEF in the container must be checked to
see if the volume meets the specification.
Dyno Mode
The dosing rate is 0.33 g/s (0.012 oz/s) over a period
of 5 minutes, delivering a total volume of 99 mL In the electronic service tool, select the engine ECM.
(3.37 fl oz). The user must confirm the amount of DEF
collected is within specification. Select the “Service” tab.
Select the “Dyno Mode” tab.

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Dyno Mode An EBPR check is performed by the service test

before starting the regeneration process.
When the engine is installed in a machine, the engine
ECM receives inputs from various machine If an EBPR issue is present, the procedure will abort
components, such as the transmission ECM or and an error identifier will be generated.
machine ECM. If the ECM does not see the inputs,
the ECM assumes that something is wrong and sets The procedure assesses the DPF soot load. If soot
a diagnostic trouble code. loading is too high to allow HC Dosing, the procedure
will use elevated idle and the EBPR to reduce the
Dyno Mode is used to run an engine on a soot load. The procedure will target a desulfation-
dynamometer without derates or diagnostic trouble specific desired cylinder head pressure differential.
codes tripping from missing inputs. Dyno Mode does The procedure waits for several seconds before
not require the CEM to be installed. taking an average of the measured pressure
differential. If the target is not met, an error identifier
Service Procedures will be displayed, indicating EGR intake pressure is
not responding.
Electronic service tool service procedures are listed
below. If the pressure differential check passes, the
procedure checks that the DPF intake temperature is
In the electronic service tool, select the engine ECM. above a minimum pass threshold. If the minimum
temperature threshold is not met, an error identifier is
Select the “Service” tab. displayed, indicating that the DPF intake temperature
is too low. Once the system verification steps are
Select the “Service Procedures” tab. complete, the procedure will continue to run for a set
time to desulfate the DPF.
Service Procedures Listed in the Engine If the soot load is reduced sufficiently, the procedure
ECM Menu assesses whether the system can generate the
required SCR intake temperature. This temperature is
required to remove any urea or sulfur from the
Aftertreatment Recovery Procedure (DPF aftertreatment. A higher DOC intake temperature than
Engines Only) normal is targeted to ensure that light-off occurs the
first time.
Note: This procedure is only applicable to engines If the DOC intake temperature is reached, HC dosing
that have a DPF in the aftertreatment system. will be initiated automatically. The procedure will
check for adequate heat rise across the DOC during
the HC dosing ignition phase. If the temperature rise
is not sufficient, the procedure will perform the DPF
desulfation procedure before attempting HC Dosing
Avoid contact with hot surfaces. Exhaust piping again. If the DOC fails to ignite again, the procedure
and engine components become hot during en- will abort with an error identifier.
gine operation and cool slowly after engine shut-
down. Any contact with hot surfaces can cause Note: If DPF desulfation had been previously
severe burns. performed due to high soot load, the test will abort
immediately with an error identifier. HC dosing will not
be attempted.
This procedure is used specifically for engines which
require periodic HC dosing to clean the SCR system. If the heat rise target is achieved, the procedure will
The test is performed at elevated temperatures so continue to increase the amount of HC dosing until
that acceptable NOx conversion is maintained. The the DPF intake temperature stabilizes at the target
purpose of the procedure is to recover performance value of approximately 475° C (887° F).
of the complete aftertreatment system.
If this part of the procedure is successful, HC dosing
The ECM software will perform the necessary checks will continue until the required SCR intake
to ensure that the procedure runs under the required temperature of 475° C (887° F) is achieved. The
conditions. The checks will generate any relevant procedure then maintains this temperature for a set
error identifiers if the procedure aborts before time in order to remove sulfur and/or urea deposits
completion. from the SCR catalyst.
The following engine conditions must be met before
the procedure will start: Aftertreatment Recovery Procedure (Non-
• No related active diagnostic codes DPF Engines Only)

• Coolant temperature condition met Note: This procedure is only applicable to engines
that do not have a DPF in the aftertreatment system.
• Engine speed and load in the required range

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46 UENR4469
Electronic Troubleshooting

This test must be performed under the following

conditions:
Avoid contact with hot surfaces. Exhaust piping • There are no related active diagnostic codes
and engine components become hot during en-
gine operation and cool slowly after engine shut- • The engine must be running
down. Any contact with hot surfaces can cause
severe burns. • The engine must be under minimum load

• Coolant must be at a minimum required

This test must be run with the engine running and the temperature
machine/engine out of a working mode. The engine
must be warmed up to a minimum coolant If the required conditions are not maintained
temperature. Once the coolant temperature throughout the test, error identifiers will be displayed.
conditions are met, a pop-up screen will advise that
the engine speed will be automatically increased after Once the pre-conditions are met, the EBPR will start
the warning is accepted. to close until a target cylinder head pressure
differential is achieved. If the target is not met, an
Once the pre-conditions are met (no relevant active error identifier will be displayed to indicate that EGR
diagnostics, coolant temp condition met, elevated intake pressure is not responding. If the target
speed in range), the system test will begin. The pressure is achieved, the test will wait for the
EBPR valve control logic will determine the temperature to stabilize. The test will then check if the
appropriate desired cylinder head pressure DPF intake temperature is above a minimum
differential. This determination is reached in threshold. If the minimum temperature is not
conjunction with a dedicated fueling and injection achieved, an error identifier will be displayed to
timing calibration which should result in the target indicate that DPF intake temperature is too low.
SCR intake temperature being met. The test will then
wait for the SCR intake temperature to rise above a Once the system verification steps are complete, the
minimum pass threshold. If the minimum temperature test will monitor the soot load. If the soot has already
threshold is not met, an error ID will display “SCR reduced below the required level, the test will pass
Intake Temperature Too Low” . successfully. If the soot has not dropped below the
required level, the test will monitor the soot reduction
Once the SCR intake temperature is seen to be rate. If the rate is too slow, the test will send an error
acceptable, a countdown timer will start to show the identifier. If the soot reduction rate is acceptable, the
remaining service test time for the recovery stage of test will continue until the target soot level is
the procedure. This remaining time is dependent on achieved.
the observed SCR intake temperature. The remaining
time may decrease rapidly whilst the SCR intake Aftertreatment Sulfation Recovery
temperature continues to rise above the minimum
acceptable temperature. The high temperature at the Procedure
SCR intake will help recover the system performance.
This stage should take approximately 45 minutes but, Note: This procedure is only applicable to engines
as indicated above, may take longer if the observed that have a DPF in the aftertreatment system.
temperature is slightly low.
After the high temperature recovery has completed,
the service test will change the engine operating
conditions (at the elevated speed) so that the Avoid contact with hot surfaces. Exhaust piping
resultant SCR performance can be assessed. If the and engine components become hot during en-
performance is found to be satisfactory, the test will gine operation and cool slowly after engine shut-
be considered successful. down. Any contact with hot surfaces can cause
severe burns.
Manual DPF Regeneration
Note: This test is only applicable to engines that have This test must be performed under the following
a DPF in the aftertreatment system. conditions:

• There are no related active diagnostic codes

• The engine must be running
Avoid contact with hot surfaces. Exhaust piping
and engine components become hot during en- • Engine speed must be sufficient for desulfation to
gine operation and cool slowly after engine shut- occur
down. Any contact with hot surfaces can cause • The engine must be under minimum load
severe burns.
• Coolant must be at a minimum required
temperature

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UENR4469 47
Electronic Troubleshooting

If engine speed is not within the required range during Select Low Temperature Regeneration History.
warm-up, the option to continue will be offered. If the
test continues, a minimum coolant temperature must The ECM logs timestamp and engine data at the start
be achieved. If the target parameters are not met, and end of a low temperature regeneration. Data can
error identifiers will be displayed. be viewed via the electronic service tool to analyze
the process when low temperature regeneration
Once the pre-conditions are met, the EBPR will start occurs.
to close until a target cylinder head pressure
differential is achieved. If the target is not met, an Snapshots
error identifier will be displayed to indicate that EGR
intake pressure is not responding. If the target Snapshots are only available for fuel system faults.
pressure is achieved, the test will wait for the Other faults will not trigger a snapshot.
temperature to stabilize. The test will then check if the
DPF intake temperature is above a minimum Snapshots provide data in the electronic service tool
threshold. If the minimum temperature is not for approximately 9.5 seconds before and 3.5
achieved, an error identifier will be displayed to seconds after the time a diagnostic trouble code was
indicate that DPF intake temperature is too low. recorded.
Once the system verification steps are complete, the 1. Select the “Information” tab. Select the
test will continue to run for a set time in order to
desulfate the DPF. This test will run for up to an hour “Snapshot” tab and then select the “Viewer” tab.
and a percent complete signal will be displayed to
indicate progress.

Service Tool Error Identifiers

Error identifiers are displayed when an electronic
service tool service test has failed. The error
identifiers explain the reason for the service test
failure. The service test error identifier may identify
the failed component. For a list of error identifiers,
refer to Troubleshooting, “Service Tool Error
Identifiers”. If necessary, refer to the troubleshooting
guide for the appropriate troubleshooting procedure.

Aftertreatment History
Connect to the electronic service tool.
Select the Engine ECM.
Select the Information tab.

Aftertreatment Abnormal Shutdown

History
This feature allows the user to see when the engine
was shut down incorrectly. This screen shows hot
shutdown events, and cold shutdown events.
A hot shutdown can damage the aftertreatment or
SCR system.
A cold shutdown can damage the SCR dosing
system.

Low Temperature Regeneration History

Note: This procedure is only applicable to engines
that have a DPF in the aftertreatment system.
Connect to the electronic service tool.
Select the Engine ECM.
Select the Information tab.
Select History.

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Illustration 26 g03137100

2. Select the diagnostic trouble code to be viewed.

Select “View Data” .

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Illustration 27 g03738281

3. Select a group or select “Temporary Group”

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Illustration 28 g03137098

4. Select the channels to view and add the channels

to the group. Select “OK” .

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Illustration 29 g03137096

5. The sliding time bar indicates when the diagnostic

trouble code was recorded. Data can be viewed
9.5 seconds before and 3.5 seconds after the time
the code was recorded.

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Illustration 30 g03137095

6. Select the “View Graph” tab for graphic

illustrations. Select the channels to be viewed and
then select “OK” .

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Illustration 31 g03137092

Histogram Screens
Tab Functions At Bottom of Screen

Histograms
This tab pulls up the histogram menu.

Clear
This tab is currently not available for Tier 4 engines.

Clear All
This tab will clear the current histogram data for this
key cycle.

Show All Labels

This labels all bars in the graph.

View Labels on Mouseover

This labels each bar in the graph as the mouse
pointer is moved over the bar.

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Screen Shots

Illustration 32 g03137091
The total amount of occurrences.

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Illustration 33 g03137090
The amount of engine hours operated at indicated inlet temperature.

Illustration 34 g03137088
The amount of engine hours operated at indicated coolant temperature.

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Illustration 35 g03137087
The amount of engine hours operated at indicated engine speed.

Illustration 36 g03137086
The amount of engine hours operated at indicated intake manifold air temperature.

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Illustration 37 g03137084
The amount of engine hours operated at indicated intake manifold pressure.

Illustration 38 g03137081
This screen is used to illustrate load percentage at the current engine speed. This screen can be helpful in
understanding how the engine is being used. The screen can also be used for comparison between similar
machines and/or operators.

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Illustration 39 g03137079
There are certain engine conditions that risk turbocharger overspeed. The engine is calibrated and certified up to a
certain altitude and ambient temperature limit. If the engine is operated outside this limit, the engine is more likely to
experience overspeed of the turbo. This situation occurs because the turbo has to work harder to maintain the
desired boost pressure. This situation is normal under most circumstances and no additional troubleshooting is
necessary.

System Communication Status This procedure resets the estimated DPF life
remaining value when the DPF has been replaced
Connect to the electronic service tool. with a known good and clean unit. This functionality is
primarily intended for use at long-hour machine
Select the engine ECM. overhaul before the machine is put back into service
again. Normally, this procedure should not be used
Select the “Diagnostics” tab. because the DPF has been sized for the normal life of
a machine . The “Aftertreatment #1 DPF Life
This feature provides a means of troubleshooting Remaining” value is used to assess whether a new
J1939 data link issues. The feature shows which DPF is required for future usage expectations. At
modules are not responding and which data link some stage, the back pressure associated with the
parameters are missing. Refer to Troubleshooting, original DPF may result in a performance
“Data Link - Test” for further information. deterioration. This deterioration is caused by the
accumulation of non-combustible material (that is,
DPF Replacement Reset ash) within the DPF.
Note: This procedure is only applicable to engines The reported “Aftertreatment #1 DPF Life
that have a DPF in the aftertreatment system. Remaining” value is an estimation based on the
amount of fuel that has been burnt by the engine. The
estimate is presented with appropriate caveats (for
example, correct use of fuels and oils, load factor
below 60%).
If the “Aftertreatment #1 DPF Life Remaining” value
is reset, the “DPF#1 Soot Loading Percent” will also
reset. The reset should only be performed when a
new clean DPF is being fitted.
Note: A factory password is required to perform this
reset.

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Illustration 40 g03724862

Operator Inducement Emergency

Override Timer Reset
Once the “Operator Inducement Emergency
Override” allowed time has been used up, the current
emergency override will show as expired. A renewal
must be requested from the regulating agency. The
“Operator Inducement Emergency Override Timer”
can then be reset to allow reactivation should a
subsequent emergency situation arise.

Note: A factory password is required to perform this

reset.

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Illustration 41 g03725228

Throttle Mode Configuration

The throttle configuration screen allows the ECM to
be configured with up to two channel inputs. The
inputs can be a combination of three types of speed
control input. The three types of speed control input
are:

• PWM throttle input providing a variable duty cycle

input to control engine speed

• Analogue throttle input providing a variable voltage

signal to control engine speed
• Multi Position Throttle Switch (MPTS) which uses
up to four switch inputs giving a total of 16
combinations. Each switch combination can then
be programmed with a desired engine speed,
which can be selected by the operator.
The permitted throttle combinations are shown in the
following table:
Table 6
Channel 1 Channel 2
None None
PWM None
None PWM
PWM PWM
Analog None

(continued)

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(Table 6, contd)
None Analog

Analog Analog

PWM Analog

Analog PWM

MPTS None
MPTS PWM
MPTS Analog

None MPTS
PWM MPTS
Analog MPTS

Note: The MPTS input can only be used on one

channel.
There is also the option of using an Idle Validation
Switch (IVS) on the analogue throttle. This switch is
used to confirm that the throttle pedal has been
physically moved, before reacting to the analogue
speed demand signal. The IVS and software logic is
designed to protect against signal faults which could
cause unintended engine speed increases.
Programming each throttle input requires some
technical knowledge of the throttle specification that
is being used. Knowledge is required to program the
specifications into the correct ECM parameter values.

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Illustration 42 g03422550
Screen 1

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Illustration 43 g03422553
Screen 2

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Illustration 44 g03422554
Screen 3

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Illustration 45 g03422557
Screen 4

Engine Operating Mode

Configuration
The engine operating mode configuration feature
allows the configuration of up to four separate modes
that can be selected via two switch inputs.
If only one mode is required, no switch inputs are
required and Mode 1 will always be used.
If two modes are required, one switch input can be
selected to toggle between Mode 1 and Mode 2. If
three or four modes are required, two switch inputs
will be required. The numbers of switches are
selected in the drop-down box at the top of the
screen.

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Illustration 46 g03422567
Screen 1

Once the number of required modes and switches Once the mode configuration has been set, the
has been selected, each mode must be configured. submit button must be clicked at the bottom of the
Each mode is defined by the following selection: page. The ECM power must be cycled from off to on.

• Mode Number - (1-4) The status of the mode switch inputs can be
monitored on the status screen in the electronic
• Switch input 1 and 2 combinations to enable the service tool.
mode
Maintenance Indicator
• Enabled - For example, if only three modes are
required then mode 4 would be set to “NO” . If the This feature is configured through the main
configuration screen in the electronic service tool.
switch combination was active for Mode 4, the
ECM would display a fault code.

• Rating number – This parameter allows any

available ratings in the flash file to be selected.
The specific rating information can be found in the
main configuration screen under “Ratings” .
• Rated Speed – This parameter is configurable
between defined limits in the ECM (for example –
1800 rpm to 2200 rpm).
• High Idle – This parameter is configurable between
1800 rpm and 2800 rpm but also limited to 112% of
the programmed rated speed.
• Throttle Channel 1 Droop Value – This parameter
is configurable between 0-10%.
• Throttle Channel 2 Droop Value – This parameter
is configurable between 0-10%.

• TSC1 Droop Value – This parameter is

configurable between 0-10%.

• Governor Type – This parameter can be

configured to “All Speed” governing or “Min Max”
governing using the drop-down box.

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Illustration 47 g03422642

When this feature is installed, the number of

maintenance cycle hours can be set. The ECM will
then countdown these hours and flag an Event code
and send a J1939 message once the cycle interval
reaches 0.
This parameter can then be reset via the electronic
service tool or over the CAN data link after the service
has been completed.
The “PM1 Interval” is not applicable to this engine.

Operator Inducement Emergency

Override Configuration
This feature is configurable through the main
configuration screen in the service tool. If the request
is approved by regulating agency, the “SCR Operator
Inducement Emergency Override” can be triggered
to remove SCR Inducements. This situation may
apply where a machine is operating in a natural
disaster zone where DEF fluid is not available.
The strategy will not allow SCR inducements for the
duration of the standard mode timer (120 hours), or
the engine run backstop timer (240 hours). The
standard mode strategy can be used multiple times
until the standard mode timer is expired or engine run
backstop timer has been reached.

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Illustration 48 g03725235

Aftertreatment Ambient
Temperature Sensor Configuration
The “Aftertreatment Ambient Temperature Selection”
is available through the main configuration screen in
the service tool. This feature allows the enablement
of an additional ambient temperature sensor. The
sensor must be installed by the customer on or near
the DEF lines, with an arctic package. The purpose is
to provide a more accurate temperature to be used
for DEF thawing control.

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Illustration 49 g03725242

i05906677

Service Tool Error Identifiers

Service error identifiers are displayed when an

electronic service tool service test has failed. The
error identifiers help to explain the reason for the
service test failure. There could be cases where the
error identifier isolates the failed component. If
applicable, use the appropriate troubleshooting
procedure.
Table 7

Service Error Identifiers Description Troubleshooting

Only one service test may be active on a ma-
$0003 Another Service Test is Active
chine or engine at a time.

Another service test from a different ECM is

$0004 Service Test Active by Another ECM active. Either wait until the test is completed or
abort the test to proceed.

There is a communication issue between the

ECM and the electronic service tool. There is
$0005 Loss of Service Test Interlock too much data communicating across the data
link. Disconnect any other data collecting
tools.

$0006 Service Test Aborted by Tool/Monitor Abort by user. Restart the test if desired.

The throttle is depressed or faulty. If the appli-

$101A Incorrect Throttle Position cation contains a switched throttle, the switch
may be faulty.

$101B Shift Lever Not in Neutral Shift the transmission lever to NEUTRAL.

$101C Transmission Gear Incorrect Shift the power train to NEUTRAL.

$1018 Parking Brake Not Engaged Apply the parking brake.

(continued)

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(Table 7, contd)
Service Error Identifiers Description Troubleshooting
The left drive motor velocity is greater than 0.
$1109 Left Motor Rotation Direction Incorrect The motor could be faulted or have a loss of
communication on the datalink.
The right drive motor velocity is greater than 0.
$110A Right Motor Rotation Direction Incorrect The motor could be faulted or have a loss of
communication on the datalink.
Implements (or saws in forestry products) are
actively in operation. Hydraulics are not locked
out. Implement lockout solenoid is on “Hoist”
$1180 Machine is Not Idle and is not in float. AWD is installed and the
AWD system is in “Creep” mode. Steering
lockout is off. “OK To Elevate Speed” switch
is OFF.
The machine is moving. Stop the machine to
$1126 Ground Speed Too High
perform the service test.

$1012 Lever Not in Correct Position Shift lever to neutral.

$110C Brake Pedal Depressed Release the brake.

Wait for a DPF regeneration to complete or

$115C Regeneration is Active
abort the test.
Wiggle Test

$1011 Engine running Engine speed must be zero.

DPF Soot Loading Sensor Functional Test

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

$1011 Engine Running Engine speed must be zero.

Test Timed Out Not all conditions were met in

$105F Restart DPF Soot Loading Functional test.
order for the test to complete

Diesel Particulate Filter soot Loading Sensor Contact Perkins Global Technical Support as
$115B
Data incorrect a soot sensor replacement is recommended.

Fuel Rail Pressure Relief Valve Test

Resolve any active diagnostic codes. Refer to
$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Fuel temperature must be above the threshold

$1161 Fuel Temperature Too High shown in the service tool and no active high
fuel temperature events .

Engine speed must be higher than or equal to

$10FB Engine Speed Too Low
low idle speed.

Engine speed must be lower than or equal to

$10FC Engine Speed Too High
rated speed.

Delivered fuel volume must be less than the

limit shown during the service tool test. An en-
gine speed from the application is preventing
$10CB Engine Load Too High the service test from taking control of the de-
sired engine speed. Check that the machine is
in a suitable operating mode before running
the service test.
Follow the troubleshooting procedure for the
$1162 Fuel Leakage Detected
fuel leakage event.

(continued)

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(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Refer to Troubleshooting, “Fuel Rail Pressure
$1101 Fuel Rail Pressure Too Low
Problem”.
The pressure relief valve may have opened
due to high rail pressure and is now regulating
the rail pressure to be less than 80 MPa
$1100 Fuel Rail Pressure Too High
(11600 psi). The rail pressure may be control-
ling incorrectly to be too high. Refer to Trouble-
shooting, “Fuel Rail Pressure Problem”.

Indicates that the rail pressure control is unsta-

ble during the service test. Contact Perkins
$1118 Fuel Pressure Not Responding
Global Technical Support if this fault occurs re-
peatedly when running the service test.

Fuel Rail Pressure Test

Resolve any active diagnostic codes. Refer to
the appropriate troubleshooting procedure.
Check that there are no electrical diagnostics
$0002 Active Diagnostic Present
on the fuel system-related sensors or actua-
tors and no injector faults relating to injector
trim codes.
Fuel temperature must be above the threshold
$1161 Fuel Temperature Too High shown in service tool and no high fuel temper-
ature events are active.
Engine speed must be higher than or equal to
$10FB Engine Speed Too Low
low idle speed.

Engine speed must be lower than or equal to

$10FC Engine Speed Too High
rated speed.

Delivered fuel volume must be less than the

limit shown during the service tool test. An en-
gine speed from the application is preventing
$10CB Engine Load Too High the service test from taking control of the de-
sired engine speed. Check that the machine is
in a suitable operating mode before running
the service test.
Follow the troubleshooting procedure for the
$1162 Fuel Leakage Detected
fuel leakage event.

Refer to Troubleshooting, “Fuel Rail Pressure

$1101 Fuel Rail Pressure Too Low
Problem”.
The pressure relief valve may have opened
due to high rail pressure and is now regulating
the rail pressure to be less than 80 MPa
$1100 Fuel Rail Pressure Too High
(11600 psi). The rail pressure may be control-
ling incorrectly to be too high. Refer to Trouble-
shooting, “Fuel Rail Pressure Problem”.

Indicates that the rail pressure control is unsta-

ble during the service test. Contact Perkins
$1118 Fuel Pressure Not Responding
Global Technical Support if this fault occurs re-
peatedly when running the service test.

Aftertreatment Regeneration System Test (Engine with a DPF)

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Allow engine to idle for 2 mins and restart the

$10D0 Engine Has Not Been Running Long Enough
Aftertreatment Regeneration System Test.

(continued)

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(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Bring engine to idle and remove load and re-
start the Aftertreatment Regeneration System
$1164 Engine Speed / Load Incorrect Test. The test will try to take control of engine
speed to elevate idle to required position re-
quired for duration of test.

The observed exhaust back pressure when

testing the EBPR is too high. Look for associ-
$1168 Engine Exhaust Back Pressure Too High ated EBPR diagnostics. Run the Air System
Motor Valves Verification Test to check correct
performance of the EBPR.

The observed exhaust back pressure when

testing the EBPR is too low. Look for associ-
ated EBPR diagnostics. Look for exhaust sys-
$1169 Engine Exhaust Back Pressure Too Low
tem leaks. Run the Air System Motor Valves
Verification Test to check correct performance
of the EBPR.
The system detects the DPF inlet temperature
not being high enough to allow successful
DPF desulfation.
$112C Particulate Filter Intake Temperature Too Low
Refer to Troubleshooting, “Diesel Particulate
Filter Intake Temperature Is Low”. Check for
exhaust leaks then restart the Aftertreatment
Regeneration System Test.

Bring engine to idle and remove load. The cur-

rent operating load could be too high to allow
Engine Exhaust Gas Recirculation Valve Not the EGR valve to close. Look for associated
$116F
Responding to Command EGR valve diagnostics. Run the Air System
Motor Valves Verification Test to check correct
performance of the EGR valve.

Aftertreatment Regeneration System Test (Engine without a DPF)

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Restart the Aftertreatment Regeneration Sys-

$0009 Service Test Aborted by ECM
tem Test.

$1010 Engine Stopped (No Engine RPM) Start the engine. Test will then progress.

Lower the engine speed to idle. Test will try to

$10FB Engine RPM Too Low take speed control to put engine in acceptable
speed range.

Lower the engine speed to idle. Test will try to

$10FC Engine RPM Too High take speed control to put engine in acceptable
speed range.

User has manually stopped the Regeneration

$1125 Regeneration Manually Disabled
Procedure. Restart if appropriate.

Bring engine to idle and remove load. The cur-

rent operating load could be too high to allow
Engine Exhaust Gas Recirculation Valve Not the EGR valve to close. Look for associated
$116F
Responding to Command EGR valve diagnostics. Run the Air System
Motor Valves Verification Test to check correct
performance of the EGR valve.

(continued)

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(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Service procedure has run in optimum engine
conditions but has been unable to achieve the
required SCR Inlet Temperature needed for
Aftertreatment #1 SCR Catalyst Intake Gas Aftertreatment regeneration. Refer to Trouble-
$11B9
Temperature Too Low shooting, “SCR Catalyst Has Incorrect Inlet
Temperature”. If the fault persists, contact Per-
kins Global Technical Support for further
advice.
Lower the engine speed to idle and confirm
Various Engine speed control request is being overrid- that machine is out of any working mode.
(Machine / Application specific) den by other machine speed control logic Service test error identifier text may help to
identify the issue.

Air System Motor Valves Verification Test

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

For a 12 VDC system, the service test must

only be executed if the battery voltage is be-
tween 9 VDC and 16 VDC. For a 24 VDC sys-
$1050 Battery Voltage Too High tem, the service test must only be executed if
the battery voltage is between 18 VDC and 32
VDC. Correct the system voltage and restart
the Air System Motor Valves Verification Test.

For a 12 VDC system, the service test must

only be executed if the battery voltage is be-
tween 9 VDC and 16 VDC. For a 24 VDC sys-
$1070 Battery Voltage Too Low tem, the service test must only be executed if
the battery voltage is between 18 VDC and 32
VDC. Correct the system voltage and restart
the Air System Motor Valves Verification Test.

The test must be run with Key Switch on only,

$1164 Engine Speed/Load Incorrect Stop Engine leaving ECM powered and restart
the Air System Motor Valves Verification Test.

The test has verified that the valve is electri-

Engine Exhaust Gas Recirculation Valve Not cally OK, but the actuator is not responding to
$116F
Responding to Command the desired test profile. Contact Perkins Glob-
al Technical Support before proceeding.

Engine EGR valve is not responding to a

command
Engine Exhaust Back Pressure Regulator Not The test has verified that the valve is electri-
$1170
Responding to Command cally OK, but the actuator is not responding to
the desired test profile. Contact Perkins Glob-
al Technical Support before proceeding

Aftertreatment System Functional Test

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Not all conditions were met for the test to com-

$105F Service Test Timed Out plete. Restart the Aftertreatment System Func-
tional Test.
Bring engine to idle and remove load. Current
operating load is too high to allow the EGR
$10CB Engine Load Too High valve to close and the EBPR to be used. Re-
start the Aftertreatment System Functional
Test.

(continued)

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74 UENR4469
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Allow engine to Idle for 2 minutes and restart
$10D0 Engine Has Not Been Running Long Enough
the Aftertreatment System Functional test.

Lower the engine speed to idle. The test will

attempt to take speed control to put engine in
$10FB Engine RPM Too Low
acceptable speed range. Restart the After-
treatment System Functional Test.

Lower the engine speed to idle. The test will

attempt to take speed control to put engine in
$10FC Engine RPM Too High
acceptable speed range. Restart the After-
treatment System Functional Test.

Service test request to take speed control was

$1121 Another Engine Speed Request Active
denied by the application.

The SCR system cannot dose due to the DPF

inlet temperature not being high enough to al-
$112C Particulate Filter Intake Temperature Too Low low DEF dosing to initiate. Check for exhaust
leaks and restart the Aftertreatment System
Functional Test.
HC dosing is currently active. Allow desulfation
$115C Regeneration is Active to complete and then restart the Aftertreatment
System Functional Test.

Bring the engine to idle and remove load. The

Engine Exhaust Gas Recirculation Valve Not
$116F current operating load is too high to allow the
Responding to Command
EGR valve to close.
The SCR system NOx conversion is too low to
Aftertreatment SCR Catalyst Conversion Effi-
$11A8 perform the test. Refer to Troubleshooting,
ciency Too Low
“NOx Conversion is Low”.
There is too much NH3 in the exhaust. Per-
form the “Manual HC Dosing Capability Test”
$11A9 Aftertreatment Outlet NH3 Too High
to raise the exhaust temperature and reduce
the NH3 storage.

Aftertreatment Diesel Exhaust Fluid Tempera- The temperature of the DEF is too low. Oper-
$11AA
ture Too Low ate the engine to raise the DEF Temperature.

The NOx sensors have not reached the cor-

Aftertreatment #1 NOx Level Sensors Not
$11B5 rect temperature to start reading the NOx
Ready
level.
The SCR system cannot dose due to the SCR
Aftertreatment #1 SCR Catalyst Intake Gas inlet temperature not being high enough to al-
$11B9
Temperature Too Low low DEF dosing to initiate. Restart the After-
treatment System Functional Test.

The DEF tank level is too low. Fill the DEF tank
Aftertreatment Diesel Exhaust Fluid Level Too
$11BB and restart the Aftertreatment System Func-
Low
tional Test.
The SCR system cannot dose due to the DPF
Inlet temperature not being high enough to al-
low DEF dosing to initiate. Refer to Trouble-
Aftertreatment Diesel Oxidation Catalyst Intake
$11C0 shooting, “Diesel Oxidation Catalyst Has
Temperature Too Low
Incorrect Inlet Temperature”. Check for ex-
haust leaks and then restart the Aftertreatment
System Functional Test.

(continued)

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UENR4469 75
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
The temperature of the exhaust system is not
high enough to perform the test. Operate the
$11C2 Aftertreatment SCR System in Warmup Mode engine to raise the exhaust temperatures. Re-
start the Aftertreatment System Functional
Test.
The SCR dosing system cannot prime. Refer
$11C3 Aftertreatment SCR System Not Able to Prime
to Troubleshooting, “DEF Pressure is Low”.

Manual HC Dosing Capability Test

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

$1010 Engine Stopped (No Engine RPM) Start the engine. The test will then progress.

DPF soot load is above an acceptable level for

safe HC dosing. If soot load events are active,
$1155 Diesel Particulate Filter Soot Loading Too High
refer to the appropriate troubleshooting
procedure.

The EGR valve must have closed to allow HC

dosing to start and/or the EBPR to elevate ex-
haust back pressure to increase exhaust tem-
Engine Exhaust Gas Recirculation Valve Not
$116F perature. Check for associated EGR valve
Responding to Command
diagnostic codes. Run the “Air System Motor
Valves Verification Test” to check for correct
operation of the EGR valve.

The engine speed has changed significantly

during the test which can affect the service test
$1108 Excessive Engine RPM Change
assessment capability. Rerun the test without
changing engine speed.

The engine load has been changed signifi-

cantly during the test which can affect the
$10F5 Excessive Change in Engine Load
service test assessment capability. Rerun the
test without changing engine load.

The DOC may be aged so not enough heat is

being generated for the amount of HC dosing
Aftertreatment Diesel Oxidation Catalyst Con-
$11CA fuel being injected. The DOC may be sulfated.
version Efficiency Too Low
Run the “Aftertreatment Recovery Procedure”
.
The DOC intake temperature is not reaching
Aftertreatment Diesel Oxidation Catalyst Intake the target required by the test. Look for causes
$11C0
Temperature Too Low of excessive heat loss between the engine
and the aftertreatment
The SCR system needs to dose a small
amount of DEF during HC dosing. The DEF
dosing is to protect the DEF injector tip from
$11BA Aftertreatment SCR System Not Ready to Dose getting damaged at high temperature. The
SCR system is not working properly. Check for
associated SCR system diagnostic codes and
follow relevant troubleshooting procedures.

The observed exhaust back pressure when

testing the EBPR is too high. Look for associ-
$1168 Engine Exhaust Back Pressure Too High ated EBPR diagnostic codes. Run the “Air
System Motor Valves Verification Test” to
check the correct performance of the EBPR.

(continued)

This document was printed from SPI2. NOT FOR RESALE

76 UENR4469
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
The observed exhaust back pressure when
testing the EBPR is too low. Look for associ-
ated EBPR diagnostic codes. Check for ex-
$1169 Engine Exhaust Back Pressure Too Low
haust system leaks. Run the “Air System
Motor Valves Verification Test” to check the
correct operation of the EBPR.

The DOC may be aged so not enough heat is

being generated for the amount of HC dosing
$1130 Aftertreatment Failed to Ignite fuel being injected. The DOC may be sulfated.
Run the “Aftertreatment Recovery Procedure”
.
The HC dosing procedure is generating the
correct heat rise. However, a significant
Aftertreatment #1 SCR Catalyst Intake Gas amount of this heat is being lost before the ex-
$11B9
Temperature Too Low haust gas reaches the SCR. Check for signs
of exhaust leaks in the CEM between the DOC
and the SCR.
High Pressure Fuel Pump Calibration

Resolve any active diagnostic codes. Refer to

the appropriate troubleshooting procedure.

Check that there are no electrical diagnostics

on fuel system sensors or actuators, no injec-
tor faults relating to injector trim codes. One of
the following sensor status is not OK:

Crankshaft speed/timing.
Camshaft speed/timing.
Coolant temperature.
$0002 Active Diagnostic Present Fuel rail pressure.
Fuel temperature.

There may be an electrical fault on an injector

or the HP fuel pump. An injector trim may not
be loaded or incorrect.
One of the following events is active:

Pressure relief valve activation.

Fuel leakage.
Rail pressure event.
Battery supply diagnostic is active.

$10A7 Coolant Temperature Too Low Coolant temperature is less than the trip point

Coolant temperature is greater than the trip

$1072 Coolant Temperature Too High
point

Fuel temperature must be within limits dis-

$1160 Fuel Temperature Too Low
played during the test.

Fuel temperature must be within limits dis-

$1161 Fuel Temperature Too High
played during the test.

Engine speed is not stable. Ensure that there

is no cyclic loading from the application. Try
$1108 Excessive Engine RPM Change
running the test at a different engine speed or
increase the load on the engine.

Engine speed must be within limits displayed

$1074 Engine RPM Too Low
during the test.

(continued)

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UENR4469 77
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Engine speed must be within limits displayed
$10FC Engine RPM Too High
during the test.

Fuel delivery must be within the limits dis-

$1107 Engine Load Too Low
played during the test.

Fuel delivery must be within the limits dis-

$10CB Engine Load Too High
played during the test.

The rail pressure is unstable. Changing the

engine operating condition may allow success-
ful pump learn.
$1118 Fuel Pressure Not Responding
If still unsuccessful, follow the troubleshooting
guide to determine the cause is in the low-
pressure system or the high-pressure system.

Changing the engine operating condition may

allow successful pump learn. A lower engine
$115F Engine Load Incorrect
speed and/or a lower load condition should be
used.
Likely loss of communication between the
$000A Calibration Failure ECM and the service tool. Restart the elec-
tronic service tool and retry the calibration test.

Likely loss of communication between the

$0003 Another Calibration is Active ECM and the service tool. Restart the elec-
tronic service tool and retry the calibration test.

Retry the High Pressure Fuel Pump

$105F Calibration Timed Out
Calibration.
Aftertreatment Recovery Procedure (Engines with a DPF)

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Allow engine to idle for 2 minutes and restart

$10D0 Engine Has Not Been Running Long Enough
the Aftertreatment Recovery Procedure.

Observed DPF soot load is above an accept-

able level for safe HC dosing and too high to
$1155 Diesel Particulate Filter Soot Loading Too High allow procedure to regenerate soot within the
DPF. Contact Perkins Global Technical Sup-
port for further advice.

The SCR system needs to dose a small

amount of DEF during HC dosing to protect
the DEF injector tip from damage at high tem-
$11BA Aftertreatment SCR System Not Ready to Dose peratures. The SCR system is not working
properly. Identify associated SCR system di-
agnostic codes and follow relevant trouble-
shooting procedures.

The system cannot dose due to the DPF Inlet

temperature not being high enough to allow
DEF dosing to initiate.
$112C Particulate Filter Intake Temperature Too Low Refer to Troubleshooting, “Diesel Particulate
Filter Intake temperature Is Low”. Check for
exhaust leaks and then restart the Aftertreat-
ment Recovery Procedure.

Lower the engine speed to idle. The test will

try to take speed control to put engine in ac-
$1108 Excessive Engine RPM Change
ceptable speed and load range. Restart the
Aftertreatment Recovery Procedure.

(continued)

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78 UENR4469
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Lower the engine speed to idle and remove
the load. The test will try to take speed control
$10F5 Excessive Change in Engine Load to put engine in acceptable speed and load
range. Restart the Aftertreatment Recovery
Procedure.
Lower the engine speed to idle. The test will
try to take speed control to put engine in ac-
$10FB Engine RPM Too Low
ceptable speed range. Restart the Aftertreat-
ment Recovery Procedure.

Lower the engine speed to idle. The test will

try to take speed control to put engine in ac-
$10FC Engine RPM Too High
ceptable speed range. Restart the Aftertreat-
ment Recovery Procedure.

The procedure is running in optimum condi-

tions for DPF soot regeneration with no issues
Diesel Particulate Filter Regeneration Rate Too with Soot Sensor measurement. However, ob-
$1173
Low served soot load is not reducing. Contact Per-
kins Global Technical Support for further
advice.
Bring engine to idle and remove load. The cur-
rent operating load is too high to allow EGR
$10CB Engine Load Too High valve to close and EBPR to operate.
Restart the Aftertreatment Recovery
Procedure.
Bring engine to idle and remove load. The cur-
rent operating load may be too high to allow
Engine Exhaust Gas Recirculation Valve Not the EGR valve to close. Identify associated
$116F
Responding to Command EGR valve diagnostics. Run the “Air System
Motor Valves Verification Test” to check cor-
rect operation of the EGR valve.

The observed exhaust back pressure when

testing the EBPR is too high. Identify associ-
$1168 Engine Exhaust Back Pressure Too High ated EBPR diagnostics. Run the “Air System
Motor Valves Verification Test” to check cor-
rect operation of the EBPR.

The observed exhaust back pressure when

testing the EBPR is too low. Identify associ-
ated EBPR diagnostics. Check for exhaust
$1169 Engine Exhaust Back Pressure Too Low
system leaks. Run the “Air System Motor
Valves Verification Test” to check correct oper-
ation of the EBPR.
The DOC intake temperature is lower than re-
Aftertreatment Diesel Oxidation Catalyst Intake quired for the test. Identify causes of exces-
$11C0
Temperature Too Low sive heat loss between the engine and the
aftertreatment.
The procedure has run in optimum engine
conditions but has been unable to recover the
$11C1 Aftertreatment Recovery Unsuccessful
Aftertreatment system. Contact Perkins Glob-
al Technical Support for further advice.

Although the procedure is generating the cor-

rect heat rise, some of this heat is being lost
Aftertreatment SCR Catalyst Intake Gas Tem-
$11B9 before the exhaust gas reaches the SCR.
perature Too Low
Check for evidence of exhaust leaks in the
CEM between the DOC and the SCR.
Aftertreatment Recovery Procedure (Engines without a DPF)

(continued)

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UENR4469 79
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Resolve any active diagnostic codes. Refer to
$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Restart the Aftertreatment Recovery

$0009 Service Test Aborted by ECM
Procedure.

$1010 Engine Stopped (No Engine RPM) Start the engine. Test will then progress.

Lower the engine speed to idle. Test will try to

$10FB Engine RPM Too Low take speed control to put engine in acceptable
speed range.

Lower the engine speed to idle. Test will try to

$10FC Engine RPM Too High take speed control to put engine in acceptable
speed range.

User has manually stopped the Recovery Pro-

$1125 Regeneration Manually Disabled
cedure. Restart if appropriate.

Bring engine to idle and remove load. Current

operating load could be too high to allow EGR
Engine Exhaust Gas Recirculation Valve Not
$116F valve to close. Look for associated EGR valve
Responding to Command
diagnostics. Run Motor Valves Service test to
check correct performance of the EGR valve.

Service procedure has run in optimum engine

conditions but has been unable to achieve the
required SCR inlet temperature needed for
Aftertreatment #1 SCR Catalyst Intake Gas Aftertreatment regeneration. Refer to Trouble-
$11B9
Temperature Too Low shooting, “SCR Catalyst Has Incorrect Inlet
Temperature”. If the fault persists, contact Per-
kins Global Technical Support for further
advice.
Service procedure has run in optimum engine
conditions but has been unable to recover the
$11C1 Aftertreatment Recovery Unsuccessful
Aftertreatment system. Contact Perkins Glob-
al Technical Support for further advice.

Lower the engine speed to idle and confirm

Various Engine speed control request is being overrid- that machine is out of any working mode.
(Machine / Application specific) den by other machine speed control logic Service test error identifier text may help to
identify the issue.

Manual DPF Regeneration

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Allow engine to idle for 2 minutes and restart

$10D0 Engine Has Not Been Running Long Enough
the Manual DPF Regeneration Procedure.

Lower the engine speed to idle. The test will

try to take speed control to put engine in ac-
$10FB Engine RPM Too Low
ceptable speed range. Restart the Manual
DPF Regeneration Procedure.

Lower the engine speed to idle. The test will

try to take speed control to put engine in ac-
$10FC Engine RPM Too High
ceptable speed range. Restart the Manual
DPF Regeneration Procedure.

(continued)

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80 UENR4469
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
The system detects the DPF inlet temperature
is too low to allow successful DPF desulfation.
Refer to Troubleshooting, “Diesel Particulate
$112C Particulate Filter Intake Temperature Too Low
Filter Intake Temperature Is Low”. Check for
exhaust leaks and then restart the Manual
DPF Regeneration Procedure.

Bring engine to idle and remove load and then

restart the Manual DPF Regeneration Proce-
$1164 Engine Speed / Load Incorrect dure. The test will try to take control of engine
speed to elevate idle to required position for
duration of test.
The observed exhaust back pressure when
testing the EBPR is too high. Look for associ-
$1168 Engine Exhaust Back Pressure Too High ated EBPR diagnostics. Run the “Air System
Motor Valves Verification Test” to check cor-
rect operation of the EBPR.

The observed exhaust back pressure when

testing the EBPR is too low. Look for associ-
ated EBPR diagnostics. Check for exhaust
$1169 Engine Exhaust Back Pressure Too Low
system leaks. Run the “Air System Motor
Valves Verification Test” to check correct oper-
ation of the EBPR.
Bring engine to idle and remove load. The cur-
rent operating load may be too high to allow
the EGR valve to close.
Engine Exhaust Gas Recirculation Valve Not
$116F Check for associated EGR valve diagnostics.
Responding to Command
Run the “Air System Motor Valves Verification
Test” to check correct operation of the EGR
valve.
The soot level in the DPF is not high enough
to warrant running a regeneration. At low soot
$1172 Diesel Particulate Filter Soot Loading Too Low
levels, the rate of regeneration is extremely
slow negating the value of the test.

The procedure is running in optimum condi-

tions for DPF soot regeneration with no issues
Diesel Particulate Filter Regeneration Rate Too with soot sensor measurement. However, ob-
$1173
Low served soot load is not reducing. Contact Per-
kins Global Technical Support for further
advice.
Aftertreatment Sulfation Recovery Procedure

Resolve any active diagnostic codes. Refer to

$0002 Active Diagnostic Present
the appropriate troubleshooting procedure.

Bring the engine to idle and remove load. Cur-

rent operating load is too high to allow EGR
$10CB Engine Load Too High Valve to close and EBPR to operate. Restart
the Aftertreatment Sulfation Recovery
Procedure.
Allow the engine to idle for 2 minutes and then
$10D0 Engine Has Not Been Running Long Enough restart the Aftertreatment Sulfation Recovery
Procedure.
Lower the engine speed to idle. The test will
try to take speed control to put engine in ac-
$10FB Engine RPM Too Low
ceptable speed range. Restart the Aftertreat-
ment Sulfation Recovery Procedure.

(continued)

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UENR4469 81
Electronic Troubleshooting

(Table 7, contd)
Service Error Identifiers Description Troubleshooting
Lower the engine speed to idle. The test will
try to take speed control to put engine in ac-
$10FC Engine RPM Too High
ceptable speed range. Restart the Aftertreat-
ment Sulfation Recovery Procedure.

The DPF inlet temperature is too low to allow

successful DPF desulfation. Refer to Trouble-
shooting, “Diesel Particulate Filter Intake Tem-
$112C Particulate Filter Intake Temperature Too Low
perature Is Low” and check for exhaust leaks.
Restart the Aftertreatment Sulfation Recovery
Procedure.
Bring the engine to idle and remove load and
then restart the Aftertreatment Sulfation Re-
$1164 Engine Speed / Load Incorrect covery Procedure. The test will try to take con-
trol of engine speed to elevate idle to required
position for duration of test.

The observed exhaust back pressure when

testing the EBPR is too high. Identify any as-
$1168 Engine Exhaust Back Pressure Too High sociated EBPR diagnostics. Run the “Air Sys-
tem Motor Valves Verification Test” to check
correct operation of the EBPR.

The observed exhaust back pressure when

testing the EBPR is too low. Identify any asso-
ciated EBPR diagnostics. Check for exhaust
$1169 Engine Exhaust Back Pressure Too Low
system leaks. Run the “Air System Motor
Valves Verification Test” to check correct oper-
ation of the EBPR.
Bring the engine to idle and remove load. The
current operating load may be too high to allow
Engine Exhaust Gas Recirculation Valve Not the EGR valve to close. Check for associated
$116F
Responding to Command EGR valve diagnostics. Run the “Air System
Motor Valves Verification Test” to check cor-
rect operation of the EGR valve.

i05922226

Codes that Inhibit Operation of

Aftertreatment System

Diagnostic Trouble Codes that

Affect the Aftertreatment System
and the Conditions for Clearing the
Code
The following tables list the codes that inhibit the
aftertreatment system either during the current key
cycle or through successive key cycles.

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82 UENR4469
Electronic Troubleshooting

Table 8

Codes That Clear With Each Key Cycle

J1939 CDL Customer Action Clearing Conditions
Code Code
102-16 E1044 (2) Cycle key OFF for 2 minutes and then run engine per Clearing Engine Speed >1400/1500 RPM
Conditions
102-18 E1045 (2) Cycle key OFF for 2 minutes and then run engine per Clearing Engine Speed >1400/1500 RPM
Conditions
105-3 172-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

105-4 172-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

110-0 E361 (3) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

110-3 110-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

110-4 110-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

110-15 E361 (1) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

110-16 E361 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

157-3 1797-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

157-4 1797-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

157-16 E396 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

157-18 E398 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

168-3 168-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

168-4 168-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

174-16 E363 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

649-5 3512-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

649-6 3512-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

649-7 E1263 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

651-2 1-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

651-5 1-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

651-6 1-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

652-2 2-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

652-5 2-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

652-6 2-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

653-2 3-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

653-5 3-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

653-6 3-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

654-2 4-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

654-5 4-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

654-6 4-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

655-2 5-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

655-5 5-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

(continued)

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UENR4469 83
Electronic Troubleshooting

(Table 8, contd)

Codes That Clear With Each Key Cycle

J1939 CDL Customer Action Clearing Conditions
Code Code
655-6 5-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

656-2 6-2 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

656-5 6-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

656-6 6-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

1188-5 526-5 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

1188-6 526-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

1239-0 E499 (3) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

2791-6 3405-6 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

2791-7 E1121 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3242-3 2452-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3242-4 2452-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3358-3 3385-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3358-4 3385-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3358-13 3385-13 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3563-3 1785-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3563-4 1785-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

3563-13 1785-13 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

4360-17 E947 (1) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

4765-3 3956-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

4765-4 3956-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

4765-17 E2165 (1) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

5571-0 E1264 (2) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

5625-3 3513-3 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

5625-4 3513-4 Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

5629-31 E1265 (1) Cycle key OFF for 2 minutes then turn key ON Circuit Check (Auto)

Table 9
Codes That Stay Active Through Key Cycles

J1939 CDL Customer Action Clearing Conditions

Codes Codes
27-3 3407-3 Cycle key OFF for 2 minutes and then run engine per Clearing Rectification completed and NRS system operat-
Conditions ing OK.

27-4 3407-4 Cycle key OFF for 2 minutes and then run engine per Clearing Rectification completed and NRS system operat-
Conditions ing OK.

2791-5 3405-5 Code must be cleared with the electronic service tool The electronic service tool is required.

5298-17 E2180 (1) Cycle key OFF for 2 minutes and then run engine per Clearing Rectification completed and “Aftertreatment Re-
Conditions covery Procedure” completed successfully.

This document was printed from SPI2. NOT FOR RESALE

84 UENR4469
Programming Parameters

Programming Parameters Note: “Test ECM Mode” can only be activated if the
engine serial number has not already been
programmed during normal operation of the ECM. If
the engine serial number is programmed and the
ECM is not in “Test ECM Mode” , the ECM can never
i03939853 be used as a test ECM.
6. Use the “Copy Configuration” feature on the
Programming Parameters electronic service tool to program the test ECM.

Note: If the “ECM Replacement” feature cannot be

The electronic service tool can be used to view used, program the test ECM with the values from the
certain parameters that can affect the operation of the “Customer Specified Parameters Worksheet” and the
engine. The electronic service tool can also be used values from the System Configuration Parameters.
to change certain parameters. The parameters are
stored in the Electronic Control Module (ECM). Some
7. Program the engine serial number into the test
of the parameters are protected from unauthorized
changes by passwords. Parameters that can be ECM.
changed have a tattletale number. The tattletale
number is incremented whenever a parameter is Note: The “Test ECM Mode” must be activated
changed. before the engine serial number is programmed into
the ECM.
i03939990 8. Verify that the test ECM eliminates the fault.

Test ECM Mode When the “Test ECM Mode” is activated, an internal
timer sets a 24 hour clock. This clock will count down
only while the ECM is powered and the keyswitch is
in the ON position. After the ECM has counted down
“Test ECM Mode” is a feature in the software that the 24 hour period, the ECM will exit the “Test ECM
can be used to help troubleshoot an engine that may Mode” . The parameters and the engine serial
have a fault in the Electronic Control Module (ECM). number will be set.
This feature allows a standard ECM to be used as a
test ECM. This feature eliminates the need to stock a If the test ECM eliminates the fault, the engine can be
test ECM. released while the “Test ECM Mode” is still active.
1. Search for the latest flash file for the engine. Once an ECM has been activated in the “Test ECM
Mode” , the ECM will stay in the “Test ECM Mode”
Note: If a newer software version is available for the until the timer times out. If the ECM is used as a test
engine, install the newest software on the suspect ECM for more than one engine, the “Test ECM
ECM. If the new software does not eliminate the fault, Mode” must be reactivated. Anytime prior to the
continue with this procedure. “Test ECM Mode” timing out, the ECM can be reset
to 24 hours.
2. Use the “Copy Configuration” feature on the
electronic service tool to copy the parameters from i05203615
the suspect ECM.
Factory Passwords
Note: If the “ECM Replacement” feature cannot be
used, record the programmed values into the
“Customer Specified Parameters Worksheet” . Also
record the system configuration parameters. NOTICE
Operating the engine with a flash file not designed for
3. Disconnect the suspect ECM. Temporarily connect that engine will damage the engine. Be sure the flash
the test ECM to the engine. Do not mount the test file is correct for your engine.
ECM on the engine.

4. Flash program the test ECM with the newest Note: Factory passwords are provided only to
software that is available. Perkins authorized distributors.

5. Start the “Test ECM Mode” on the electronic Factory passwords are required to perform each of
the following functions:
service tool. Access the feature through the
“Service” menu. The electronic service tool will
display the status of the test ECM and the hours
that are remaining for the “Test ECM Mode” .

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UENR4469 85
Programming Parameters

• Program a new Electronic Control Module Note: You must have the engine serial number in
(ECM). order to search for the part number of the flash file.

When an ECM is replaced, the system 2. Connect the electronic service tool to the
configuration parameters must be programmed diagnostic connector.
into the new ECM. A new ECM will allow these
parameters to be programmed once without 3. Turn the keyswitch to the ON position. Do not start
factory passwords. After the initial programming, the engine.
some parameters are protected by factory
passwords. 4. Select “WinFlash” from the “Utilities” menu on
the electronic service tool.
• Rerate the engine.
Note: If “WinFlash” will not communicate with the
Rerating the engine may require changing the ECM, refer to Troubleshooting, “Electronic Service
interlock code, which is protected by factory Tool Does Not Communicate”.
passwords.
5. Flash program the flash file into the ECM.
• Unlock parameters.
a. Select the engine ECM under the “Detected
Factory passwords are required in order to unlock ECMs” .
certain system configuration parameters. Refer to
Troubleshooting, “System Configuration b. Press the “Browse” button in order to select
Parameters”. the part number of the flash file that will be
programmed into the ECM.
• Clear engine events and certain diagnostic
codes. c. When the correct flash file is selected, press
the “Open” button.
Most engine events require factory passwords in
order to clear the code from ECM memory. Clear d. Verify that the “File Values” match the
these codes only when you are certain that the application. If the “File Values” do not match
fault has been corrected. For example, the 190- the application, search for the correct flash file.
15Engine Overspeed requires the use of factory
passwords in order to clear the code from ECM e. When the correct flash file is selected, press
memory. the “Begin Flash” button.
Since factory passwords contain alphabetic f. The electronic service tool will indicate when
characters, the electronic service tool must be used
to perform these functions. In order to obtain factory flash programming has been successfully
passwords, proceed as if you already have the completed.
password. If factory passwords are needed, the
electronic service tool will request the factory 6. Use the electronic service tool to check for
passwords. The electronic service tool will display the diagnostic code 631-2. If this diagnostic code is
information that is required to obtain the passwords. active and the flash file is not being installed in
order to change the engine rating, repeat this
i05203631 procedure from 1. If the engine rating is being
changed, factory passwords must be obtained
Flash Programming before the flash file will be accepted.

7. Access the “Configuration” screen under the

Flash Programming – A method of loading a flash “Service” menu in order to determine the
file into the Electronic Control Module (ECM) parameters that require programming. Look under
the “Tattletale” column. All of the parameters
The electronic service tool is used to flash program a should have a tattletale of 1 or more. If a parameter
flash file into the ECM. The flash programming has a tattletale of 0, program that parameter.
transfers the flash file from the PC to the ECM.
8. Start the engine and check for proper operation.
Flash Programming a Flash File Check that there are no active diagnostic codes.

1. Obtain the part number for the new flash file.

Note: If you do not have the part number for the flash
file, use “PTMI” on the Perkins secured web site.

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86 UENR4469
Programming Parameters

“ WinFlash”” Error Messages

If any error messages are displayed during flash
programming, click on the “Cancel” button in order to
stop the process. Access the information about the
“ECM Summary” under the “Information” menu.
Ensure that you are programming the correct flash file
for your engine.
If a 630-2 diagnostic trouble code is displayed after
flash programming, a required parameter is missing.
Program the missing parameter.

i05085410

Injector Code - Calibrate Illustration 51 g02132457

Sequence for recording the injector code

Injector codes are codes that are 30 hexadecimal The electronic service tool is used to load the injector
characters in length that are supplied with each codes into the ECM.
injector. The code is on a plate on the top of the
injector and a card is also included in the packaging The injector codes must be loaded into the ECM if
for the injector. The code is used by the Electronic any of the following conditions occur:
Control Module (ECM) to balance the performance of
the injectors. • An electronic unit injector is replaced.
• The ECM is replaced.

• Diagnostic code 630-2 is active.

• Electronic unit injectors are exchanged between
cylinders.

Note: Diagnostic code 630-2 will also become active

if the engine serial number, FLS or FTS are not
entered into the ECM.
If the ECM is replaced, the injector codes are
normally transferred to the new ECM as part of the
“Copy Configuration” procedure. If the “Copy
Configuration” procedure fails, the injector codes
must be loaded manually.
Installing Injector Codes

Note: The injector code is located on the electronic

unit injector.
1. Record the injector code for each electronic unit
Illustration 50 g02854936
injector.
Label with the injector code
2. Connect the electronic service tool to the
diagnostic connector. Refer to Troubleshooting,
“Electronic Service Tools”.
3. Turn the keyswitch to the ON position.

4. Select the following menu options on the electronic

service tool:

• Service

• Calibrations

• Injector Trim Calibration

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UENR4469 87
Programming Parameters

5. Select the appropriate cylinder. Mode Selection Switch Input 2 and

6. Click on the “Change” button.
Mode Selection Switch Input 1
The number of these non-programmable parameters
7. Input the applicable injector code that was that are visible depends on the value that is
recorded in Test Step 1. programmed into the “Number of Switch Inputs”
parameter. “Open” signifies that the switch is in the
8. Click on the “OK” button. OFF position. “Ground” signifies that the switch is in
the ON position.
The injector code is loaded into the ECM.

9. Repeat the procedure for each cylinder, as

Rating Enabled
required. If “Yes” is selected on the drop-down menu, the
ECM is programmed to use the values in the “Rating
Exchanging Electronic Unit Injectors Number” , “Throttle 1 Droop Percentage” , “Throttle 2
Exchanging electronic unit injectors can help Droop Percentage” and “TSC1 Droop Percentage”
determine if a combustion problem is in the electronic for the given combination of switch positions.
unit injector or in the cylinder. If two electronic unit Table 11
injectors that are currently installed in the engine are Values Default Factory Password
exchanged between cylinders, the injector codes
must also be exchanged. Press the “Exchange” Yes No No
button at the bottom of the “Injector Trim Calibration” No
screen on the electronic service tool. Select the two
electronic unit injectors that will be exchanged and
press the “OK” button. The tattletale for the High Idle Speed
electronic unit injectors that were exchanged will
increase by one. The “High Idle Speed” is the maximum engine rpm.
Table 12
i04124470
Minimum Maximum Default
Mode Switch Setup 1800 rpm 2800 rpm 2420 rpm

The Mode Switches can be used to change the Rating Number

performance characteristics of the engine. The
electronic service tool is used to program the This parameter is the engine rating that is used by the
characteristics. Select the “Service” drop-down Electronic Control Module (ECM) for a given
menu and then select “Engine Operating Mode combination of switch positions. There is a maximum
Configuration” . A maximum of two switches can be of four ratings in a flash file.
used. “Switch 1” is connected to J1:62Mode Switch Table 13
1. “Switch 2” is connected to J1:64Mode Switch 2.
The other contact on both switches is connected to Range Default Factory
J1:18Switch Return. Password
1 to the maximum 1 No
Number of Switch Inputs number of ratings in
the currently installed
This configuration parameter is the total number of Flash File
switches that are used. The switches can be
individual switches or a multiple rotary switch.
Table 10 Rated Speed (RPM)
Range Default
This parameter represents the engine speed that is
0 to 2 0 selected when the mode switch or the mode switches
are in a particular position.
Table 14
Mode Selection Number Range Default Factory
This parameter is a non-programmable parameter Password
that represents the number of possible combinations “Programmed Low 2100 rpm No
of switch positions. This parameter is based on the Idle” to “Pro-
value that is programmed into the “Number of Switch grammed High Idle”
Inputs” parameter.

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88 UENR4469
Programming Parameters

Engine High Idle Speed (RPM) i04105410

This parameter represents a maximum of 112% of the

rated speed that is selected when the mode switch or
Throttle Setup
the mode switches are in a particular position.
Table 15
There are two separate channels for throttle input.
Range Default Factory The two channels can have any combination of a
Password digital throttle that uses a Pulse Width Modulated
(PWM) signal, an analog throttle or a multi-position
“1800 to 2800 rpm” 112% of rated speed No
switched throttle.
The Electronic Control Module (ECM) must be
Governor Type programmed with the type of throttle input that is
being used in either position. From the menu, select
This parameter represents the mode of operation of “Services” . On the “Services” screen, select
the governor that is installed on the engine. “Throttle Configuration” . Select the type of throttle
Table 16
from the following list:
Range Default Factory • No throttle
Password
• Analog throttle
“Min/Max speed All Speed No
(rpm)” or “All
• PWM throttle
Speed”
• Multi-position throttle switch
Throttle 1 Droop Percentage The Electronic Control Module (ECM) must be
programmed for throttle arbitration. This parameter
This parameter represents the amount of droop that determines which throttle input has priority. From the
is applied to the “Throttle 1” input. menu, select “Services” . On the “Services” screen,
Table 17 select “Throttle Arbitration” . Select the arbitration
method from the following list:
Range Default Factory
Password • Highest Wins
0 to 10 percent 5.0% No • Lowest Wins

• Manual Switch
Throttle 2 Droop Percentage
The default setting for throttle arbitration is “Highest
This parameter represents the amount of droop that Wins” .
is applied to the “Throttle 2” input.
Table 18
Range Default Factory
Password
0 to 10 percent 5.0% No

TSC1 Droop Percentage

This parameter represents the amount of droop that
is applied to the “Torque Speed Control 1(TSC1)”
input.
Table 19
Range Default Factory
Password
0 to 10 percent 5.0% No

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UENR4469 89
Programming Parameters

Table 21
Range Default
0 to 100% 10%

Initial Lower Position Limit

This parameter is the maximum throttle percentage
that will be interpreted by the ECM as zero throttle.
This parameter is used with the value of the lower
position limit to make an allowance for manufacturing
tolerances between different pedals.
Table 22
Range Default
0 to 100% 20%

Idle Validation
All analog throttles and digital throttles can have an
Illustration 52 g01785156
idle validation switch. If this parameter is programmed
to “Yes” , the ECM will look for this switch input on pin
Typical Range of Throttle J1:22 for Idle Validation Switch 1 (IVS1) and J1:40 for
(1) Lower Diagnostic Limit (Default=5) Idle Validation Switch 2 (IVS2).
(2) Lower Position Limit (Default=10)
Table 23
(3) Initial Lower Position (Default=20)
(4) Idle Validation Minimum Off Threshold (Default=21) Values Default
(5) Idle Validation Maximum On Threshold (Default=25)
(6) Lower Dead Zone % (Default=8) No
No
(7) Upper Dead Zone % (Default=5) Yes
(8) Initial Upper Position (Default=70)
(9) Upper Position Limit (Default=85)
(10) Upper Diagnostic Limit (Default=95)
Idle Validation Minimum Off (Open)
Analog throttles and digital throttles require additional Threshold
programming. If a multi-position switch is selected,
additional parameters must be programmed. Refer to This parameter is the minimum throttle percentage
the Troubleshooting Guide, “Multiposition Switch that will be detected by the ECM when the IVS is ON
Setup”. If an analog throttle or a digital throttle is (Closed).
selected, the following parameters can be
programmed into the ECM. If the ECM detects a throttle percentage below this
value with the idle validation switch OFF (Open), a
Lower Diagnostic Limit fault code will be generated and the engine will
remain at idle.
This parameter is the minimum throttle percentage Refer to Table 24 and Table 25 .
that should be detected by the ECM in normal
operation when the pedal is in the “off” position. A
value below this limit will generate a short circuit
diagnostic code. The range of this diagnostic
detection area is from 0 percent to the programmed
value for the lower position limit.
Table 20
Range Default
0 to 100% 5%

Lower Position Limit

This parameter is the minimum throttle percentage
that will be interpreted by the ECM as zero throttle.
This parameter is used with the value of initial lower
position limit to make an allowance for manufacturing
tolerances between different pedals.

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90 UENR4469
Programming Parameters

Table 24
Throttle Position Sensor Idle Validation Switch (IVS) Throttle Demand Output Fault Status Comment
(TPS)

TPS< IVS Min OFF OFF Minimum Position Raise IVS fault Force throttle demand to
minimum
TPS< IVS Min OFF ON Throttle Position No fault Normal operation

Table 25
Range Default
0 to 100% 21%

Idle Validation Maximum On

(Closed) Threshold
This parameter is the maximum throttle percentage
that will be detected by the ECM when the idle
validation switch (IVS) is OFF (Open) . When the idle
validation switch is OFF (Open) and the ECM detects
a signal that is higher than the programmed value for
IVS Max ON, the ECM will generate a fault code and
the engine will remain at idle.
Refer to Table 26 and Table 27 .
Table 26
Throttle Position Sensor Idle Validation Switch (IVS) Throttle Demand Output Fault Status Comment
(TPS)

TPS> IVS Max ON OFF Throttle Position No fault Normal operation

TPS< IVS Min Off ON Minimum Position Raise IVS fault Force throttle demand to
minimum

Table 27 Initial Upper Position Limit

Range Default This parameter is the minimum throttle percentage
0 to 100% 25% that will be interpreted by the ECM as full throttle.
This parameter is used with the value of the upper
position limit to make an allowance for manufacturing
Lower Dead Zone tolerances between different pedals.
Table 30
This parameter is a throttle range above the initial
lower position limit before the engine will increase in Range Default
rpm. 0 to 100% 70%
Table 28
Range Default
Upper Position Limit
0 to 100% 5%
This parameter is the maximum throttle percentage
that will be interpreted by the ECM as full throttle.
Upper Dead Zone This parameter is used with the value of the initial
upper position limit to make an allowance for
This parameter is a throttle range that is below the manufacturing tolerances between different pedals.
initial upper position limit that does not allow the Table 31
engine speed to increase.
Range Default
Table 29
Range 0 to 100% 85%
Default
0 to 100% 5%

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UENR4469 91
Programming Parameters

Upper Diagnostic Limit Physical Position Enabled

This parameter is the minimum throttle percentage If “Yes” is selected from the drop-down menu, the
that is detected by the ECM in normal operation when ECM sets the engine rpm to the value that is
the pedal is in the maximum position. A value above programmed into the “Engine Speed” for the
this limit will generate an open circuit diagnostic code. configuration of the switches that is defined for that
The range of this diagnostic detection area is from the Physical Position.
programmed value of the upper position limit to 100 Table 34
percent.
Value Default
Table 32
No No
Range Default
Yes
0 to 100% 95%

Logical Position
i04105411
The Logical Position is the order that is required by
Multiposition Switch Setup the user for a unique Physical Position.
Table 35
Range with Four Switches Default
Note: The multi-position throttle switch can only be
1 to 16 1
enabled if the optional PTO switches are not installed.
The multi-position throttle switch is an optional throttle
input. A maximum of four switches can be used. Four Engine Speed (in RPM)
switches will allow a maximum of 16 speeds to be
selected. The “Engine Speed” is the programmed engine rpm
for a particular position of the multi-position throttle
If an optional intermediate engine speed switch is switch.
installed, the multi-position throttle switch can have a
maximum of three switches. Three switches will allow If the ECM detects a switch combination that has
a maximum of eight speeds to be selected. been configured as “No” , a fault code will be
generated. In this situation, the ECM will ignore the
When the multi-position switch is selected as the multi-position switch until the keyswitch is cycled
“Throttle Type” on the “Throttle Configuration through OFF and ON.
Screen” of the electronic service tool, additional Table 36
information is required.
Range Default
Number of Switch Inputs Programmed Low Idle to Pro- 0
grammed High Idle
This parameter is the total number of switches that
will be used. The switches may be individual switches
or a ganged rotary switch.
Table 33
Range Default
1 to 4 0

Physical Position
This parameter is non-programmable. The parameter
is used to signify the position of the rotary switch.

Input 4, Input 3, Input 2, Input 1

The number of these non-programmable parameters
that are visible depends on the value that is
programmed into the “Number of Switch Inputs”
parameter. “Open” signifies that the switch is in the
OFF position. “Ground” signifies that the switch is in
the ON position.

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92 UENR4469
Customer Specified Parameters

Customer Specified Speed Control

Parameters Low Idle Speed
The “Low Idle Speed” is the minimum engine rpm.
Table 39

i05850059 Minimum Maximum Default

700 rpm 1200 rpm 750 rpm
Customer Specified
Parameters Engine Configuration Parameters

Customer specified parameters allow the engine to Ether Solenoid Configuration

be configured to the exact needs of the application.
The ether solenoid configuration defines the
Customer parameters may be changed repeatedly as presence of a solenoid for an ether starting aid.
operational requirements change. Customer passwords are required in order to change
this parameter.
The following information is a brief description of the Table 40
customer specified parameters. The following
parameter values are included with the descriptions: Value Default
Not Installed
• Minimum Not Installed
Continuous Flow Solenoid

• Maximum

• Default Glow Plug Start Aid Installation Status

The glow plug start aid installation status defines the
ECM Identification Parameter presence of a glow plug starting aid. Customer
passwords are required in order to change this
Equipment ID parameter.
Table 41
“Equipment ID” is the identification of the equipment
that is assigned by the customer. The “Equipment ID” Value Default
is only for reference by the customer. The Not Installed
“Equipment ID” is not required by the Electronic Installed
Installed
Control Module (ECM).
Table 37
Value Default Aftertreatment Ambient Temperature
17 digits
Sensor Installation Status
The available characters are de-
pendent on the service tool that
Not programmed An optional Aftertreatment Ambient Temperature
is being used.
sensor is available. This sensor is only necessary
when installation of a cold-weather pack causes the
air inlet temperature to vary excessively from the
ambient temperature.
Engine Rating Parameter Table 42

Rating Number Value Default

Not Installed
Not Installed
The rating number is the selected rating within a Installed
power rating family. The flash file defines the power
rating family. The flash file can contain one to four
ratings. The rating number defines the power rating Engine Idle Shutdown
that is used within the power rating family.
Table 38 The Engine Idle Shutdown parameters define the
engine response when the keyswitch is turned to the
Minimum Maximum Default OFF position.
1 4 1

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UENR4469 93
Customer Specified Parameters

Minimum Ambient Air Temperature Aftertreatment Configuration

Table 43
DPF #1 Soot Loading Sensing System
Value Default
Configuration Code (Engines with a DPF
0 to 29 Degrees C 0 Degrees C
Only)
The “DPF 1 Soot Loading Sensing System
Maximum Ambient Air Temperature Configuration Code” parameter determines the type
of diesel particulate filter #1soot loading sensing
Table 44 system. This parameter identifies orientation of soot
Value Default sensor, and the geometry of the DPF.
Table 49
30 to 100 Degrees C 30 Degrees C
Value Default
20(Hex) to 7F(Hex) 0
Shutdown Enable Status
Table 45
High Soot Load Aftertreatment Protection
Value Default
(Engines with a DPF Only)
Enabled
Disabled
Disabled
The “High Soot Load Aftertreatment Protection”
parameter determines whether aftertreatment
protection is enabled.
Shutdown Delay Time
Table 50
Table 46 Value Default
Value Default Disabled
Disabled
Enabled
1 to 60 minutes 5 minutes

Ambient Temperature Override Enable Engine Emissions Operator Inducement

Status Progress Configuration
Table 47 The “Engine Emissions Operator Inducement
Progress Configuration” parameter determines the
Value Default inducement strategy during an aftertreatment fault.
Enabled Table 51
Disabled
Disabled
Value Default
Reduced Performance
Air Shutoff Reduced Time
Reduced Performance

Air Shutoff
Engine Emissions Operator Inducement
The Air Shutoff parameter defines whether an air Regulation Configuration
shutoff valve is installed in the air inlet for the engine.
Table 48 The “Engine Emissions Operator Inducement
Value Default Regulation Configuration” parameter determines the
regulations that are applied during an aftertreatment
Enabled fault.
Disabled
Disabled Table 52
Value Default
European Union (EU)
Worldwide
Worldwide

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94 UENR4469
Customer Specified Parameters

Engine Emissions Operator Inducement Table 56

Emergency Override Enable Status Value Default
Engine #1
The “Engine Emissions Operator Inducement Engine #2
Emergency Override Enable Status” parameter Engine #3 Engine #1
determines whether operator inducement can be Engine #4
overridden. Engine #5
Table 53
Value Default
Disabled
PTO and Throttle Lock Parameters
Enabled
Enabled
Throttle Lock Feature Installation Status
Engine Emissions Operator Inducement Note: PTO and a multi-position throttle switch cannot
be installed at the same time.
Emergency Override Activation
The “Throttle Lock Feature Installation Status” is
The “Engine Emissions Operator Inducement used to turn on the throttle lock features. When this
Emergency Override Activation” parameter parameter is changed to “Installed” , the following
determines whether operator inducement override parameters are active and the parameters can be
has been activated. programmed.
Table 54
• “PTO engine Speed Setting”
Value Default
Not Activated
• “Throttle Lock Increment Speed Ramp Rate”
Not Activated
Activated
• “Throttle Lock Engine Set Speed Increment”
Table 57
Aftertreatment #1 DEF Tank Value Default
Configuration Not Installed
Not Installed
Installed
The “Aftertreatment #1 DEF Tank Configuration”
parameter determines the size and shape of the DEF
tank. PTO Mode
Table 55
Value Default
PTO mode can be configured to operate in either Set/
Resume mode or Ramp up/Ramp down mode. Set/
19L Portrait Resume mode allows the engine speed to be
19L Landscape Default will depend on the controlled by the operator through switch inputs. This
38L Landscape application. mode allows two specific speeds to be set and stored
Custom in the ECM. A speed can be selected or the
previously selected speed can be resumed.
Adjustments in engine speed can then be made via
Aftertreatment #1 Custom DEF Tank the raise and lower switch inputs. Ramp up/Ramp
down mode only allows the engine speed to be raised
Volume Heights or lowered via switch inputs at a desired ramp rate.
The “Set” and “Resume” functions are disabled.
The “Aftertreatment #1 Custom DEF Tank Volume Table 58
Heights” parameter determines the volume reading
at different heights in the tank. This parameter will Value Default
depend on the tank that is installed. Ramp Up/Ramp Down
Set/Resume
Set/Resume
Multiple Engines on J1939
Engine Location Throttle Lock Engine Set Speed 1
In a situation where multiple engines communicate on The “Throttle Lock Engine Set Speed 1” parameter
one J1939 channel, the Engine Location parameter is one of the engine speeds that can be selected in
defines the identity of each engine in the set. the PTO Set/Resume mode.
Table 59
Minimum Maximum Default
Low idle speed Rated speed 700

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UENR4469 95
Customer Specified Parameters

Throttle Lock Engine Set Speed 2 Miscellaneous

The “Throttle Lock Engine Set Speed 1” parameter Monitoring Mode Shutdowns
is one of the engine speeds that can be selected in
the PTO Set/Resume mode. The “Monitoring Mode Shutdowns” parameter
Table 60 controls the shutdown feature that is associated with
Minimum Maximum Default the engine monitoring feature. When this feature is
enabled and a diagnostic code with a “-31” suffix is
Low idle speed Rated speed 700 detected, the engine will be shut down.
Table 65

Throttle Lock Increment Speed Ramp Value Default

Rate Disabled
Enabled
Enabled
The “Throttle Lock Increment Speed Ramp Rate”
parameter is the rate of engine acceleration when the
PTO switch is held in the ACCELERATE position. If Monitoring Mode Derates
this parameter is set to “0” , the feature is turned off.
Table 61 The “Monitoring Mode Derates” parameter controls
the amount of derate that is associated with the
Minimum Maximum Default engine monitoring feature. When this feature is
enabled and a diagnostic code with an appropriate
0 rpm/sec 600 rpm/sec 400 rpm/sec
FMI is detected, the engine will be derated.
Table 66
Throttle Lock Decrement Speed Ramp Value Default
Rate Disabled
Enabled
Enabled
The “Throttle Lock Decrement Speed Ramp Rate”
parameter is the rate of engine deceleration when the
PTO switch is held in the DECELERATE position. If Limp Home Desired Engine Speed
this parameter is set to “0” , the feature is turned off.
Table 62 The “Limp Home Desired Engine Speed” parameter
is the maximum speed of the engine when the engine
Minimum Maximum Default
has been derated.
0 rpm/sec 600 rpm/sec 400 rpm/sec Table 67
Minimum Maximum Default
Throttle Lock Engine Set Speed 700 rpm 1800 rpm 1200 rpm

Increment
The “Throttle Lock Engine Set Speed Increment” Engine Acceleration Rate
parameter controls the increase in engine speed
when the PTO switch is briefly operated to The “Engine Acceleration Rate” parameter is the
ACCELERATE. If this parameter is set to “0” , the acceleration rate for the engine under normal
feature is turned off. operating conditions. A setting of “0” disables this
Table 63
function.
Table 68
Minimum Maximum Default
Minimum Maximum Default
0 rpm 200 rpm 10 rpm
0 rpm 65503 rpm/sec 0 rpm/sec

Throttle Lock Engine Set Speed

Engine Speed Decelerating Ramp Rate
Decrement
The “Engine Speed Decelerating Ramp Rate”
The “Throttle Lock Engine Set Speed Decrement” parameter is the deceleration ramp rate for the engine
parameter controls the decrease in engine speed under normal operating conditions. A setting of “0”
when the PTO switch is briefly operated to disables this function.
DECELERATE. If this parameter is set to “0” , the Table 69
feature is turned off.
Table 64 Minimum Maximum Default
Minimum Maximum Default 0 rpm 65503 rpm/sec 0 rpm/sec

0 rpm 200 rpm 10 rpm

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96 UENR4469
Customer Specified Parameters

Intermediate Engine Speed (Table 72, contd)

Parameter Value Default
The “Intermediate Engine Speed” is a selectable
engine speed that is between the low idle speed and Minimum Air Flow
the high engine speed. This parameter is disabled Charge Air Cooler Degrees C 40 Degrees C
when the value is set to 0 rpm. Outlet Temperature
Table 70 Coolant Temperature Enabled
Enabled
Minimum Maximum Default Input Enable Status Disabled

0 rpm 2800 rpm 0 rpm Maximum Air Flow

Degrees C 102 Degrees C
Coolant Temperature

Minimum Air Flow

Engine Fan Control Coolant Temperature
Degrees C 92 Degrees C

Table 71 Transmission Oil

Enabled
Temperature Input Enabled
Parameter Value Default Disabled
Enable Status
Off Maximum Air Flow
Engine Fan Control Off
On Transmission Oil Degrees C 110 Degrees C
Engine Fan Type Viscous Clutch Temperature
Variable Hydraulic
Configuration Variable Hydraulic
Minimum Air Flow
Pulley Ratio Ratio 1.2:1 Transmission Oil Degrees C 100 Degrees C
Temperature
Temperature Error
Increasing Percentage 10% Hydraulic Oil Tem-
Enabled
Hysteresis perature Input Ena- Enabled
Disabled
ble Status
Temperature Error
Maximum Air Flow
Decreasing Percentage 10%
Hydraulic Oil Degrees C 110 Degrees C
Hysteresis
Temperature
Current Ramp Rate Amps per Second 0.1 amps/sec
Minimum Air Flow
Fan Speed Percentage 100% Hydraulic Oil Degrees C 100 Degrees C
Temperature
Top Fan Speed RPM 1600 rpm
Auxiliary #1 Temper-
Enabled
Minimum Desired ature Input Enable Enabled
RPM 500 rpm Disabled
Fan Speed Status

Solenoid Minimum Maximum Air Flow

Amps 0.3 Amps
Current Auxiliary #1 Degrees C 110 Degrees C
Temperature
Solenoid Maximum
Amps 1.5 Amps
Current Minimum Air Flow
Auxiliary #1 Degrees C 100 Degrees C
Solenoid Dither
Hz 100 Hz Temperature
Frequency
Auxiliary #2 Temper-
Solenoid Dither Enabled
Amps 0.1 Amps ature Input Enable Enabled
Amplitude Disabled
Status
Maximum Air Flow
Cooling Fan Temperatures Auxiliary #2 Degrees C 110 Degrees C
Temperature
Table 72 Minimum Air Flow
Parameter Value Default Auxiliary #2 Degrees C 100 Degrees C
Temperature
Charge Air Cooler
Enabled
Outlet Temperature Enabled
Disabled
Input Enable

Maximum Air Flow

Charge Air Cooler Degrees C 45 Degrees C
Outlet Temperature

(continued)

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UENR4469 97
Customer Specified Parameters

Fan Reversing Table 76

Value Default
Table 73
Normally Open
Parameter Value Default Normally Open
Normally Closed
Enabled
Reversing Feature Disabled
Disabled
Reverse Operation Water in Fuel Switch Installation Status
Enabled
Early Termination Disabled
Disabled Programming the “Water in Fuel Switch Installation
Enable Status
Status” parameter to “Enabled” notifies the ECM
Enabled that a water-in-fuel switch input is present. When this
Manual Purge Disabled
Disabled parameter is programmed to “Enabled” and the
Enabled water-in-fuel switch closes, a 97-15 or 97-16
Suspend Purge
Disabled
Disabled diagnostic code will be displayed.
Table 77
Purge Cycle Interval Seconds 3600 Seconds
Value Default
Purge Cycle
Seconds 30 Seconds Installed
Duration Not Installed
Not Installed

Configurable Inputs User-Defined Switch Installation Status

Coolant Level Switch A user-defined shutdown switch is an optional switch
input. Programming the “User Defined Switch
A coolant level sensor is an optional switch input. Installation Status” parameter to “Enabled” notifies
Programming the “Coolant Level Switch” parameter the ECM that a user-defined switch input is present. If
to “Enabled” notifies the ECM that a coolant level this parameter is programmed to “Enabled” and the
switch input is present. If this parameter is user-defined shutdown switch closes, the engine will
programmed to “Enabled” and the coolant level falls shut down.
below the measured level, a “111-18” or “111-1” Table 78
diagnostic code will be displayed.
Table 74 Value Default
Value Default Installed
Not Installed
Not Installed
Installed
Not Installed
Not Installed
Auxiliary Temperature Sensor Installation
Air Filter Restriction Switch Installation Status
Status An auxiliary temperature sensor is an optional input.
Programming the “Auxiliary Temperature Sensor
An “Air Filter Restriction Switch” is an optional switch Installation Status” parameter to “Enabled” notifies
input. Programming the “Air Filter Restriction Switch the ECM that an auxiliary temperature sensor input is
Installation Status” parameter to “Enabled” notifies present.
the ECM that an input from the air filter restriction
Table 79
switch is present. When this parameter is
programmed to “Enabled” and the air filter restriction Value Default
switch closes, a 107-15 diagnostic code will be
displayed. Installed
Not Installed
Not Installed
Table 75
Value Default
Auxiliary Pressure Sensor Installation
Installed
Not Installed
Not Installed Status
An auxiliary pressure sensor is an optional input.
Air Filter Restriction Switch Programming the “Auxiliary Pressure Sensor
Installation Status” parameter to “Enabled” notifies
Configuration the ECM that an auxiliary pressure sensor input is
present.
If an “Air Filter Restriction Switch” is installed, this
parameter identifies the type of switch that is
installed.

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98 UENR4469
Customer Specified Parameters

Table 80 Table 84
Value Default Value Default
Installed Eight alphanumeric characters Eight spaces
Not Installed
Not Installed

Customer Password 2
Diesel Particulate Filter Soot Loading
Indicator Installation (If Equipped) The Customer Password 2 is the second security
password that can be defined by the customer.
A diesel particulate filter soot loading indicator is an Table 85
optional indicator. Programming the “Diesel Value Default
Particulate Filter Soot Loading Indicator Installation”
parameter to “Installed” notifies the ECM that a Eight alphanumeric characters Eight spaces
diesel particulate filter soot loading indicator is
present. If this parameter is set to “Not Installed” , the
system defaults to J1939 control. Security Access Parameters
Table 81
Value Default CAN Communication Protocol Write
Installed Security
Not Installed
Not Installed
The CAN Communication Protocol Write Security
parameter control the security required for writing
J1939 Continuous Fault Handling information through the CAN bus.
Table 86
Remote Torque Speed Control Enable Value Default
Status Seed and Key
Seed and Key
No Security
The Remote Torque Speed Control Enable Status
parameter controls the type of remote TSC input. If
this parameter is “Enabled” , the ECM expects a CAN Communication Protocol Read
continuous signal from TSC1. If this parameter is
“Disabled” , the ECM expects an intermittent signal Security
from TSC1.
Table 82 The CAN Communication Protocol Read Security
parameter control the security required for reading
Value Default
information from the CAN bus.
Enabled Table 87
Disabled
Disabled
Value Default
Seed and Key
Seed and Key
System Settings No Security

System Operating Voltage Configuration

The System Operating Voltage Configuration
parameter is the operating voltage for the engine
electrical system.
Table 83
Value Default
12 VDC
24 VDC
24 VDC

Passwords
Customer Password 1
The Customer Password 1 is the first security
password that can be defined by the customer.

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Customer Specified Parameters

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Customer Specified Parameters Table

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100 UENR4469
Customer Specified Parameters

Table 88
Customer Specified Parameters

ECM Parameter Possible Values Default Value

ECM Identification Parameter
Equipment ID 17 Digits Not Programmed
Available characters are dependent on the service
tool that is used
Engine Rating Parameter

Rating Number 1 to 4 1

Speed Control

Low Idle Speed 700 to 1200 rpm 750 rpm

Engine Configuration Parameter

Ether Solenoid Configuration Not Installed Not Installed

Continuous Flow Solenoid
Glow Plug Start Aid Installation Status Not Installed
Installed
Installed
Aftertreatment Ambient Temperature Sensor Installation Not Installed Not Installed
Status Installed
Engine Idle Shutdown

Minimum Ambient Air Temperature 0 to 29 degrees C 0 degrees C

Maximum Ambient Air Temperature 30 to 100 degrees C 30 degrees C

Shutdown Enable Status Disabled Disabled

Enabled
Shutdown Delay Time 1 to 60 minutes 5 minutes

Ambient Temperature Override Enable Status Disabled Disabled

Enabled
Air Shutoff
Air Shutoff Disabled Enabled
Enabled
Aftertreatment Configuration

DPF #1 Soot Loading Sensing System Configuration Code 20(Hex) to 7F(Hex) 0

(if equipped)

High Soot Load Aftertreatment Protection Disabled Disabled

(if equipped) Enabled

Engine Emissions Operator Inducement Progress Reduced Performance

Reduced Performance
Configuration Reduced Time

Engine Emissions Operator Inducement Regulation Environmental Protection Agency (EPA)

Configuration European Union (EU) Worldwide
Worldwide
Engine Emissions Operator Inducement Emergency Over- Disabled Enabled
ride Enable Status Enabled
Engine Emissions Operator Inducement Emergency Over- Not Activated
Not Activated
ride Activation Activated
Aftertreatment #1 DEF Tank Configuration 19L Portrait
19L Landscape Default will depend on the
38L Landscape application.
Custom

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Customer Specified Parameters

(Table 88, contd)

Customer Specified Parameters

ECM Parameter Possible Values Default Value

Aftertreatment #1 Custom DEF Tank Volume Heights Default will depend on the
-
application.

Multiple Engines on J1939

Engine Location Engine #1 Engine #1

Engine #2
Engine #3
Engine #4
Engine #5

PTO and Throttle Lock Parameters

Throttle Lock Feature Installation Status Installed Not Installed
Not Installed
PTO Mode Ramp Up/Ramp Down Set/Resume
Set/Resume
Throttle Lock Engine Set Speed 1 Low idle speed to rated speed 700 rpm

Throttle Lock Engine Set Speed 2 Low idle speed to rated speed 700 rpm

Throttle Lock Increment Speed Ramp Rate 0 to 600 rpm/sec 400 rpm/sec

Throttle Lock Decrement Speed Ramp Rate 0 to 600 rpm/sec 400 rpm/sec

Throttle Lock Engine Set Speed Increment 0 to 200 rpm 10 rpm

Throttle Lock Engine Set Speed Decrement 0 to 200 rpm 10 rpm

Miscellaneous
Monitoring Mode Shutdowns Disabled Enabled
Enable
Monitoring Mode Derates Disabled Enabled
Enabled
Limp Home Desired Engine Speed 700 to 1800 rpm 1200 rpm

Engine Acceleration Rate 0 to 65503 rpm/sec 0 rpm/sec

Engine Speed Deceleration Ramp Rate 0 to 65503 rpm/sec 0 rpm/sec

Intermediate Engine Speed 0 to 2800 rpm 0 rpm

Engine Fan Control

Off
Engine Fan Control Off
On
Viscous Clutch
Engine Fan Type Configuration Variable Hydraulic
Variable Hydraulic

Pulley Ratio Ratio 1.2:1

Temperature Error Increasing Hysteresis Percentage 10%

Temperature Error Decreasing Hysteresis Percentage 10%

Current Ramp Rate Amps per Second 0.1 amps/sec

Fan Speed Percentage 100%

Top Fan Speed RPM 1600 rpm

Minimum Desired Fan Speed RPM 500 rpm

Solenoid Minimum Current Amps 0.3 Amps

(continued)

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Customer Specified Parameters

(Table 88, contd)

Customer Specified Parameters

ECM Parameter Possible Values Default Value

Solenoid Maximum Current Amps 1.5 Amps

Solenoid Dither Frequency Hz 100 Hz

Solenoid Dither Amplitude Amps 0.1 Amps

Cooling Fan Temperatures

Enabled
Charge Air Cooler Outlet Temperature Input Enable Enabled
Disabled
Maximum Air Flow Charge Air Cooler Outlet Temperature Degrees C 45 Degrees C

Minimum Air Flow Charge Air Cooler Outlet Temperature Degrees C 40 Degrees C

Enabled
Coolant Temperature Input Enable Status Enabled
Disabled
Maximum Air Flow Coolant Temperature Degrees C 102 Degrees C

Minimum Air Flow Coolant Temperature Degrees C 92 Degrees C

Enabled
Transmission Oil Temperature Input Enable Status Enabled
Disabled
Maximum Air Flow Transmission Oil Temperature Degrees C 110 Degrees C

Minimum Air Flow Transmission Oil Temperature Degrees C 100 Degrees C

Enabled
Hydraulic Oil Temperature Input Enable Status Enabled
Disabled
Maximum Air Flow Hydraulic Oil Temperature Degrees C 110 Degrees C

Minimum Air Flow Hydraulic Oil Temperature Degrees C 100 Degrees C

Enabled
Auxiliary #1 Temperature Input Enable Status Enabled
Disabled
Maximum Air Flow Auxiliary #1 Temperature Degrees C 110 Degrees C

Minimum Air Flow Auxiliary #1 Temperature Degrees C 100 Degrees C

Enabled
Auxiliary #2 Temperature Input Enable Status Enabled
Disabled
Maximum Air Flow Auxiliary #2 Temperature Degrees C 110 Degrees C

Minimum Air Flow Auxiliary #2 Temperature Degrees C 100 Degrees C

Fan Reversing

Enabled
Reversing Feature Disabled
Disabled
Enabled
Reverse Operation Early Termination Enable Status Disabled
Disabled
Enabled
Manual Purge Disabled
Disabled
Enabled
Suspend Purge Disabled
Disabled
Purge Cycle Interval Seconds 3600 Seconds

Purge Cycle Duration Seconds 30 Seconds

Configurable Inputs

Coolant Level Switch Not Installed Not Installed

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UENR4469 103
Customer Specified Parameters

(Table 88, contd)

Customer Specified Parameters

ECM Parameter Possible Values Default Value

Installed
Air Filter Restriction Switch Installation Status Not Installed Not Installed
Installed
Air Filter Restriction Switch Configuration Normally Open
Normally Open
Normally Closed

Water in Fuel Switch Installation Status Not Installed Installed

Installed
User Defined Switch Installation Status Not Installed Not Installed
Installed
Auxiliary Temperature Sensor Installation Status Installed
Not Installed
Not Installed
Auxiliary Pressure Sensor Installation Status Installed
Not Installed
Not Installed
Diesel Particulate Filter Soot Loading Indicator Installation Installed
Not Installed
(if equipped) Not Installed

J1939 Continuous Fault Handling

Remote Torque Speed Control Enable Status Enabled

Disabled
Disabled
System Settings

System Operating Voltage Configuration 12 VDC

24 VDC
24 VDC
Passwords
Customer Password 1 Eight alphanumeric characters Eight spaces

Customer Password 2 Eight alphanumeric characters Eight spaces

Security Access Parameters

CAN Communication Protocol Write Security Seed and Key

Seed and Key
No Security

CAN Communication Protocol Read Security Seed and Key

Seed and Key
No Security

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Customer Specified Parameters

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Customer Specified Parameters Worksheet

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Customer Specified Parameters

Table 89
Customer Specified Parameters Worksheet
ECM Identification Parameter
Equipment ID

Engine Rating Parameter

Rating Number

Speed Control

Low Idle Speed

Engine Configuration Parameter

Ether Solenoid Configuration

Glow Plug Start Aid Installation Status

Aftertreatment Ambient Temperature Sensor Installation Status

Engine Idle Shutdown

Minimum Ambient Air Temperature

Maximum Ambient Air Temperature

Shutdown Enable Status

Shutdown Delay Time

Ambient Temperature Override Enable Status

Air Shutoff
Air Shutoff
Aftertreatment Configuration

DPF #1 Soot Loading Sensing System Configuration Code (if equipped)

High Soot Load Aftertreatment Protection (if equipped)

Engine Emissions Operator Inducement Progress Configuration

Engine Emissions Operator Inducement Regulation Configuration

Engine Emissions Operator Inducement Emergency Override Enable Status

Engine Emissions Operator Inducement Emergency Override Activation

Aftertreatment #1 DEF Tank Configuration

Aftertreatment #1 Custom DEF Tank Volume Heights

Multiple Engines on J1939

Engine Location

PTO and Throttle Lock Parameters

Throttle Lock Feature Installation Status
PTO Mode
Throttle Lock Engine Set Speed 1

Throttle Lock Engine Set Speed 2

Throttle Lock Increment Speed Ramp Rate

Throttle Lock Decrement Speed Ramp Rate

Throttle Lock Engine Set Speed Increment

(continued)

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106 UENR4469
Customer Specified Parameters

(Table 89, contd)

Customer Specified Parameters Worksheet
Throttle Lock Engine Set Speed Decrement

Miscellaneous
Monitoring Mode Shutdowns

Monitoring Mode Derates

Limp Home Desired Engine Speed

Engine Acceleration Rate

Engine Speed Deceleration Ramp Rate

Intermediate Engine Speed

Engine Fan Control

Engine Fan Control

Engine Fan Type Configuration

Pulley Ratio

Temperature Error Increasing Hysteresis

Temperature Error Decreasing Hysteresis

Current Ramp Rate

Fan Speed

Top Fan Speed

Minimum Desired Fan Speed

Solenoid Minimum Current

Solenoid Maximum Current
Solenoid Dither Frequency

Solenoid Dither Amplitude

Cooling Fan Temperatures

Charge Air Cooler Outlet Temperature Input Enable

Maximum Air Flow Charge Air Cooler Outlet Temperature

Minimum Air Flow Charge Air Cooler Outlet Temperature

Coolant Temperature Input Enable Status

Maximum Air Flow Coolant Temperature

Minimum Air Flow Coolant Temperature

Transmission Oil Temperature Input Enable Status

Maximum Air Flow Transmission Oil Temperature

Minimum Air Flow Transmission Oil Temperature

Hydraulic Oil Temperature Input Enable Status

Maximum Air Flow Hydraulic Oil Temperature

Minimum Air Flow Hydraulic Oil Temperature

Auxiliary #1 Temperature Input Enable Status

Maximum Air Flow Auxiliary #1 Temperature

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Customer Specified Parameters

(Table 89, contd)

Customer Specified Parameters Worksheet
Minimum Air Flow Auxiliary #1 Temperature

Auxiliary #2 Temperature Input Enable Status

Maximum Air Flow Auxiliary #2 Temperature

Minimum Air Flow Auxiliary #2 Temperature

Fan Reversing

Reversing Feature

Reverse Operation Early Termination Enable Status

Manual Purge

Suspend Purge

Purge Cycle Interval

Purge Cycle Duration

Configurable Inputs

Coolant Level Switch

Air Filter Restriction Switch Installation Status
Air Filter Restriction Switch Configuration

Water in Fuel Switch Installation Status

User Defined Switch Installation Status
Auxiliary Temperature Sensor Installation Status

Auxiliary Pressure Sensor Installation Status

Diesel Particulate Filter Soot Loading Indicator Installation (if equipped)

J1939 Continuous Fault Handling

Remote Torque Speed Control Enable Status

System Settings

System Operating Voltage Configuration

Passwords
Customer Password 1
Customer Password 2
Security Access Parameters

CAN Communication Protocol Write Security

CAN Communication Protocol Read Security

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108 UENR4469
System Configuration Parameters

System Configuration The rating code is not reprogrammed when the

replacement ECM is for the same engine rating.
Parameters If the ECM is for a different engine rating, then the
following components may require replacement:
pistons, fuel injectors and other components. The
engine information ratings plate must also be
changed in order to reflect the new rating.
i05859352
Some systems such as the cooling system or the
System Configuration transmission may also require changes when the
engine is rerated. Contact the local OEM dealer for
Parameters further information.

“Engine Serial Number””

System configuration parameters affect the emissions
of the engine or the power of the engine. System When a new ECM is delivered, the engine serial
configuration parameters are programmed at the number in the ECM is not programmed. The “Engine
factory. Normally, system configuration parameters Serial Number” should be programmed to match the
would never change through the life of the engine. engine serial number that is stamped on the engine
System configuration parameters must be information plate.
reprogrammed if an Electronic Control Module (ECM)
is replaced. System configuration parameters are not Factory Installed Aftertreatment #1
reprogrammed if the ECM software is changed.
Factory passwords are required to change these Identification Number
parameters. The following information is a description The “Factory Installed Aftertreatment #1 Identification
of the system configuration parameters. Number” parameter ensures that the correct
aftertreatment package is installed.
“ Full Load Setting””
DPF #1 Soot Loading Sensing
The “Full Load Setting” is a number that represents
the factory adjustment to the fuel system in order to System Configuration Code
fine-tune the fuel system. If the ECM is replaced, the
“full load setting” must be reprogrammed in order to Note: This parameter is only applicable to
prevent a 630-2 diagnostic code from becoming aftertreatment systems with a Diesel Particulate Filter
active. (DPF).

“ Full Torque Setting”” The “DPF #1 Soot Loading Sensing System

Configuration Code” is used to determine the type of
“Full Torque Setting” is like “Full Load Setting” . If diesel particulate filter soot loading sensing system.
the ECM is replaced, the full torque setting must be This code is a combination of two letters that
reprogrammed in order to prevent a 630-2 diagnostic identifies the orientation of the soot sensor and the
geometry of the DPF. This code is used by the ECM
code from becoming active. software to identify the correct calibration table in
order to match the soot sensor system to the DPF.
“ Rating”” The calibration table optimizes the soot readings and
the regeneration cycles.
The “Rating” is a code that prevents the use of an
incorrect power rating and/or emission rating for a
specific engine. Each horsepower rating and each
Limp Home Engine Speed
emission certification have a different code to all other The “Limp Home Engine Speed” is the maximum
horsepower ratings and emission certifications. This
rating is a code that prevents the use of an incorrect engine speed allowed when the engine has been
power rating and/or emission rating for a specific derated.
engine.
Limp Home Engine Speed Ramp
When an ECM is replaced, this rating interlock code Rate
must match the code that is stored in the ECM. If the
rating interlock code does not match the code that is The “Limp Home Engine Speed Ramp Rate” is the
stored in the ECM, both of the following situations will rate at which the engine speed decelerates when the
exist: engine has been derated.
• The engine will not run.
• The diagnostic code 631-2 Calibration Module :
Erratic, Intermittent, or Incorrect will be active.
Note: The flash programming of a new rating
interlock replaces the old rating interlock.

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UENR4469 109
System Configuration Parameters

“ ECM Software Release Date””

This parameter is defined by the rating interlock and
this parameter is not programmable. The “ECM
Software Release Date” is used to provide the
version of the software. The Customer parameters
and the software change levels can be monitored by
this date. The date is provided in the month and the
year (SEP14). SEP is the month (September). 14 is
the year (2014).

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Symptom Troubleshooting

Symptom Troubleshooting

i05859379

Acceleration Is Poor or Throttle

Response Is Poor

Probable Causes
• Diagnostic codes
• Parameters in the Electronic Control Module
(ECM)
• Electrical connectors

• Air intake and exhaust system

• Valve lash

• Turbocharger or turbochargers
• Fuel supply
• Low compression (cylinder pressure)

• Electronic unit injectors

• Individual malfunctioning cylinder

Recommended Actions
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.

Note: The procedures have been listed in order of

probability. Complete the procedures in order.

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.

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UENR4469 111
Symptom Troubleshooting

Table 90
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Engine Derate or Result: A diagnostic code is present.

Diagnostic Codes
Note: Certain diagnostic codes and/or event codes may cause Troubleshoot the code and then reset the histogram.
poor performance. Refer to in the electronic service tool.
Result: A diagnostic code is not present.
A. Use the electronic service tool to check for active or logged Proceed to Test Step 2.
codes.
B. Use the electronic service tool to check the histogram infor-
mation if the engine has been derated.

Note: If the histograms contain engine derates and no diagnos-

tic codes are present, then the engine is operating normally.

2. Parameters in the Electronic Control Module (ECM) Parameters Result: The parameters are not correct.

A. Use the electronic service tool to verify that the correct pa- Input the correct parameters. Refer to Troubleshooting,
rameters are being used. Refer to Troubleshooting, “System “Configuration Parameters” for additional information.
Configuration Parameters” for additional information.
Result: The parameters are correct.

Proceed to Test Step 3.

3. Electrical connectors Electrical Result: The intake manifold pressure is not zero ± 0.5 kPa
connections (zero ± 0.070 psi).
A. Turn the start switch to the ON position.
Check the 5 VDC sensor supply for the intake manifold
B. Use the electronic service tool to check the intake manifold pressure. Refer to Troubleshooting, “Sensor Supply - Test”.
pressure.
Result: The throttle response is not as expected.
C. Run the engine until the speed is equal to the maximum no-
load speed. If the maximum no-load speed cannot be obtained refer to
Troubleshooting, “Switch Circuits - Test” and Troubleshoot-
C. Use the electronic service tool to make sure that the throttle ing, “Mode Selection - Test”.
is set to reach the maximum no-load speed.
If the engine speed is erratic refer to Troubleshooting,
“Speed Control (Analog) - Test” or Troubleshooting, “Speed
Control (PWM) - Test”.

Result: All responses are normal.

Proceed to Test Step 4.

4. Air Intake and Exhaust System Restrictions Result: There are restrictions in the air inlet or exhaust
system.
A. Observe the check engine lamp. Check for an air filter re-
striction indicator, if equipped. Replace a plugged air filters. Re- Make the necessary repairs, Refer to Systems Operation/
fer to the Operation and Maintenance Manual. Testing and Adjusting, “Air Inlet and Exhaust System - In-
spect” for additional information.
B. Check the air inlet and exhaust system for restrictions and/or
leaks. Result: There are no restrictions in the air inlet or exhaust
system.

Proceed to Test Step 5.

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Symptom Troubleshooting

(Table 90, contd)

Troubleshooting Test Steps Values Results

5. Valve Lash Valve lash Result: The valve lash is not correct.

Note: The valve lash can affect the performance of the engine. Check the valve lash. Refer to Systems Operation, Testing,
A. Check the valve lash. and Adjusting, “Engine Valve Lash - Inspect” for the correct
procedure.

Result: The valve lash is correct.

For engines with a single turbocharger, proceed to Test

Step 6.

For engines with twin turbochargers, proceed to Test Step

7.

6. Turbocharger Turbocharger Result: There is a fault on the turbocharger.

This Test Step is applicable to engines with a single Repair the turbocharger or replace the turbocharger. Refer
turbocharger. to Disassembly and Assembly, “Turbocharger - Remove”
and Disassembly and Assembly, “Turbocharger - Install”.
Note: The turbocharger that is installed on the engine is a non-
serviceable item. If any mechanical fault exists, then the faulty Result: The turbocharger is OK.
turbocharger must be replaced.
Proceed to Test Step 8.
A. Ensure that the mounting bolts for the turbocharger are tight.

B. Check that the oil drain for the turbocharger is not blocked or
restricted.

C. Check that the compressor housing for the turbocharger is

free of dirt and debris. Make sure that the housing is not
damaged.

D. Check that the turbine housing for the turbocharger is free of

dirt and debris. Make sure that the housing is not damaged.

E. Check that the turbine blades rotate freely in the

turbocharger.

F. Ensure that the wastegate on the turbocharger is adjusted

correctly. Refer to Systems Operation, Testing, and Adjusting,
“Turbocharger - Inspect”. If the wastegate actuator is faulty, re-
place the turbocharger. Refer to Disassembly and Assembly,
“Turbocharger - Remove” and Disassembly and Assembly,
“Turbocharger - Install”.

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Symptom Troubleshooting

(Table 90, contd)

Troubleshooting Test Steps Values Results

7. Turbochargers Turbochargers Result: There is a fault on one of the turbochargers.

This Test Step is applicable to engines with twin turbochargers. Repair the faulty turbocharger or replace the faulty turbo-
charger. Refer to Disassembly and Assembly, “Turbocharg-
Note: The turbochargers that are installed on the engine are er - Remove” and Disassembly and Assembly,
nonserviceable items. If any mechanical fault exists, then the “Turbocharger - Install”.
faulty turbocharger must be replaced.
Result: The turbochargers are OK.
A. Ensure that the mounting bolts for the turbochargers are
tight. Proceed to Test Step 8.

B. Check that the oil drains for the turbochargers are not
blocked or restricted.

C. Check that the compressor housings for the turbochargers

are free of dirt and debris. Make sure that the housings are not
damaged.

D. Check that the turbine housings for the turbochargers are

free of dirt and debris. Make sure that the housings are not
damaged.

E. Check that the turbine blades rotate freely in the

turbochargers.

F. Ensure that the wastegate on the high-pressure turbocharger

is adjusted correctly. Refer to Systems Operation, Testing, and
Adjusting, “Turbocharger - Inspect”. If the wastegate actuator is
faulty, replace the high-pressure turbocharger. Refer to Disas-
sembly and Assembly, “Turbocharger - Remove” and Disas-
sembly and Assembly, “Turbocharger - Install”.

8. Fuel Supply Fuel system Result: The fuel supply is not OK.

A. Visually check the fuel level in the fuel tank. Do not rely on Repair the fuel system or replace the fuel system compo-
the fuel gauge only. nents, as necessary.

B. Ensure that the vent in the fuel cap is not filled with debris. Result: The fuel supply is OK.

C. Ensure that the fuel supply valve (if equipped) is in the full Proceed to Test Step 9.
OPEN position.

D. If the temperature is below 0 °C (32 °F), check for solidified

fuel (wax).

E. Check the primary filter/water separator for water in the fuel.

F. Check for fuel supply lines that are restricted.

G. Check that the low-pressure fuel lines are tight and secured
properly.

H. Check that the Electric Fuel Lift Pump (EFLP) is operating. If

the EFLP is suspect, refer to Troubleshooting, “Relay - Test
(Electric Fuel Lift Pump)”.

I. Replace the in-line fuel filter that is upstream of the primary

fuel filter.

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Symptom Troubleshooting

(Table 90, contd)

Troubleshooting Test Steps Values Results
J. Replace the primary and secondary fuel filters.

K. Check the diesel fuel for contamination. Refer to Systems

Operation, Testing, and Adjusting, “Fuel Quality - Test”.

H. Check for air in the fuel system. Refer to Systems Operation,

Testing, and Adjusting, “Air in Fuel - Test”.

I.
Ensure that the fuel system has been primed. Refer to Systems
Operation, Testing, and Adjusting, “Fuel System - Prime”.

Illustration 55 g02485897
Minimum TPIR flow rate in a 24 VDC system

Illustration 53 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 54 g02485896
Minimum TPIR flow rate in a 12 VDC system

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UENR4469 115
Symptom Troubleshooting

Table 91
Troubleshooting Test Steps Values Results

9. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Refer to Illustration 53 . Proceed to Test Step 11.

A. Disconnect the TPIR return line from the drain port on the TPIR. Result: The fuel flow is less than the minimum limit.
Install a suitable blanking cap on the open port in the TPIR return
line. Proceed to Test Step 10.

B. Connect a temporary drain line to the drain port on the TPIR.

C. Place the end of the temporary drain line into a suitable cali-
brated container.

D. With the isolator switch in the ON position but the engine not
running, use a suitable multimeter to measure the input voltage to
the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine not
running, measure the fuel flow from the temporary drain line.

F. Refer to Illustration 54 or 55 for the minimum acceptable flow

rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

Illustration 56 g02527498 Illustration 57 g02527518

Minimum EFLP flow rate in a 12 VDC system Minimum EFLP flow rate in a 24 VDC system

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116 UENR4469
Symptom Troubleshooting

Table 92
Troubleshooting Test Steps Values Results

10. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the
recorded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Disconnect the fuel inlet connection from the primary fuel filter “Fuel Priming Pump - Remove and Install”.
head.
Result: The fuel flow is above the minimum value for the
C. Install a suitable blank on the fuel inlet port on the primary fuel recorded voltage.
filter head.
Proceed to Test Step 11.
D. Place the open end of the fuel inlet line in a suitable calibrated
container.

E. With the keyswitch in the ON position, measure the input volt-

age at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow from

the fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Illus-
tration 56 or 57 .

11. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between the
EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or kinked..
Clear or replace the blocked line.
B. If the TPIR return line is clear, confirm that the Electric Fuel Lift
Pump (EFLP) is operating. Make sure that fuel lines between the Result: The TPIR return line and the fuel lines between the
EFLP and the TPIR are not blocked or kinked. EFLP and the TPIR are clear.

Replace the EFLP.

If the fault is still present, proceed to Test Step 12.

12. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation, Test-
ing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in

the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 13.

(continued)

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Symptom Troubleshooting

(Table 92, contd)

Troubleshooting Test Steps Values Results

13. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.
Injectors
A. Use the electronic service tool to perform the automatic “Cylin- Remove any faulty electronic unit injectors. Refer to Disas-
der Cut Out Test” . sembly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step 12 Install new electronic unit injectors. Refer to Disassembly
was satisfactory, the “Cylinder Cut Out Test” will identify any and Assembly, “Electronic Unit Injector - Install”.
faulty injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault
is still apparent, remove the replacement electronic unit in-
jector and install the original electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit Injector -
Remove” and Disassembly and Assembly, “Electronic Unit
Injector - Install”.

Result: All injectors are OK.

Proceed to Test Step 14.

14. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic service Investigate the cause of the fault on any cylinder that is not
tool to perform the manual “Cylinder Cut Out Test” . operating. Investigate the cause of the fault on any cylinder
that is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound from
the engine. When a cylinder is cut out, there should be a notice- Result: The test indicates that all cylinders are OK.
able change in the sound of the engine.
Contact Perkins Global Technical Support.
If a change in the sound of the engine is not noted, the isolated
cylinder is not operating under normal conditions. If the isolation of
a cylinder results in a change in the sound that is less noticeable,
the cylinder may be operating below normal performance.

i05861083

Alternator Is Noisy

Note: This symptom is not an electronic system fault.

Refer to Systems Operation, Testing and Adjusting
for information on possible electrical causes of this
condition.

Probable Causes
• Alternator drive belt and tensioner
• Alternator mounting bracket

• Alternator drive pulley

• Alternator bearings

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 93
Troubleshooting Test Steps Values Results

1. Alternator Drive Belt and Tensioner Drive belt Result: The alternator drive belt is in good condition and
the belt tension is correct.
A. Inspect the condition of the alternator drive belt.
Proceed to Test Step 2.
B. Check the belt tension. If necessary, check the automatic
belt tensioner. Result: The alternator drive belts are not in good condition
or the belt tension is incorrect.
Note: Excessive belt tension can result in damage to the
alternator. If the alternator drive belts are worn or damaged, replace
the belts. Refer to Disassembly and Assembly for the cor-
rect procedure.

If necessary, replace the automatic belt tensioner. Refer to

Disassembly and Assembly for the correct procedure.

Result: The alternator drive belts are in good condition and

the belt tension is correct.

Proceed to Test Step 2.

2. Alternator Mounting Bracket Alternator Mounting Result: The alternator mounting bracket is cracked and
Bracket distorted.
A. Inspect the alternator mounting bracket for cracks and
distortion. Repair the mounting bracket or replace the mounting
bracket.

Note: The repair/replacement will ensure that the alternator

drive belt and the alternator drive pulley are in alignment.

Result: The alternator mounting bracket is OK.

Proceed to Test Step 3.

3. Alternator Drive Pulley Alternator Drive Result: There is excessive wear on the alternator drive
Pulley pulley.
A. Check the condition of the alternator drive pulley. Look for
deep grooves that have been worn into the pulley by the belt. Replace the pulley.
Check that the nut for the pulley has not become loose.
Result: The alternator drive pulley nut was loose.

Tighten the nut.

Result: There is not excessive wear on the alternator drive

pulley.

Proceed to Test Step 4.

4. Alternator Bearings Alternator bearings Result: The alternator bearings are not OK.

A. Check the alternator bearings for signs of wear. Repair the alternator or replace the alternator, as needed.
Refer to Disassembly and Assembly for the correct
procedure.

Result: The alternator bearings are OK.

Contact Perkins Global Technical Support.

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UENR4469 119
Symptom Troubleshooting

i05861085

Alternator Problem

Note: This symptom is not an electronic system fault.

Probable Causes
• Alternator drive belt and tensioner

• Alternator
• Charging circuit

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 94
Troubleshooting Test Steps Values Results
Result: The alternator drive belts are not in good condition
1. Alternator Drive Belt and Tensioner Drive belt or the belt tension is incorrect.

A. Inspect the condition of the alternator drive belt. If the alternator drive belts are worn or damaged, replace
the belts. Refer to Disassembly and Assembly for the cor-
B. Check the belt tension. Check the automatic belt tensioner. rect procedure.

Note: Excessive belt tension can result in damage to the If necessary, replace the automatic belt tensioner. Refer to
alternator. Disassembly and Assembly for the correct procedure.

Result: The alternator drive belts are in good condition and

the belt tension is correct.

Proceed to Test Step 2.

2. Alternator Alternator Result: The alternator is not operating correctly.

A. Verify that the alternator is operating correctly. Repair the alternator or replace the alternator, as necessary.
Refer to Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly, “Alternator - Install” for the
correct procedure.

Result: The alternator is operating correctly.

Proceed to Test Step 3.

3. Charging Circuit Charging circuit Result: The charging circuit is not operating correctly.

A. Inspect the battery cables, wiring, and connections in the Clean all connections and tighten all connections. Replace
charging circuit. any faulty parts.

Result: The charging circuit is operating correctly.

Contact Perkins Global Technical Support.

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Symptom Troubleshooting

i05861088

Battery Problem
Probable Causes

• Charging circuit

• Batteries
• Auxiliary device

Recommended Actions
Complete the procedure in the order in which the
steps are listed.
Table 95
Troubleshooting Test Steps Values Results

1. Charging Circuit Charging Result: The charging circuit is not OK.

circuit
A. Check that the battery charging circuit is operating correctly. Re- Repair the charging circuit, as necessary.
fer to Troubleshooting, “Alternator Problem”.
Result: The charging circuit is OK.

Proceed to Test Step 2.

2. Batteries Battery Result: One of the batteries is not OK.

A. Verify that the battery or batteries are no longer able to hold a Replace the faulty battery. Refer to the Operation and Mainte-
charge. Refer to Systems Operation/Testing and Adjusting, “Bat- nance Manual, “Battery - Replace”.
tery - Test”.
Result: The battery or batteries are OK.

Proceed to Test Step 3.

3. Auxiliary Device Auxiliary Result: The battery or batteries have been drained by an aux-
Device iliary device being left in the ON position.
A. Check if an auxiliary device has drained the battery or batteries
by being left in the ON position. Charge the battery or batteries. Verify that the battery or bat-
teries are able to maintain a charge. Refer to Systems Opera-
tion/Testing and Adjusting for the correct procedure.

Result: The battery or batteries have not been drained by an

auxiliary device being left in the ON position.

Contact Perkins Global Technical Support.

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UENR4469 121
Symptom Troubleshooting

i05898511

Clean Emissions Module Has High Oxygen Level

Table 96

Diagnostic Trouble Codes for CEM High Oxygen Level

J1939 Code Code Description Comments

Aftertreatment #1 Intake O2 : High - mod-
3217-16 The SCR Intake NOx Sensor is reading High O2
erate severity (2)

Aftertreatment #1 Outlet O2 : High - mod-

3227-16 The SCR Outlet NOx Sensor is reading High O2
erate severity (2)

Follow the troubleshooting procedure in order to identify the root cause of the fault.

DOC/SCR Aftertreatment
The SCR intake NOx sensor is located in the exhaust
pipe between the Exhaust Back Pressure Regulator
(EBPR) and the Diesel Oxidation Catalyst (DOC)
inlet. The SCR outlet NOx sensor is located in the
exhaust tail pipe.
DOC/DPF/SCR Aftertreatment
The SCR intake NOx sensor is located in the Clean
Emissions Module (CEM) after the Diesel Particulate
Filter (DPF). The SCR outlet NOx sensor is located in
the exhaust tail pipe.
The exhaust system has two NOx sensors that
measure O2 and NOx. The inlet sensor monitors the
NOx and O2 entering the SCR catalyst. The outlet
sensor monitors the NOx and O2 exiting the SCR
catalyst.
Complete the procedure in the order in which the
steps are listed.

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Table 97
Troubleshooting Test Steps Values Results
Correctly In-
1. Check if NOx Sensors are Installed stalled / Not in- Result: The sensor is not installed correctly.
stalled correctly
A. Locate the appropriate NOx Sensor. Install the sensor correctly.

B. Check if the sensor is installed correctly. Proceed to Test Step 3.

Result: The sensor is installed correctly.

Proceed to Test Step 2.

2. Check for an Exhaust Leak Between the Turbocharger and Leak found Result: An exhaust leak is found between the turbo and
the Tailpipe the tail pipe.

A. Check for disconnected exhaust pipes. Repair the exhaust leak.

B. Check for broken/loose joints. Proceed to Test Step 3.

Test passed
3. Perform the Aftertreatment System Functional Test Result: The Aftertreatment System Functional Test
passed.
A. Reset all active codes and clear all logged codes.
The NOx Sensing system is fully functional and the fault
B. Use the electronic service tool to perform the “Aftertreatment has been eliminated.
System Functional Test” in order to verify that the fault is
eliminated. Return the unit to service.

Result: The Aftertreatment System Functional Test did

not pass and the diagnostic code is still present.

Replace the sensor.

If the fault is still present, contact Perkins Global Techni-

cal Support.

i05861095

Coolant Contains Oil

Probable Causes

• Engine oil cooler

• Cylinder head gasket

• Cylinder head
• Cylinder block

Recommended Actions
Complete the procedure in the order in which the
steps are listed.

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UENR4469 123
Symptom Troubleshooting

Table 98
Troubleshooting Test Steps Values Results

1. Engine Oil Cooler Oil Cooler Result: A leak is found in the engine oil cooler.

A. Drain the coolant from the cooling system. Drain the lubricat- Install a new oil cooler. Refer to Disassembly and Assem-
ing oil from the engine oil cooler. Refer to the Operation and bly, “Engine Oil Cooler - Remove” and Disassembly and
Maintenance Manual for more information. Assembly, “Engine Oil Cooler - Install” for the correct
procedure.
B. Check for leaks in the engine oil cooler. Refer to Systems
Operation, Testing, and Adjusting, “Cooling System” for the cor- Flush the cooling system. Refer to the Operation and Main-
rect procedure. tenance Manual for the correct procedure. Refill the cooling
system with the correct coolant. Refer to the Operation and
Maintenance Manual for the recommended coolant and
capacities.

After the leak has been repaired, refill the engine with oil of
the correct specification . Refer to the Operation and Main-
tenance Manual for the correct oil capacity and viscosity.

Result: A leak was not found in the engine oil cooler.

Proceed to Test Step 2.

2. Cylinder Head Gasket Cylinder head Result: The cylinder head gasket does not show signs of
gasket damage or leakage.
A. Remove the cylinder head. Refer to Disassembly and As-
sembly, “Cylinder Head - Remove”. C. Install a new cylinder head gasket and install the cylin-
der head. Refer to Disassembly and Assembly, “Cylinder
B. Inspect the cylinder head gasket for faults and any signs of Head - Install” .
leakage.
Result: The cylinder head gasket shows signs of damage
or leakage.

Proceed to Test Step 3.

3. Cylinder Head Cylinder head Result: A fault was found in the cylinder head.

A. Check for cracks in the cylinder head. Perform a leak test on Repair the cylinder head or replace the cylinder head. In-
the cylinder head. Refer to System Operation, Testing and Ad- stall the cylinder head. Refer to Disassembly and Assem-
justing, “Cylinder Head - Inspect” for the correct procedure. bly, “Cylinder Head - Install”.

Result: A fault was not found in the cylinder head.

Proceed to Test Step 4.

4. Cylinder Block Cylinder block Result: A fault was found in the cylinder block.

A. Inspect the top face of the cylinder block for faults and signs Repair the cylinder block or replace the cylinder block. In-
of leakage. spect the top deck. Refer to the Reuse and Salvage Guide-
Refer to Systems Operation, Testing, and Adjusting, “Cylinder lines for the proper inspection procedure.
Block - Inspect” for the correct procedure.
Result: No fault was found in the cylinder block.

Install the cylinder head. Refer to Disassembly and Assem-

bly, “Cylinder Head - Install”.

Contact Perkins Global Technical Support.

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124 UENR4469
Symptom Troubleshooting

i05867094

Coolant Level Is Low

This procedure is only applicable to engines that

have a coolant level sensor.
This procedure covers the following diagnostic code:
Table 99
Diagnostic Trouble Codes for Low Coolant Level

J1939 Code Code Description Comments

111-1 Engine Coolant Level : Low - Level The coolant level switch is operating correctly. The coolant level is low.
3
The engine has been running for 10 seconds.

The engine will shut down 10 seconds after the code becomes active.

Factory passwords are required in order to clear the logged code.

111-18 Engine Coolant Level : Low - Level The coolant level switch is operating correctly. The coolant level is low.
2
The engine has been running for 10 seconds.

The engine will be derated 10 seconds after the code becomes active.

Factory passwords are required in order to clear the logged code.

Inspect the cooling system. Refer to Systems

Operation, Testing, and Adjusting, “Cooling System -
Test” for the correct procedure.

i05861149

Coolant Temperature Is High

This procedure covers the following diagnostic

trouble codes:
Table 100
Diagnostic Trouble Codes for High Coolant Temperature

J1939 Code Code Description Comments

The coolant temperature has been at 109° C
(228° F) for 10 seconds.

The ECM has been powered for at least 2

seconds.
110-15 Engine Coolant Temperature : High - least severe
The engine has been running for at least 185
seconds.

There are no electrical faults or battery faults

on the circuit.

(continued)

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UENR4469 125
Symptom Troubleshooting

(Table 100, contd)

Diagnostic Trouble Codes for High Coolant Temperature

J1939 Code Code Description Comments

The coolant temperature has been at 111° C
(232° F) for 10 seconds.

The ECM has been powered for at least 2

seconds.

110-16 Engine Coolant Temperature : High - moderate severity The engine has been running for at least 185
seconds.

There are no electrical faults or battery faults

on the circuit.

The engine will be derated.

The coolant temperature has been at 114° C

(237° F) for 10 seconds.

The ECM has been powered for at least 2

seconds.

The engine has been running for at least 185

110-0 Engine Coolant Temperature : High - most severe seconds.

There are no electrical faults or battery faults

on the circuit.

The engine will be derated.

The engine may shut down.

Probable Causes
• Diagnostic codes
• Coolant level
• Coolant temperature sensor

• Radiator and hoses

• Radiator cap and pressure relief valve

• Water temperature regulator

• Engine cooling fan

• Quality of coolant
• Coolant pump

• NRS cooler
• Cylinder head gasket

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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126 UENR4469
Symptom Troubleshooting

Table 101
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: Diagnostic codes are not present.

Codes
A. Use the electronic service tool to check for diagnostic codes that Return the unit to service.
relate to the temperature in the cooling system.
Result: Diagnostic codes are present.

Proceed to Test Step 2.

2. Coolant Level Engine coolant

level Result: The engine coolant level is low.
A. Check the coolant level.
Check the cooling system for leaks. Refer to Troubleshoot-
ing, “Coolant Level is Low” for additional information. Re-
pair any leaks immediately.

Result: The engine coolant level is OK.

Proceed to Test Step 3.

3. Coolant Temperature Sensor Coolant tem- Result: The temperature sensor is not accurate.
perature sensor
A. Compare the reading for the coolant temperature on the elec- Troubleshoot the circuit and the coolant temperature sen-
tronic service tool to the reading for the coolant temperature on a sor. Refer to Troubleshooting, “Sensor Signal (Analog,
calibrated test gauge. Passive) - Test”.

Result: The temperature sensor is reading accurately.

Proceed to Test Step 4.

4. Radiator and Hoses Radiator and Result: The radiator fins are blocked or damaged.
hoses
A. Check the radiator fins for dirt, debris, and/or damage. Remove any dirt and/or debris and straighten any bent
fins.
B. Check for collapsed hoses and/or other restrictions.
Result: The radiator has internal blockage.
C. Check the radiator for internal blockage.
Remove the blockage.
Ensure that the radiator size is sufficient. An undersized radiator
does not have enough area for the effective release of heat. An un- Result: The radiator fins are not damaged and the radiator
dersized radiator may cause the engine to run at a temperature that does not have an internal blockage.
is higher than normal. The normal temperature is dependent on the
ambient temperature. Proceed to Test Step 5.

5. Radiator Cap and Pressure Relief Valve Radiator cap Result: The pressure relief valve and/or the water temper-
ature regulator are not operating properly.
A. Pressure-test the cooling system. Refer to Systems Operation,
Testing, and Adjusting, “Cooling System” for the correct procedure. Clean the components or replace the components.

B. Check that the seating surfaces of the pressure relief valve and Result: The pressure relief valve and/or the water temper-
the radiator cap are clean and undamaged. ature regulator are operating properly.

C. Check operation of the pressure relief valve and/or the water Proceed to Test Step 6.
temperature regulator.

(continued)

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Symptom Troubleshooting

(Table 101, contd)

Troubleshooting Test Steps Values Results

6. Water Temperature Regulator Water Temper- Result: The water temperature regulator is not operating
ature Regulator correctly.
Check the water temperature regulator for correct operation. Refer
to Systems Operation, Testing, and Adjusting, “Cooling System” for Replace the water temperature regulator. Refer to Disas-
the proper procedure. sembly and Assembly, “Water Temperature Regulator -
Remove and Install”.

Result: The water temperature regulator is operating

correctly.

Proceed to Test Step 7.

7. Engine Cooling Fan Fan Result: The cooling fan is not operating correctly.

A. Check that the cooling fan is operating correctly. Make sure that the cooling fan is being driven correctly.
Make sure that the belt tensioner is operating correctly
B. Check the engine cooling fan for damage.
Result: The fan is damaged.

Repair the fan or replace the fan, as necessary. Refer to

Disassembly and Assembly, “Fan - Remove and Install”.

Result: The fan is OK.

Proceed to Test Step 8.

8. Quality of Coolant Coolant Result: The coolant is not of an acceptable quality.

A. Check the quality of the coolant. Refer to the Operation and Drain and refill the coolant system with coolant of the cor-
Maintenance Manual, “Refill Capacities and Recommendations - rect quality. Refer to the Operation and Maintenance Man-
Coolant”. ual, “Refill Capacities and Recommendations - Coolant”.

Result: The coolant is of an acceptable quality.

Proceed to Test Step 9.

9. Inspection of the Coolant Pump Coolant pump Result The coolant pump is damaged or not operating
correctly.
A. Inspect the impeller of the coolant pump for damage and/or
erosion. If necessary, replace the coolant pump. Refer to Disas-
sembly and Assembly, “Water Pump - Remove” and Disas-
B. Make sure that the drive gear is not loose on the drive shaft of sembly and Assembly, “Water Pump - Install”.
the coolant pump.
Result The coolant pump is not damaged and the pump is
operating correctly.

Proceed to Test Step 10.

(continued)

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128 UENR4469
Symptom Troubleshooting

(Table 101, contd)

Troubleshooting Test Steps Values Results

10. NRS Cooler NRS cooler Result: Bubbles are present in the coolant or the coolant
is discolored.
Switch off the engine and allow the engine to cool to below normal
working temperature. Remove the pressure cap for the coolant sys- Check the NRS cooler. Perform a leak test on the NRS
tem. Start the engine and inspect the coolant for the presence of cooler. Refer to Systems Operation, Testing, and Adjust-
bubbles or discoloration of the coolant. ing, “Exhaust Cooler (NRS) - Test”.

Note: If bubbles are present in the coolant or the coolant is discol- If necessary, install a replacement NRS cooler. Confirm
ored, combustion gases may be entering the cooling system. that the fault has been eliminated.

Result: There are no faults in the NRS cooler.

Proceed to Test Step 11.

11. Cylinder Head Gasket Cylinder Head Result: Bubbles are present in the coolant or the coolant
gasket is discolored.
Switch off the engine and allow the engine to cool to below normal
working temperature. Remove the pressure cap for the coolant sys- Check the cylinder head gasket. Refer to the recom-
tem. Start the engine and inspect the coolant for the presence of mended action for the cylinder head gasket within Trouble-
bubbles or discoloration of the coolant. shooting, “Oil Contains Coolant”.

Note: If bubbles are present in the coolant or the coolant is discol- Check the cylinder head for flatness. Refer to the recom-
ored, combustion gases may be entering the cooling system. mended action for checking flatness of the cylinder head
within Systems Operation, Testing, and Adjusting, “Cylin-
der Head - Inspect”.

Result: There is no evidence of gas leakage into the cool-

ing system.

Contact Perkins Global Technical Support.

i05861150

Coolant Temperature Is Low Personal injury can result from hot coolant, steam
and alkali.

Use this procedure in order to troubleshoot a low At operating temperature, engine coolant is hot
coolant temperature. and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Probable Causes
Remove filler cap slowly to relieve pressure only
• Extreme ambient temperatures when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
• Cooling system fault
Cooling System Conditioner contains alkali.
• Coolant temperature sensor Avoid contact with skin and eyes.
• Water temperature regulator

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 129
Symptom Troubleshooting

Table 102
Troubleshooting Test Steps Values Results

1. Make Sure the Engine is Correctly Equipped for Ambient Engine operation Result: The engine is equipped for the ambient
Conditions conditions.

A. Ensure that the engine is correctly equipped for the ambient Proceed to Test Step 2.
conditions.
Result: The engine is not equipped for ambient
conditions.

Refer to Perkins Global Technical Support for more in-

formation regarding equipment required for cold-weath-
er operation.

2. Inspect the Cooling System Engine coolant Result: The engine coolant level is OK.
level
A. Check the coolant level. Proceed to Test Step 3.

B. Check for signs of a coolant leak. Result: The engine coolant level is not OK.

Note: If the coolant temperature sensor is not immersed in coolant, Check the cooling system for leaks. Refer to Trouble-
a false reading can occur. shooting, “Coolant Level is Low” for additional informa-
tion. Repair any leaks.

3. Faulty Coolant Temperature Sensor Faulty coolant Result The coolant temperature is as expected.
temperature
A. Check the reading of the coolant temperature on the electronic sensor A failed coolant temperature sensor has been detected.
service tool. The temperature should rise steadily as the engine is Replace the temperature sensor.
warmed. Ensure that the temperature is as expected.
Result The coolant temperature is as expected.

Proceed to Test Step 4.

4. Check the Engine Coolant System Coolant Result: The coolant temperature comes up to opera-
temperature tional temperature.
A. Turn the keyswitch to the OFF position.
Return the unit to service.
B. Connect to the electronic service tool.
Result The coolant temperature does not come up to
C. Start the engine. operational levels.

D. Monitor the “Engine Coolant Temperature” in the status screen Test the . Refer to Systems Operation, Testing, and Ad-
justing, “Water Temperature Regulator - Test”. If the test
fails, replace the water temperature regulator. Refer to
Disassembly and Assembly, “Water Temperature Reg-
ulator - Remove and Install”.

If the fault is still present, contact Perkins Global Tech-

nical Support.

i05861153 In normal operation of the engine, the pressure relief

valve remains closed. If there is evidence of oil
Crankcase Breather Ejects Oil staining on the cylinder head behind the breather
canister, perform the following procedure in order to
diagnose the fault.
The crankcase breather canister includes a pressure
relief valve that prevents a build-up of excessive
pressure in the breather canister.

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Probable Causes
• Breather filter
• Breather hoses
• Excessive blow-by

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

Illustration 58 g03712219
Typical breather canister
(1) Filter element
(2) Breather canister

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UENR4469 131
Symptom Troubleshooting

Table 103
Troubleshooting Test Steps Values Results

1. Breather Filter Filter Result: The filter element (1) is not correctly installed or the
element is damaged.
A. Check that filter element (1) is correctly installed and that
the element is not damaged. Install the filter element correctly or replace the filter
element.
B. Check for restrictions or blockages in breather canister (2).
Result: There are restrictions or blockages in the breather
Note: In cold ambient conditions, ice can form in the outlets of canister.
the breather canister.
Clean the interior of the breather canister.

Result: The breather is clean and operating correctly.

Proceed to Test Step 2.

2. Breather Hoses Hoses Result: One or more of the hoses is pinched or blocked.

A. Make sure that the oil return hose from the breather canister Clear the hose or replace the hose.
is not pinched or blocked.
Result: All of the hoses are clear.
B. Make sure that the breather outlet hose from the breather
canister is not pinched or blocked. Proceed to Test Step 3.

3. Excessive Blow-by Blow-by Result: There is excessive blow-by.

Note: Excessive blow-by increases the flow of fumes through Replace the breather filter.
the breather system and can cause the breather filter to block.
The pressure relief valve may then open. Investigate the cause of the excessive blow-by. Refer to
Troubleshooting, “Oil Consumption Is Excessive”.
A. Check the engine for excessive blow-by.
Result: The blow-by is not excessive.

If the fault is still present, contact Perkins Global Technical

Support.

i05861154 Recommended Actions

Crankcase Fumes Disposal Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Tube Has Oil Draining

A discharge of condensation from the breather is

normal. The discharge is normally clear but can
contain soot. Although the discharge can contain oil
vapor, any liquid oil must be limited to 0.5 g (0.02 oz)
per hour. An oil discharge in excess of 0.5 g (0.02 oz)
must be investigated.

Probable Causes
• Breather filter

• Engine oil level

• One-way valve

• Excessive blow-by

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Illustration 59 g03712219
Typical breather canister
(1) Filter element
(2) Breather canister

Table 104
Troubleshooting Test Steps Values Results

1. Breather Filter Filter Result: The filter element (1) is not correctly installed or the
element is damaged.
A. Check that filter element (1) is correctly installed and that
the element is not damaged. Install the filter element correctly or replace the filter
element.
B. Check for restrictions or blockages in breather canister (2).
Result: There are restrictions or blockages in the breather
Note: If a new filter element blocks before the service period is canister.
completed, the blockage can indicate a fault in the engine.
Clean the interior of the breather canister.
Note: In cold ambient conditions, ice can form in the outlets of
the breather canister. Result: The breather is clean and operating correctly.

Proceed to Test Step 2.

2. Engine Oil Level Oil level Result: The engine oil level is high.

A. Check the oil level in the engine. Check for contamination of the oil with fuel or coolant. Refer
to Troubleshooting, “Oil Contains Fuel” or Troubleshooting,
“Oil Contains Coolant”.

If the engine oil is not contaminated, remove the excess oil.

Result: The engine oil level is correct.

Proceed to Test Step 3.

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UENR4469 133
Symptom Troubleshooting

Illustration 60 g03700050
(3) Breather drain hose
(4) One-way valve

Table 105
Troubleshooting Test Steps Values Results

3. One-way Valve One-way valve Result: The one-way valve does not operate correctly.

A. Disconnect breather drain hose (3) from one-way valve (4) Install a replacement valve. Refer to Disassembly and As-
and then remove the one-way valve from the engine. Refer to sembly, “Crankcase Breather - Install”.
Disassembly and Assembly, “Crankcase Breather - Remove”.

B. Use a suitable cleaning solution to flush the one-way valve. Result: The one-way valve operates correctly.

C. Connect a low-pressure air supply breather drain hose side

of the one-way valve. The air must flow freely through the Proceed to Test Step 4.
valve.

D. Connect a low-pressure air supply crankcase side of the

one-way valve. The valve must block the airflow.

4. Excessive Blow-by Blow-by Result: There is excessive blow-by.

Note: Excessive blow-by increases the flow of fumes through Replace the breather filter.
the breather system and can cause oil discharge from the
fumes disposal tube. Investigate the cause of the excessive blow-by. Refer to
Troubleshooting, “Oil Consumption Is Excessive”.
A. Check the engine for excessive blow-by.
Result: The blow-by is not excessive.

If the fault is still present, contact Perkins Global Technical

Support.

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i05861157

Cylinder Is Noisy
Probable Causes

• Diagnostic codes

• Fuel quality
• Valve train components

• Low Compression (Cylinder Pressure)

• Injectors

• Pistons

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 135
Symptom Troubleshooting

Table 106
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Codes Result: A diagnostic trouble code is active or logged.

A. Establish communication between the electronic service tool and Troubleshoot the active or logged codes.
the Electronic Control Module (ECM).
Result: A diagnostic trouble code is not active or logged.
B. Download the Warranty Report and the Product Status Report
with Histograms before performing any troubleshooting or clearing Proceed to Test Step 2.
any diagnostic codes.

Note: The downloaded information will be required by Perkins

Global Technical Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. Fuel Quality Fuel Result: The fuel quality is not OK.

A. Check the fuel quality. Refer to Systems Operation, Testing, and Drain the fuel system and replace the fuel filters. Refer to
Adjusting, “Fuel Quality - Test”. the Operation and Maintenance Manual, “Fuel System Pri-
mary Filter (Water Separator) Element - Replace” and Op-
B. Refer to Operation and Maintenance Manual for information on eration and Maintenance Manual, “Fuel System Filter -
the proper characteristics of the fuel for the engine. Replace”.

Fill the fuel system with fuel that meets the standard in the
Operation and Maintenance Manual, “Fluid
Recommendations”.

Prime the fuel system. Refer to the Operation and Mainte-

nance Manual, “Fuel System - Prime”.

Verify that the procedure has eliminated the noise.

Result: The fuel quality is OK.

Proceed to Test Step 3.

3. Valve Train Components Valve train Result: Valve train components are damaged.

A. Check the valve lash. Refer to Troubleshooting, “Valve Lash Is Make the necessary repairs, Verify that the repair has elimi-
Excessive”. nated the noise.

B. Check for damage to valve train components. Remove the valve Result: The valve train components are not damaged.
cover from the engine. Check the following items for damage:
Proceed to Test Step 4.
· Valve springs

· Rocker shaft

· Bridges

· Pushrods

· Camshaft followers

· Hydraulic lifters

Refer to the Disassembly and Assembly for additional information.

(continued)

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(Table 106, contd)

Troubleshooting Test Steps Values Results

4. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation, Test-
ing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in

the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 5.

5. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.

Injectors
A. Use the electronic service tool to perform the automatic “Cylin- Remove any faulty electronic unit injectors. Refer to Disas-
der Cut Out Test” . sembly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step 9 Install new electronic unit injectors. Refer to Disassembly
was satisfactory, the “Cylinder Cut Out Test” will identify any faulty and Assembly, “Electronic Unit Injector - Install”.
injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault is
still apparent, remove the replacement electronic unit injec-
tor and install the original electronic unit injector. Refer to
Disassembly and Assembly, “Electronic Unit Injector - Re-
move” and Disassembly and Assembly, “Electronic Unit In-
jector - Install”.

Result: All injectors are OK.

Proceed to Test Step 6.

6. Pistons Pistons Result: One or more pistons are worn or damaged.

A. Inspect the pistons for damage and wear. Replace any worn or damaged parts.

Verify that the repair has eliminated the noise.

Result: All pistons are OK.

If the fault is still present, contact Perkins Global Technical

Support.

i05948775 Use this procedure to troubleshoot the following

codes:
DEF Concentration Is Incorrect Note: Refer to Troubleshooting, “Service Tool
Features” for more information about service
features.
Download the “Warranty Report” from the engine
Electronic Control Module (ECM) before performing
any troubleshooting or clearing diagnostic trouble
codes.

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UENR4469 137
Symptom Troubleshooting

Table 107
Diagnostic Trouble Codes for DEF Concentration Is Incorrect

J1939 Code Code Description Comments

3516-12 Aftertreatment 1 Diesel Exhaust Fluid Concentration : The Diesel Emissions Fluid (DEF) concentration cannot
Failure be determined.
The engine warning lamp will come on.

3516-16 Aftertreatment 1 Diesel Exhaust Fluid Concentration : The Diesel Emissions Fluid (DEF) has a high
High - moderate severity (2) concentration.
The engine warning lamp will come on.

3516-18 Aftertreatment 1 Diesel Exhaust Fluid Concentration : The Diesel Emissions Fluid (DEF) has a low
Low - moderate severity (2) concentration.
The engine warning lamp will come on.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Table 108
Required Tools

Tool Part Number Part Description Qty

A T400195 Refractometer 1
B T400236 Kit - Test 1

Note: The procedures have been listed in order of

probability. Complete the procedure in the order in
which the steps are listed.
Table 109
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Codes Active or Logged Diagnostic Diagnostic active Result: A diagnostic code is active or logged other than a
codes. or logged codes 3516-16 or 3516-18 code.

A. Establish communication between the electronic service tool Troubleshoot the active or logged code.
and the Electronic Control Module (ECM). Refer to Troubleshoot-
ing, “Electronic Service Tools”, if necessary. Result: A 3516-X diagnostic code is active or logged.

B. Download the “Warranty Report” from the engine ECM before Proceed to Test Step 2.
performing any troubleshooting or clearing diagnostic trouble
codes.

2. Check the DEF Quality DEF quality Result: DEF quality is not within the acceptable range.
standards
A. Use a T400195 Refractometer to measure the Diesel Exhaust Drain the DEF fluid from the tank. Refill the tank with DEF
Fluid (DEF) quality. that meets ISO 22241 quality standards.

Refer to Testing and Adjusting, “Diesel Exhaust Fluid Quality - Proceed to Test Step 3.
Test” for the correct procedure.
Result: DEF quality is within the acceptable range.

Proceed to Test Step 3.

(continued)

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138 UENR4469
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(Table 109, contd)

3. Perform a DEF Dosing System Accuracy Test by Volume 75 mL (2.5 fl oz) Result: The amount of DEF collected was less than
to 100 mL 75 mL (2.5 fl oz) or greater than 100 mL (3.4 fl oz).
A. Turn the keyswitch to the OFF position. (3.4 fl oz)
Install a new DEF injector. Refer to Disassembly and As-
B. Remove the DEF injector. Refer to Disassembly and Assembly, sembly, “DEF Injector and Mounting - Remove and Install”.
“DEF Injector and Mounting - Remove and Install”.
Repeat this Step.
Note: Leave all lines connected to the DEF injector.
Result: The amount of DEF collected was within 75 mL
C. Install the DEF injector into the container from Tooling B. (2.5 fl oz) to 100 mL (3.4 fl oz).

D. Turn the keyswitch to the ON position. Proceed to Test Step 4.

E. Connect to the electronic service tool.

F. Perform the “DEF Dosing System Accuracy Test” . Refer to

Testing and Adjusting, “Aftertreatment SCR System Dosing Test”
for the correct procedure.

Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times.

4. Perform a DEF Dosing System Accuracy Test by Weight 86 g (3.0 oz) to Result: The amount of DEF collected was within 86 g
105.1 g (3.68 oz) (3.0 oz) to 105.1 g (3.68 oz).
A. Turn the keyswitch to the OFF position.
Install the DEF injector. Refer to Disassembly and Assem-
B. Use suitable scales to weigh the container from Tooling B. Re- bly, “DEF Injector and Mounting - Remove and Install”.
cord the result.
Proceed to Test Step 6.
C. Remove the DEF injector. Refer to Disassembly and Assembly,
“DEF Injector and Mounting - Remove and Install”. Result: The amount of DEF collected was below 86 g
(3.0 oz)
Note: Leave all lines connected to the DEF injector.
Install a new filter in the DEF pump.
D. Install the DEF injector into the container from Tooling B.
Repeat Test Step 4. If the amount of DEF collected is still
E. Turn the keyswitch to the ON position. below 86 g (3.0 oz), proceed to Test Step 5.

F. Connect to the electronic service tool. Result: The amount of DEF collected was above 105.1 g
(3.68 oz) .
G. Perform the “DEF Dosing System Accuracy Test” . Refer to
Testing and Adjusting, “Aftertreatment SCR System Dosing Test” Install a replacement DEF injector. Refer to Disassembly
for the correct procedure. and Assembly, “DEF Injector and Mounting - Remove and
Install”.
Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times. Proceed to Test Step 6.

H. Use suitable scales to weigh the container from Tooling B with

the DEF. Record the result.

J. Subtract the result from Step B from the result from Step H. Re-
cord the result.

(continued)

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UENR4469 139
Symptom Troubleshooting

(Table 109, contd)

5. Check the DEF Pressure Line Restrictions, ob- Result: There are restrictions or leaks in the lines.
structions, or
A. Turn the keyswitch to the OFF position . leaks Remove the restrictions or replace the pressure line.

Note: Engines without a DPF: The keyswitch must be OFF for 10 Proceed to Test Step 6.
minutes to allow the DEF pump to purge, reset the code, and re-
set the Diesel Exhaust Fluid Controller (DCU). Result: There are no restrictions or leaks in the lines.

Note: Engines with a DPF: The keyswitch must be OFF for 15 mi- Proceed to Test Step 6.
nutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU).

B. Visually inspect the lines for leaks or damage.

C. Remove the DEF pressure line between the DEF pump and
the DEF injector.

D. Check for ice, urea deposits, or debris in the DEF pressure

line.

6. Perform an “ Aftertreatment System Functional Test”” Test passed Result: The “Aftertreatment System Functional Test”
passed.
A. Turn the keyswitch to the ON position.
STOP
B. Start the engine.
Result: The “Aftertreatment System Functional Test” did
C. Connect to the electronic service tool. not pass.

D. Perform an “Aftertreatment System Functional Test” . Perform the Aftertreatment Recovery Procedure.

Repeat the “Aftertreatment System Functional Test” .

If the “Aftertreatment System Functional Test” fails, con-

tact Perkins Global Technical Support.

i05948780

DEF Module Does Not

Respond

Download the “Warranty Report” from the engine

ECM before performing any troubleshooting or
clearing diagnostic trouble codes.
Use this procedure to troubleshoot the following
codes:

Note: Refer to Troubleshooting, “Service Tool

Features” for more information about service
features.
Table 110
Diagnostic Trouble Code for DEF Module Does Not Respond

J1939 Code Code Description Comments

Catalyst Dosing Unit : Not Responding
3361-7 The DEF injector is not functioning properly.
Properly

Follow the troubleshooting procedure in order to identify the root cause of the problem.

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Table 111
Required Tools

Tool Part Number Part Description Qty

A T400236 Kit - Test 1

Note: The procedures have been listed in order of

probability. Complete the procedure in the order in
which the steps are listed.
Table 112
Troubleshooting Test Steps Values Results

1. Check the Resistance of the DEF Injector DEF injector Result: The resistance between the pins on the DEF in-
jector measured between 6.65 Ohms to 7.15 Ohms. The
A. Download a warranty report. resistance between a pin on the DEF injector and ground
measured more than 10000 Ohms.
Refer to “Aftertreatment Abnormal Shutdown History” under the
“Information” tab in the “Engine #1 Aftertreatment Controller” . If Proceed to Test Step 2.
hot shutdowns have occurred, advise the operator to allow the en-
gine to cool down before turning the keyswitch to off. Result: The resistance between the pins on the DEF in-
jector did not measure between 6.65 Ohms to 7.15 Ohms.
B. Turn the keyswitch to the OFF position .
A failed DEF injector has been detected, replace the failed
Note: Engines without a DPF: The keyswitch must be OFF for 10 DEF injector. Refer to the Disassembly and Assembly,
minutes to allow the DEF pump to purge, reset the code, and reset “DEF Injector and Mounting - Remove and Install”.
the Diesel Exhaust Fluid Controller (DCU).
Proceed to Test Step 8.
Note: Engines with a DPF: The keyswitch must be OFF for 15 mi-
nutes to allow the DEF pump to purge, reset the code, and reset Result: The resistance between a pin on the DEF injector
the Diesel Exhaust Fluid Controller (DCU). and ground did not measure more than 10000 Ohms.

C. Disconnect the DEF injector from the applicable harness. A failed DEF injector has been detected, replace the failed
DEF injector. Refer to the Disassembly and Assembly,
D. Inspect the connector for damage or debris. “DEF Injector and Mounting - Remove and Install”.

E. Measure the resistance between the two pins in the DEF Proceed to Test Step 10.
injector.

F. Measure the resistance between one of the pins in the DEF in-
jector and a suitable ground.

2. Check for a Short Circuit in the Wiring Harness DEF injector Result: The resistance of the DEF injector wiring harness
wiring measured greater than 10K Ohms.
A. Disconnect the connector from the DEF injector.
Connect the injector to the applicable harness.
C. Measure the resistance between the two pins on the harness
connector. Proceed to Test Step 3.

The reading will measure the resistance in the wiring harness be- Result: The resistance of the DEF injector wiring harness
tween the DEF injector connector and the DCU. did not measure greater than 10K Ohms.

There is a short circuit in the wiring harness between the

DEF injector connector and the DCU. Repair or replace
the wiring harness.

Connect the harness to the DEF injector.

Proceed to Test Step 3.

(continued)

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Symptom Troubleshooting

(Table 112, contd)

Troubleshooting Test Steps Values Results

3. Perform a DEF Dosing System Accuracy Test by Volume 75 mL (2.5 fl oz) Result: The amount of DEF collected was less than
to 100 mL 75 mL (2.5 fl oz) or greater than 100 mL (3.4 fl oz).
A. Turn the keyswitch to the OFF position. (3.4 fl oz)
Install a new DEF injector. Refer to Disassembly and As-
B. Remove the DEF injector. Refer to Disassembly and Assembly, sembly, “DEF Injector and Mounting - Remove and
“DEF Injector and Mounting - Remove and Install”. Install”.

Note: Leave all lines connected to the DEF injector. Repeat this Step.

C. Install the DEF injector into the container from Tooling A. Result: The amount of DEF collected was within 75 mL
(2.5 fl oz) to 100 mL (3.4 fl oz).
D. Turn the keyswitch to the ON position.
Proceed to Test Step 4.
E. Connect to the electronic service tool.

F. Perform the “DEF Dosing System Accuracy Test” . Refer to

Testing and Adjusting, “Aftertreatment SCR System Dosing Test”
for the correct procedure.

Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times.

4. Perform a DEF Dosing System Accuracy Test by Weight 86 g (3.0 oz) to Result: The amount of DEF collected was within 86 g
105.1 g (3.0 oz) to 105.1 g (3.68 oz).
A. Turn the keyswitch to the OFF position. (3.68 oz)
Install the DEF injector. Refer to Disassembly and Assem-
B. Use suitable scales to weigh the container from Tooling A. Re- bly, “DEF Injector and Mounting - Remove and Install”.
cord the result.
Proceed to Test Step 6.
C. Remove the DEF injector. Refer to Disassembly and Assembly,
“DEF Injector and Mounting - Remove and Install”. Result: The amount of DEF collected was below 86 g
(3.0 oz)
Note: Leave all lines connected to the DEF injector.
Install a new filter in the DEF pump.
D. Install the DEF injector into the container from Tooling A.
Repeat Test Step 4. If the amount of DEF collected is still
E. Turn the keyswitch to the ON position. below 86 g (3.0 oz), proceed to Test Step 5.

F. Connect to the electronic service tool. Result: The amount of DEF collected was above 105.1 g
(3.68 oz) .
G. Perform the “DEF Dosing System Accuracy Test” . Refer to
Testing and Adjusting, “Aftertreatment SCR System Dosing Test” Install a replacement DEF injector. Refer to Disassembly
for the correct procedure. and Assembly, “DEF Injector and Mounting - Remove and
Install”.
Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times. Proceed to Test Step 10.

H. Use suitable scales to weigh the container from Tooling A with

the DEF. Record the result.

J. Subtract the result from Step B from the result from Step H. Re-
cord the result.

(continued)

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142 UENR4469
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(Table 112, contd)

Troubleshooting Test Steps Values Results

5. Check the DEF Pressure Line Restrictions, ob- Result: There are restrictions or leaks in the lines.
structions, and
A. Turn the keyswitch to the OFF position . leaks Remove the restrictions or replace the pressure line.

Note: Engines without a DPF: The keyswitch must be OFF for 10 Proceed to Test Step 6.
minutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU). Result: There are no restrictions in the lines.

Note: Engines with a DPF: The keyswitch must be OFF for 15 mi- Proceed to Test Step 6.
nutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU).

B. Visually inspect the lines for leaks or damage.

C. Remove the DEF pressure line and the DEF return line. Refer to
the Disassembly and Assembly, “Diesel Exhaust Fluid Lines - Re-
move and Install”.

D. Check for ice, urea deposits, or debris in the lines.

6. Perform an “ Aftertreatment System Functional Test”” Test Result: The test was successful.

A. Turn the keyswitch to the ON position. Do not start the engine. Return the unit to service.

B. Connect to the electronic service tool. Result: The test not was successful and additional codes
were logged.
C. Use the electronic service tool to perform the “Aftertreatment
System Functional Test” . Troubleshoot the additional codes, Refer to Troubleshoot-
ing, “Diagnostic Trouble Codes” for the correct procedure.

Result: The test not was successful and no codes were

logged.

Proceed to Test Step 7.

(continued)

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UENR4469 143
Symptom Troubleshooting

(Table 112, contd)

Troubleshooting Test Steps Values Results

7. Replace the DEF Injector DEF Injector Result: The DEF injector was replaced.

A. Turn the keyswitch to the OFF position . Proceed to Test Step 8.

Note: Engines without a DPF: The keyswitch must be OFF for 10

minutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU).

Note: Engines with a DPF: The keyswitch must be OFF for 15 mi-
nutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU).

B. Remove the DEF injector. Refer to Disassembly and Assembly,

“DEF Injector and Mounting - Remove and Install”.

C. Install a new DEF injector. Refer to the Disassembly and As-

sembly, “DEF Injector and Mounting - Remove and Install”.

D. Download a warranty report.

Refer to “Aftertreatment Abnormal Shutdown History” under the

“Information” tab in the “Engine #1 Aftertreatment Controller” . If
hot shutdowns have occurred, advise the operator to allow the en-
gine to cool down before turning the keyswitch to off.

8. Perform a DEF Dosing System Accuracy Test by Volume 75 mL (2.5 fl oz) Result: The amount of DEF collected was less than
to 100 mL 75 mL (2.5 fl oz) or greater than 100 mL (3.4 fl oz).
A. Turn the keyswitch to the OFF position. (3.4 fl oz)
Install a new DEF injector. Refer to Disassembly and As-
B. Remove the DEF injector. Refer to Disassembly and Assembly, sembly, “DEF Injector and Mounting - Remove and
“DEF Injector and Mounting - Remove and Install”. Install”.

Note: Leave all lines connected to the DEF injector. Repeat this Test Step.

C. Install the DEF injector into the container from Tooling A. Result: The amount of DEF collected was within 75 mL
(2.5 fl oz) to 100 mL (3.4 fl oz).
D. Turn the keyswitch to the ON position.
Proceed to Test Step 9.
E. Connect to the electronic service tool.

F. Perform the “DEF Dosing System Accuracy Test” . Refer to

Testing and Adjusting, “Aftertreatment SCR System Dosing Test”
for the correct procedure.

Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times.

(continued)

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144 UENR4469
Symptom Troubleshooting

(Table 112, contd)

Troubleshooting Test Steps Values Results

9. Perform a DEF Dosing System Accuracy Test by Weight 86 g (3.0 oz) to Result: The amount of DEF collected was within 86 g
105.1 g (3.0 oz) to 105.1 g (3.68 oz).
A. Turn the keyswitch to the OFF position. (3.68 oz)
Install the DEF injector. Refer to Disassembly and Assem-
B. Use suitable scales to weigh the container from Tooling A. Re- bly, “DEF Injector and Mounting - Remove and Install”.
cord the result.
Proceed to Test Step 10.
C. Remove the DEF injector. Refer to Disassembly and Assembly,
“DEF Injector and Mounting - Remove and Install”. Result: The amount of DEF collected was below 86 g
(3.0 oz)
Note: Leave all lines connected to the DEF injector.
Replace the DEF pump. Refer to Disassembly and As-
D. Install the DEF injector into the container from Tooling A. sembly, “Diesel Exhaust Fluid Pump - Remove and
Install”.
E. Turn the keyswitch to the ON position.
Proceed to Test Step 10.
F. Connect to the electronic service tool.
Result: The amount of DEF collected was above 105.1 g
G. Perform the “DEF Dosing System Accuracy Test” . Refer to (3.68 oz) .
Testing and Adjusting, “Aftertreatment SCR System Dosing Test”
for the correct procedure. Install a replacement DEF injector. Refer to Disassembly
and Assembly, “DEF Injector and Mounting - Remove and
Note: This test should run for 5 minutes. If the test only runs for 1 Install”.
minute, repeat the test a further four times.
Proceed to Test Step 10.
H. Use suitable scales to weigh the container from Tooling A with
the DEF. Record the result.

J. Subtract the result from Step B from the result from Step H. Re-
cord the result.

10. Perform an “ Aftertreatment System Functional Test”” Test Passed Result: The test was successful.

A. Turn the keyswitch to the ON position. Do not start the engine. Return the unit to service.

B. Connect to the electronic service tool. Result: The test not was successful and additional codes
were logged.
C. Use the electronic service tool to perform the “Aftertreatment
System Functional Test” . Troubleshoot the additional codes, Refer to Troubleshoot-
ing, “Diagnostic Trouble Codes” for the correct procedure.

Result: The test not was successful and no codes were

logged.

Contact Perkins Global Technical Support.

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UENR4469 145
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i05948827

DEF Pressure Is High

Table 113
Diagnostic Trouble Codes for DEF Pressure Is High

J1939 Code Description Comments

Code
Aftertreatment 1 Diesel Exhaust Fluid
The DCU detects that the DEF pump pressure is above the acceptable range.
4334-16 Doser Absolute Pressure : High -
The code is logged.
moderate severity (2)

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Complete the procedure in the order in which the

steps are listed.

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146 UENR4469
Symptom Troubleshooting

Table 114
Troubleshooting Test Steps Values Results

1. Check the Suction System for a Restriction DEF suction line Result: An obstruction was found.
restriction
A. Install a new DEF pump filter. Refer to the Operation and Main- Flush line with water/low pressure air. If necessary, re-
tenance Manual, “Diesel Exhaust Fluid Filter - Clean/Replace”. place the line.

B. Turn the keyswitch to the OFF position for 15 minutes. Proceed to Test Step 3.

Note: The keyswitch must be OFF for 15 minutes to allow the DEF Result: An obstruction was not found.
pump to purge, reset the code, and reset the DCU.
Proceed to Test Step 2.
C. Remove the suction line from the DEF tank header and the DEF
pump.

D. Inspect the suction line for obstructions.

Note: Possible obstructions are ice, DEF deposits, or debris.

2. Check for a Restriction in the DEF Pump DEF pump Result: DEF did not flow from the DEF suction line into
restriction the container.
A. Connect the suction line to DEF pump (2). Place the other end
of the line into a suitable container to collect the DEF. Replace the DEF pump. Refer to the Disassembly and
Assembly manual for the correct procedure.
B. Turn the keyswitch to the ON position. Do not start the engine.
Proceed to Test Step 3.
C. Connect to the electronic service tool.
Result: DEF flowed from the suction line into the
D. Perform the “DEF Dosing System Verification Test” . Wait for container.
the test to complete.
Connect the suction line to DEF tank header.

Proceed to Test Step 3.

3. Perform a “ Aftertreatment System Functional Test””

Functional test Result: The test was successful.
A. Start the engine.
Return the unit to service.
B. Connect to the electronic service tool.
Result: The test was not successful. There are additional
C. Perform the “Aftertreatment System Functional Test ” . codes.

Troubleshoot the additional codes. Refer to Troubleshoot-

ing, “Diagnostic Trouble Codes”. Repeat Test Step 3.

Result: The test was not successful. There are no addi-

tional codes.

Contact Perkins Global Technical Support.

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UENR4469 147
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i05948836

DEF Pressure Is Low

Table 115
Diagnostic Trouble Codes for DEF Pressure Is Low

J1939 Code Code Description Comments

Aftertreatment #1 SCR Dosing Reagent Ab- Diesel Exhaust Fluid (DEF) system pressure dropped below the acceptable
4334-18
solute Pressure : Low - moderate severity (2) threshold during dosing

Aftertreatment Diesel Exhaust Fluid Dosing

5392-31 DEF system pressure was not achieved during priming
Unit Loss of Prime
Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.

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148 UENR4469
Symptom Troubleshooting

Table 116
Troubleshooting Test Steps Values Results

1. Check the DEF Gauge Gauge Result: The gauge did not move by adding or removing flu-
position id to the tank.
A. Turn the keyswitch to the ON position.
Replace the DEF tank header. Return the unit to service.
A. Check the current position of the DEF gauge.
Result: The gauge moved by adding or removing fluid to
B. Clean dirt and debris from around the tank filler cap before re- the tank.
moving the cap. Add DEF to the DEF tank.
Proceed to Test Step 2.
C. Check for a change in the gauge position.

D. If the gauge is in the full position, drain DEF from the tank and
look for a change in the gauge position.

2. Inspect the Lines for Leaks Leaks Result: A leaking or disconnected line was found.

A. Turn the keyswitch to the ON position. Do not start the engine. Repair or replace the faulty DEF line.

B. Connect to the electronic service tool. Proceed to Test Step 8.

C. Perform the “DEF Dosing System Verification Test” to pressurize Result: A leaking or disconnected line was not found.
the system. Refer to Troubleshooting, “Service Tool Features” for
more information. Proceed to Test Step 3.

D. Inspect all of the DEF lines for disconnected lines or leaks.

3. Inspect the DEF Tank Filler Cap Filler cap Result: The cap has a blockage.

A. Clean dirt and debris from around the filler cap before removing Replace the cap.
the cap. Blockages can be caused by a build-up of dirt/debris
around the filler cap. A blocked filler cap can cause a 5392-31 diag- Note: The cap contains a membrane so the cap cannot be
nostic code. cleaned.

B. Remove the cap. Proceed to Test Step 8.

C. Visually inspect the DEF tank filler cap for blockages. Result: A blockage was not found.

Proceed to Test Step 4.

4. Check for Suction System Restrictions Restrictions Result: An obstruction was found.

A. Install a new DEF pump filter. Refer to the Operation and Mainte- Flush the line with water or low-pressure air or replace the
nance Manual, “Diesel Exhaust Fluid Filter - Clean/Replace”. suction line.

B. Disconnect suction line (1) from the DEF tank header and DEF Proceed to Test Step 8.
pump.
Result: An obstruction was not found.
C. Inspect the suction line for obstructions.
Install the suction line.
Possible obstructions are ice, DEF deposits, or debris.
Proceed to Test Step 5.

5. Replace the Filters and Flush the DEF Tank DEF filter Result: The DEF tank was flushed and the filters were
replaced.
A. Turn the keyswitch to the OFF position for 15 minutes.
Proceed to Test Step 6.

(continued)

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UENR4469 149
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(Table 116, contd)

Troubleshooting Test Steps Values Results
Note: The keyswitch must be OFF for 15 minutes to allow the DEF
pump to purge, reset the code, and reset the DEF Control Unit
(DCU).

B. Flush the DEF tank. Refer to Testing and Adjusting, “Diesel Ex-
haust Fluid Tank - Flush” for the correct procedure.

C. Replace the DEF tank header filter and the DEF pump filter. Re-
fer to Testing and Adjusting, “Diesel Exhaust Fluid Tank - Flush” for
the correct procedure.

6. Perform an Aftertreatment System Functional Test

Test Result: The test is successful.
A. Start the engine. successful
Return the unit to service.
B. Connect to the electronic service tool.
Result: The test is not successful.
C. Perform the “Aftertreatment System Functional Test” . Refer to
Troubleshooting, “Service Tool Features” for more information. Proceed to Test Step 7.

7. Check for a Leaking DEF Injector Leakage Result: DEF is leaking from the DEF injector nozzle.

A. Turn the keyswitch to the OFF position for 15 minutes. Replace the DEF injector. Proceed to Test Step 8.

Note: The keyswitch must be OFF for 15 minutes to allow the DEF Result: DEF is not leaking from the DEF injector nozzle.
pump to purge, reset the code, and reset the DEF Control Unit
(DCU). Replace the Pump and Electronics Unit (PEU).

B. Remove the injector from the Clean Emissions Module (CEM). Proceed to Test Step 8.
Make sure the DEF, and electrical lines are still connected.

C. Insert the DEF injector into the container from the T400236 Kit-
Test.

D. Turn the keyswitch to the ON position. Do not start the engine.

E. Connect to the electronic service tool.

F. Perform the “DEF Dosing System Verification Test” to pressurize

the system and inspect the injector for leakage.

8. Perform an Aftertreatment System Functional Test

Test Result: The test is successful.
A. Start the engine. successful
Return the unit to service.
B. Connect to the electronic service tool.
Result: The test is not successful. There are additional
C. Perform the “Aftertreatment System Functional Test” . codes.

Troubleshoot the additional codes. Confirm that the fault

has been eliminated.

If the fault is still present, contact Perkins Global Technical

Support.

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150 UENR4469
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i05862083

DEF Tank Level Is Low

Table 117
Diagnostic Trouble Codes for DEF Tank Level Is Low

J1939 Code Code Description Comments

Aftertreatment 1 Diesel Exhaust Fluid Tank The level fluid in the Diesel Exhaust Fluid (DEF) tank is less than 14%.
1761-17 Level : Low - least severe (1) The Emissions System Malfunction lamp comes on.
The code is logged.

Aftertreatment 1 Diesel Exhaust Fluid Tank The level fluid in the DEF tank is less than 8%.
Level : Low - moderate severity (2) The Emissions System Malfunction lamp is on and the Action lamp
1761-18 flashes.
The code is logged.
The engine is derated.

Aftertreatment 1 Diesel Exhaust Fluid Tank The DEF tank is 0%.

Level : Low - most severe (3) The Emissions System Malfunction lamp is on and the Action lamp
1761-1 flashes.
The code is logged.
The engine may shut down.

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.
Table 118
Troubleshooting Test Steps Values Results

1. Check the DEF Fluid Level Gauge position Result: The gauge did not move by adding DEF to the tank.

A. Turn the keyswitch to the ON position. Proceed to Test Step 2.

B. Check the current position of the DEF gauge. Result: The gauge moved by adding DEF to the tank. Turn
the keyswitch to the OFF position for 15 minutes to allow the
C. Clean dirt and debris from around the cap and then remove the DEF pump to purge, reset the code, and reset the DEF Con-
cap. trol Unit (DCU).

D. Add DEF to the DEF tank. Return the unit to service.

E. Check for a change in the gauge position.

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Illustration 61 g03700612
(1) DEF tank header electrical connector
(2) DEF tank header

Table 119
Troubleshooting Test Steps Values Results

2. Check the Electrical Connection at the DEF Tank Header Electrical Result: The electrical connectors are free of corrosion and
connections are not loose.
A. Inspect electrical connector (1) to the DEF tank header. Refer
to Troubleshooting, “Electrical Connectors - Inspect”. Proceed to Test Step 3.

Check for corrosion or loose wires. Result: The electrical connections are corroded and/or
loose.

Make the necessary repairs to the connectors. Turn the key-

switch to the OFF position for 15 minutes to allow the DEF
pump to purge, reset the code, and reset the DEF Control
Unit (DCU).

Repeat this procedure from Test Step 1.

3. Inspect the DEF Tank Header Proper opera- Result: The level sensor was not operating correctly.
tion of the float
A. Turn the keyswitch to the OFF position. Replace the DEF tank header. Refer to Disassembly and
Assembly, “Manifold (DEF Heater) - Remove and Install”.
B. Remove tank header (2) from the DEF tank. Refer to Disassem-
bly and Assembly, “Manifold (DEF Heater) - Remove and Install”. If the fault is still present, contact Perkins Global Technical
Support.
C. Inspect the DEF tank header for damage.

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152 UENR4469
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i05948842

DEF Tank Temperature Is High

Table 120

Diagnostic Trouble Code for DEF Tank Temperature Is High

J1939 Code Description Notes

The temperature of the Diesel Exhaust Fluid (DEF) in the DEF
Catalyst Tank Temperature : High - moderate severity tank has exceeded the parameter programmed in the ECM.
3031-16
(2) The code is logged.
The engine is derated.

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.
Table 121
Associated Diagnostic Trouble Codes
110-0
110-15
110-16

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UENR4469 153
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Table 122
Troubleshooting Test Steps Values Results

1. Check for Associated Codes Associated code Result: An associated code is present.

A. Connect to the electronic service tool. Troubleshoot the associated code. Refer to Trouble-
shooting, “Diagnostic Trouble Codes” for the correct
B. Determine if an associated code is present. procedure.

Result: An associated code is not present.

Proceed to Test Step 2.

2. High Ambient Air Temperature Ambient Air Result: The ambient air temperature is not within the de-
temperature sign specifications for the system.
A. Determine if the ambient air temperature is within the design
specifications for the DEF system. Contact Perkins Global Technical Support for advice on
modifications to make the system suitable for local
conditions.

Result: The ambient air temperature is within the design

specifications.

Proceed to Test Step 3.

3. Check for Corrosion in the Connector to the Tank Header Corrosion Result: There is not corrosion in the connector to the
tank header.
A. Inspect electrical connector (4) for the DEF tank header. Refer
to Troubleshooting, “Electrical Connectors - Inspect” for further Proceed to Test Step 4.
information.
Result: There is corrosion in the connector to the tank
header.

Repair or replace the connector. Cycle the keyswitch.

Return the unit to service.

4. Check the Coolant Supply and Return Lines for Correct Correct Result: The lines are installed correctly.
Installation installation
Proceed to Test Step 5.
A. Inspect the coolant supply and return lines from the engine to
the DEF tank. Make sure that the coolant is flowing in the correct Result: The lines are not installed correctly.
direction.
Correctly install the lines. Proceed to Test Step 6.

(continued)

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154 UENR4469
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(Table 122, contd)

Troubleshooting Test Steps Values Results

5. Check the Coolant Diverter Valve Solenoid for Proper Temperature rise Result: The DEF tank temperature did not increase.
Operation
Connect the coolant diverter valve to the wiring harness.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 6.
B. Disconnect the wiring harness connector from coolant diverter
valve (1).
Result: The DEF tank temperature increased.
C. Turn the keyswitch to the ON position.
The coolant diverter valve is not operating correctly. Re-
D. Connect to the electronic service tool. place the coolant diverter valve. Refer to Disassembly
and Assembly, “Solenoid Valve (DEF Heater Coolant) -
E. Start the engine. Allow the engine to warm up to operating Remove and Install”.
temperature.
Proceed to Test Step 6.
E. Use the electronic service tool to monitor the “DEF Tank Tem-
perature” .

C. Turn the keyswitch to the OFF position.

6. Replace the DEF DEF Result: The fault has been eliminated.

A. Drain the DEF from the tank. Return the unit to service.

B. Refill the tank with DEF that meets ISO 22241 standards. Result: The fault is still present.

Contact Perkins Global Technical Support.

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UENR4469 155
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i05864117

DEF Tank Temperature Is Low

Table 123

Diagnostic Trouble Code for DEF Tank Temperature Is Low

J1939 Code Code Description Comments

The temperature of the Diesel Exhaust Fluid (DEF) in the DEF
tank is below the parameter programmed in the ECM after a
Catalyst Tank Temperature : Low - moderate severity
3031-18 heat cycle.
(2)
The code is logged.
The engine is derated.

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.

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156 UENR4469
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Table 124
Troubleshooting Test Steps Values Results
Diagnostic Trou-
1. Check for Associated Diagnostic Trouble Codes ble Codes Result: An associated diagnostic trouble code is present.

A. Download the “Warranty Report” from the engine ECM before Troubleshoot the associated code.
performing any troubleshooting or clearing diagnostic trouble
codes. Result: Diagnostic trouble code 3031-18 is present.

B. Use the electronic service tool to confirm if a diagnostic code is Proceed to Test Step 2.
present.

2. Check the Coolant Level of the Engine Coolant Level Result: The coolant level is full.

A. Determine if the engine coolant level is full. Proceed to Test Step 3.

Result:The coolant level is not full.

Add coolant to the system.

Determine the cause of low coolant. Refer to Trouble-

shooting, “Low Coolant Level” for additional information.

If adding coolant does not correct the fault, proceed to

Test Step 3.

3. Check the Engine Coolant Temperature Coolant Result: The coolant temperature is greater than 50° C
temperature (122° F).
A. Start the engine. Allow the engine to warm up to normal operat-
ing temperature. Proceed to Test Step 4.

B. Connect to the electronic service tool. Result: The coolant temperature is less than 50° C
(122° F).
C. Select the Status Parameters tab.
Refer to Troubleshooting, “Coolant Temperature Is Low”
D. Check the coolant temperature. for troubleshooting information.

The temperature should be greater than 50° C (122° F).

4. Check for Coolant Leaks Leaks Result: There are no leaks in the supply or return lines.

A. Check for coolant leaks in the supply and return lines to the Proceed to Test Step 5.
DEF tank header.
Result: There are leaks in the supply or return lines.

Repair the leaks and refill the coolant system.

If the fault is still present, proceed to Test Step 5.

(continued)

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UENR4469 157
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(Table 124, contd)

Troubleshooting Test Steps Values Results
5. Inspect the Coolant Lines for Restrictions and Obstructions
Restrictions Result: There is a restriction in a line.
A. Check for a restriction or obstruction in the coolant lines be-
tween the engine and the DEF tank. Repair or replace the lines with the restrictions.

Proceed to Test Step 8.

Result: The coolant lines are OK.

Proceed to Test Step 6.

6. Check the Electrical Connection at the DEF Tank Header Electrical Result: The electrical connector is not corroded or loose.
connections
A. Inspect electrical connector for DEF tank header . Refer to Trou- Proceed to Test Step 7.
bleshooting, “Electrical Connectors - Inspect” for further
information. Result: The electrical connector is corroded and/or loose.

Check for corrosion or loose wires. Make the necessary repairs to the connectors. Cycle the
keyswitch.

Proceed to Test Step 8.

Illustration 62 g03701177
(1) Coolant diverter valve

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158 UENR4469
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Table 125
Troubleshooting Test Steps Values Results

7. Check the DEF Coolant Diverter Valve Solenoid Operation Temperature rise Result: The DEF tank temperature increased by at least
3° C (5.4° F).
A. Turn the keyswitch to the ON position.
Return the unit to service.
B. Start the engine.
Result: The DEF tank temperature did not increase by at
C. Connect to the electronic service tool. least 3° C (5.4° F).

D. Set the status of the coolant diverter valve to OPEN using the Replace coolant diverter valve.
“DEF Coolant Diverter Valve Solenoid Override” for 20 minutes.
Proceed to Test Step 8.
Note: The DEF tank temperature must be within 5° C (9° F) of
ambient air temperature prior to performing this override.

E. Monitor the “DEF Tank Temperature” and make sure that there
is a temperature increase of at least 3° C (5.4° F).

8. Check the DEF Coolant Diverter Valve Solenoid Operation Temperature rise Result: The DEF tank temperature increased by at least
3° C (5.4° F).
A. Turn the keyswitch to the ON position.
Return the unit to service.
B. Start the engine.
Result: The DEF tank temperature did not increase by at
C. Connect to the electronic service tool. least 3° C (5.4° F).

D. Set the status of the coolant diverter valve to OPEN using the Replace the DEF tank header unit.
“DEF Coolant Diverter Valve Solenoid Override” for 20 minutes.
Repeat this Test Step.
Note: The DEF tank temperature must be within 5° C (9° F) of
ambient air temperature prior to performing this override. If the fault is still present, contact Perkins Global Techni-
cal Support.
E. Monitor the “DEF Tank Temperature” and make sure that there
is an increase of at least 3° C (5.4° F).

i05948852

Diesel Oxidation Catalyst Has

Incorrect Inlet Temperature

This procedure is only applicable to engines that

have a Diesel Particulate Filter (DPF).
Table 126
Diagnostic Trouble Code for DOC Has Incorrect Inlet Temperature

J1939 Code Description Comments

Code
Aftertreatment #1 Diesel Oxidation Catalyst Intake ECM detects that the DOC inlet temperature is below the acceptable range
4765-17 Gas Temperature : Low - least severe (1) during HC dosing.
The code is logged.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

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UENR4469 159
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Table 127
Associated J1939 Codes
649-5
649-6
649-7
5625-3
5625-4

Avoid contact with hot surfaces. Exhaust piping

and engine components become hot during en-
gine operation and cool slowly after engine shut-
down. Any contact with hot surfaces can cause
severe burns.

Complete the procedure in the order in which the

steps are listed.

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160 UENR4469
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Table 128
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Trouble Codes Diagnostic trou- Result: A 4765-17 code is active or recently logged.
ble codes
A. Turn the keyswitch to the ON position. Do not start the engine. Proceed to Test Step 2.

B. Connect to the electronic service tool. Result: An associated code other than 4765-17 is active
or recently logged.
C. Check for associated diagnostic trouble codes.
Troubleshoot the logged or active code. Refer to Trouble-
shooting, “Diagnostic Trouble Codes”.

Result: No codes are active or recently logged.

Proceed to Test Step 3.

2. Check the Exhaust System Exhaust System Result: The exhaust system has a gas leak.

A. Check the exhaust system for gas leaks between the Exhaust Make the necessary repairs.
Back Pressure Regulator (EBPR) and the Clean Emissions Module
(CEM). Proceed to Test Step 3.

B. Check for missing or damaged exhaust system insulation. Result: The exhaust system insulation is damaged or
missing.
C. Make sure that the exhaust piping between the EBPR and the
CEM is no longer than 1.83 m (6 ft). Make the necessary repairs.

Proceed to Test Step 3.

Result: Review and correct the routing of the exhaust

system. If necessary, contact Perkins Global Technical
Support for further advice.

Proceed to Test Step 3.

3. Check the Exhaust System Temperature Test Result: The test completed successfully.

A. Connect to the electronic service tool. Return the unit to service.

B. Run the engine. Result: The test failed. Associated diagnostic trouble co-
des are active.
C. For engines with a DPF, perform the “Manual Hydrocarbon Dos-
ing Capability Test” . Troubleshoot the logged or active code. Refer to Trouble-
shooting, “Diagnostic Trouble Codes”.
For engines without a DPF, perform the “Aftertreatment Regenera-
tion System Test” . Result: The test failed. An error code is generated by the
electronic service tool.

Troubleshoot the error code. Refer to Troubleshooting,

“Service Tool Error Identifiers”.

Result: The test failed. No associated diagnostic trouble

codes are active.

Contact Perkins Global Technical Support.

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UENR4469 161
Symptom Troubleshooting

i05948896

Diesel Oxidation Catalyst Has

Low Conversion Efficiency

This procedure is only applicable to engines with a

Diesel Particulate Filter (DPF) in the aftertreatment
system.
Table 129
Diagnostic Trouble Code for DOC Has Low Conversion Efficiency

J1939 Code Description Comments

Code
Aftertreatment 1 Diesel Oxidation Catalyst Conver- ECM detects that the DOC outlet temperature is below the acceptable
5298-17 sion Efficiency : Low - least severe (1) range during HC dosing.
The code is logged.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Complete the procedure in the order in which the

steps are listed.
Table 130
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Trouble Codes Diagnostic trou- Result: A 5298-17 code is active or recently logged.
ble codes
A. Turn the keyswitch to the ON position. Do not start the engine. Proceed to Test Step 2.

B. Connect to the electronic service tool. Result: A reoccurrence of 5298-17 code is active or re-
cently logged. The code has previously been rectified.
C. Check for diagnostic trouble codes.
Proceed to Test Step 4.

Result: A code other than 5298-17 is active or recently

logged.

Troubleshoot the logged or active code. Refer to Trouble-

shooting, “Diagnostic Trouble Codes”.

Result: No codes are active or recently logged.

Proceed to Test Step 3.

2. Check the Exhaust System Exhaust System Result: Oil is present in the exhaust system.

A. Check the exhaust system for evidence of oil between the Ex- Refer to Troubleshooting, “Exhaust System Contains Oil”.
haust Back Pressure Regulator (EBPR) and the Clean Emissions
Module (CEM). Result: There is no oil in the exhaust system.

Use the electronic service tool to perform the “Manual Hy-

drocarbon Dosing Capability Test” . Proceed to Test Step
3.

(continued)

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162 UENR4469
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(Table 130, contd)

Troubleshooting Test Steps Values Results

3. Recover the Aftertreatment System Test Result: The “Aftertreatment Recovery Procedure” com-
pleted successfully.
A. Connect to the electronic service tool.
Return the unit to service.
B. Run the engine.
Result: The “Aftertreatment Recovery Procedure” failed.
C. Perform the “Aftertreatment Recovery Procedure” . An error code is generated by the electronic service tool.

Troubleshoot the error code. Refer to Troubleshooting,

“Service Tool Error Identifiers”.

Result: The “Aftertreatment Recovery Procedure” failed.

No error codes are generated.

Proceed to Test Step 4.

4. Check for High Sulfur Fuel Fuel Result: High sulfur fuel is in use.

A. Ensure that the correct specification of fuel is being used. Refer Drain the fuel tank, flush the fuel lines, and replace the
to the Operation and Maintenance Manual for the correct fuel filters.
specification.
Refill the fuel system with fuel of the correct specification.
Note: If fuel with a high sulfur content is used, this fault will reoccur
and a replacement CEM may be required. Start the engine and use the electronic service tool to per-
form the “Aftertreatment Recovery Procedure” . If the pro-
cedure is successful, return the unit to service. If the
procedure fails, contact Perkins Global Technical
Support.

Result: The fuel is the correct specification.

Contact Perkins Global Technical Support.

i05864135 • Faulty soot sensor system

Diesel Particulate Filter • Oil in the exhaust system

Collects Excessive Soot • Faulty injectors

(If Equipped) • A mechanical fault in a cylinder

• Low exhaust gas pressure

This procedure is only applicable to engines that
have a Diesel Particulate Filter (DPF) installed. • A faulty exhaust back pressure regulator

The Electronic Control Module (ECM) uses the soot • A fault in the NOx Reduction System (NRS)
sensors to monitor the soot load in the Diesel
Particulate Filter (DPF). An excessive accumulation • Fuel with a high sulfur content
of soot in the DPF can be caused by the following
faults: If the soot load becomes excessive, the ECM
activates the applicable code.

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Table 131
Diagnostic Trouble Codes for Excessive Soot Load

J1939 Code Code Description Comments

3719-16 High Diesel Particulate Filter #1 Soot Load- The estimated soot load is above 116 percent.
ing - Level 2
Engine power is gradually derated as the soot load increases.

The emissions system failure lamp will flash.

3719-0 High Diesel Particulate Filter #1 Soot Load- The estimated soot load is above 127 percent.
ing - Level 3
Engine power is derated 100 percent.

The emissions system failure lamp will flash and a warning horn will
sound.
5629-31 DPF Active Regeneration Inhibited Due to The exhaust gas pressure is too low to support DPF regeneration.
Low Exhaust Gas Pressure

Table 132
Required Tools

Tool Part Number Part Description Qty

A T400025 Attenuator 1

Engine operation must be kept to a minimum in order

to minimize the amount of soot that is created. Follow
the troubleshooting procedure in order to minimize
the amount of engine operation.

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Table 133
Troubleshooting Test Steps Values Results

1. Check for Active Diagnostic Trouble Codes Result: A 3719-xx code is active.

A. Turn the keyswitch to the ON position. Proceed to Test Step 2.

A. Connect the electronic service tool. Result: A 5629-31 code is active.

Check for active diagnostic trouble codes. Proceed to Test Step 6.

Result: A code other than 3719-xx or 5629-31 is active.

Diagnose and rectify the fault before continuing with this

procedure. Refer to Troubleshooting, “Diagnostic Trouble
Codes”.

2. Visually Inspect the Soot Sensor System Soot sensor Result: The soot sensor cables are damaged. Replace
the soot sensor.
A. Inspect the coaxial cables between the soot sensor and the an-
tennas for damage. Proceed to Test Step 3.

B. Make sure that the antenna connectors are correctly tightened Result: Other corrective actions were performed.
to 1.2 N·m (10.6 lb in).
Start the engine and then use the electronic service tool
to perform the “Aftertreatment Regeneration System
Test” .

Stop the engine and then check for a 3719-xx code.

If the 3719-xx code has been eliminated, proceed to Test

Step 9.

If the 3719-xx code is still present, proceed to Test Step 3.

Result: No corrective actions were performed.

Proceed to Test Step 3.

3. Test the Soot Sensor System Soot sensor Result: The “DPF Soot Loading Sensor Functional Test”
fails.
A. Disconnect the soot antenna connectors and install Tooling A.
Replace the soot sensor.
B. Perform the “DPF Soot Loading Sensor Functional Test” on the
electronic service tool by selecting the following menus: Use the electronic service tool to perform the “Aftertreat-
ment Regeneration System Test” . If necessary, diagnose
· “Diagnostics” any reported fault codes and then proceed to Test Step 9.
· “Diagnostic Tests”
· “DPF Soot Loading Sensor Functional Test” Result: The “DPF Soot Loading Sensor Functional Test”
is successful.
C. Disconnect the coaxial cables from the attenuator.
Proceed to Test Step 4.

(continued)

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(Table 133, contd)

Troubleshooting Test Steps Values Results

4. Check for Oil in the Exhaust System Exhaust system Result: Oil deposits are present in the exhaust system.

A. Remove the flexible exhaust pipe. Refer to Disassembly and Refer to Troubleshooting, “Exhaust System Contains Oil”.
Assembly, “Flexible Exhaust Pipe - Remove and Install”.
Result: No oil deposits are found in the exhaust system.
B. Inspect the exhaust system and Clean Emissions Module
(CEM) inlet for oil deposits. Proceed to Test Step 5.

Result: The “Cylinder Cutout Test” fails.

5. Check for Engine Faults Engine
Investigate the cause of the fault and rectify. If necessary,
A. Start the engine. contact Perkins Global Technical Support.

B. Use the electronic service tool to perform the “Cylinder Cutout Result: The “Cylinder Cutout Test” is successful.
Test” .
Proceed to Test Step 6.

6. Investigate Cause of 5629-31 Code Diagnostic code Result: Exhaust gas leaks are found in the exhaust sys-
tem or the CEM.
Note: Diagnostic code 5629-31 indicates that the exhaust gas
pressure is too low to promote DPF regeneration. Rectify the gas leak or make sure that the CEM sensors
are correctly installed.
A. Check the exhaust system from the engine to the CEM for gas
leaks. Proceed to Test Step 9.

B. Check the sensors on the CEM for signs of gas leaks. Result: Exhaust system insulation is missing or
damaged.
C. Check that the exhaust system insulation is correctly installed.
Repair the exhaust system insulation.

Proceed to Test Step 9.

Result: There are no exhaust gas leaks and the insula-

tion is OK.

Proceed to Test Step 7.

7. Check the Exhaust Back Pressure Regulator and the NRS Result: A diagnostic code is present that is associated
system with the EBPR or the NRS system.

A. Use the Electronic service tool to check for diagnostic codes Refer to Troubleshooting, “Diagnostic Trouble Codes”for
that are associated with the Exhaust Back Pressure Regulator information on troubleshooting the code.
(EBPR) or the NRS system.
Result: There are no diagnostic codes present for the
EBPR or the NRS system.

Proceed to Test Step 8.

(continued)

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(Table 133, contd)

Troubleshooting Test Steps Values Results

8. Check for High Sulfur Fuel Fuel Result: High sulfur fuel is in use.

A. Ensure that the correct specification of fuel is being used. Refer Drain the fuel tank, flush the fuel lines, and replace the
to the Operation and Maintenance Manual for the correct fuel filters.
specification.
Refill the fuel system with fuel of the correct specification.
Note: If fuel with a high sulfur content is used, this fault will reoccur
and a replacement CEM may be required. Start the engine and use the electronic service tool to per-
form the “Aftertreatment Sulfation Recovery Procedure” .

Result: The fuel is the correct specification.

Contact Perkins Global Technical Support.

9. Prepare the Unit for Service DPF Result: The soot content of the DPF returns to normal.

A. Start the engine and use the electronic service tool to perform Return the unit to service.
the “Manual Diesel Particulate Filter Regeneration.”
Result: The soot content of the DPF remains high.

Contact Perkins Global Technical Support.

i05864136

Diesel Particulate Filter

Temperature Is Low
(If Equipped)

This procedure is only applicable to engines that

have a Diesel Particulate Filter (DPF) installed.
The Electronic Control Module (ECM) monitors the
temperature at the intake of the Diesel Particulate
Filter (DPF). The ECM activates the following code
when the conditions are met.
Complete the procedure in the order in which the
steps are listed.
Table 134
Diagnostic Trouble Codes for Diesel Particulate Filter Temperature Is Low

J1939 Code Code Description Comments

The temperature at the intake of the DPF is below the trip point
that is calculated by the ECM. The trip point varies depending
Particulate Trap Intake Gas Temperature : Low - least severe on engine operating conditions.
3242-17
(1)
The code is logged. The code remains active until electrical
power to the ECM is cycled.

The temperature sensor is not correctly installed.

Particulate Trap Intake Gas Temperature : Low - moderate se-
3242-18
verity (2) Engine power is derated 30%. The code is logged. The code
remains active until electrical power to the ECM is cycled.

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Table 135
Troubleshooting Test Steps Values Results

1. Check for Active Diagnostic Trouble Codes Diagnostic trou- Result: A 3242-17 code is active.
ble codes
A. Turn the keyswitch to the ON position. Proceed to Test Step 2.

A. Connect the electronic service tool. Result: A 3242-18 code is active.

Check for active diagnostic trouble codes. Proceed to Test Step 4.

Result: A code other than 3242-17 or 3242-18 is active.

Diagnose and rectify the fault before continuing with this

procedure. Refer to Troubleshooting, “Diagnostic Trouble
Codes”.

2. Visually Inspect the Insulation on the Exhaust Duct (if Insulation Result: The insulation is missing or damaged.
equipped)
Replace the insulation.
A. Check the insulation on the exhaust duct between the engine
and the Clean Emissions Module (CEM). Make sure that insulation Proceed to Test Step 5.
is not missing or damaged.
Result: The insulation is not missing or damaged.

Proceed to Test Step 3.

3. Check for Exhaust Back Pressure Regulator Faults EBPR Result: There are active diagnostic trouble codes that are
associated with the EBPR.
A. Use the electronic service tool to check for any active diagnostic
trouble codes that are associated with the Exhaust Back Pressure Investigate and rectify any faults. Refer to Troubleshoot-
Regulator (EBPR). ing, “Motorized Valve - Test”.

Proceed to Test Step 5.

Result: There are no active diagnostic trouble codes that

are associated with the EBPR.

Contact Perkins Global Technical Support.

4. Check the Sensor Installation Sensor Result: The temperature sensor is not correctly installed
installation or is loose.
A. Check that the temperature sensor is correctly installed and is
not loose. Install the temperature sensor and tighten to the recom-
mended torque. Refer to Disassembly and Assembly,
“Temperature Sensor (DPF) - Remove and Install”.

Proceed to Test Step 5.

Result: The temperature sensor is correctly installed and

is not loose.

Proceed to Test Step 5.

Result: The fault has been eliminated.

5. Check for Engine Faults Diagnostic
Return the unit to service.
A. Start the engine.
Result: The fault is still present.
B. Use the electronic service tool to check that the fault has been
eliminated. Contact Perkins Global Technical Support.

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i04079197 1. Verify that the correct passwords were entered.

Check every character in each password. Remove
ECM Does Not Communicate the electrical power from the engine for 30
seconds and then retry.
with Other Modules
2. Verify that the electronic service tool is displaying
the “Enter Factory Passwords” dialog box.
Probable Causes
3. Use the electronic service tool to verify that the
• Electrical connectors following information has been entered correctly:

• Data Link • Engine serial number

• Electronic Control Module (ECM) • Serial number for the electronic control module
• CAN data link • Serial number for the electronic service tool
Recommended Actions • Total tattletale
1. Connect the electronic service tool to the • Reason code
diagnostic connector. If the ECM does not
communicate with the electronic service tool, refer For additional information, refer to Troubleshooting,
to Troubleshooting, “Electronic Service Tool Does “Factory Passwords”.
Not Communicate”.
i05867859
2. Ensure that the following items are correctly
installed and undamaged. Refer to Electronic Service Tool Does
Troubleshooting, “Electrical Connectors - Inspect”.
Not Communicate
• P1 and P2 connectors on the ECM

• Wiring to display modules

Probable Causes
• Wiring to other control modules
• Configuration of the communications adapter
3. Troubleshoot the data link for possible faults. Refer
• Electrical connectors
to Troubleshooting, “Data Link Circuit - Test”.
• Communication adapter and/or cables
4. Verify that the CAN data link does not have an
open or short circuit. Refer to Troubleshooting, • Electrical power supply to the diagnostic connector
“CAN Data Link Circuit - Test”.
• Electronic service tool and related hardware
i03937795 • Electrical power supply to the Electronic Control
Module (ECM)
ECM Will Not Accept Factory
Passwords • CAN Data Link

Recommended Actions
Note: The procedures have been listed in order of
Probable Causes probability. Complete the procedures in order.
One of the following items may not be recorded
correctly on the electronic service tool:

• Passwords
• Serial numbers

• Total tattletale
• Reason code

Recommended Actions

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Table 136
Troubleshooting Test Steps Values Results

1. Configuration of the Communications Adapter Communications Result: The correct “Communications Interface Device”
adapter is not selected.
A. Access “Preferences” under the “Utilities” menu on the configuration
electronic service tool. Select the correct “Communications Interface Device” .

B. Check for hardware that uses the same ports as the commu- Result: The correct port is not selected for use by the com-
nications adaptor. munication adapter.
Select the correct port for use by the communication
adapter.

Note: The most commonly used port is “COM 1” .

Result: Other hardware is sharing the same port with the

communications adaptor.

Exit or close the software programs for that device.

Result: The communications adaptor is correctly

configured.

Proceed to Test Step 2.

2. Electrical Connectors Electrical Result: The connectors are not correctly installed.
connectors
A. Check for correct installation of the P1 and P2ECM connec- Repair or replace the connectors, as necessary.
tors and of the connector for the electronic service tool.
Result: The connectors are OK.

Proceed to Test Step 3.

3. Communication Adapter and/or Cables Comms adaptor Result: The firmware or driver files are not the most cur-
and cables rent files.
A. Check that the firmware and driver files are the most current
files for the type of communication adapter that is being used. Update the firmware or driver files to the most current files.

Verify that the correct cable is being used between the commu- Result: The cable between the communication adapter
nication adapter and the diagnostic connector. and the diagnostic connector is not correct.

B. Disconnect and then reconnect the cable that attaches the Replace the cable between the communication adapter
communication adapter to the diagnostic connector. and the diagnostic connector with the correct type.

C. Check the operating system on the laptop computer. Result: The laptop computer has a Windows operating
system.

Restart the laptop computer in order to eliminate the possi-

bility of a conflict in the software.

Result: The adaptor and cables are OK.

Proceed to Test Step 4.

(continued)

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(Table 136, contd)

Troubleshooting Test Steps Values Results

4. Electrical Power Supply to the Diagnostic Connector Electrical power Result: Battery voltage is not present between terminals A
and B of the diagnostic connector.
A. Use a multimeter to check that battery voltage is present be-
tween terminals A and B of the diagnostic connector. Investigate the cause and repair, as necessary.

Note: If the communication adapter is not receiving power, the Result: Battery voltage is present between terminals A
LED display on the communication adapter will be off. and B of the diagnostic connector.

Proceed to Test Step 5.

5. Electronic Service Tool and Related Hardware Hardware Result: The same fault occurs on a different engine.

A. Connect the electronic service tool to a different engine. Check the electronic service tool and the related hardware
for faults.
Note: This process eliminates the electronic service tool and
the related hardware as the fault. Result: The fault does not occur on a different engine.

Proceed to Test Step 6.

6. Electrical Power Supply to the Electronic Control Mod- Power to ECM Result: The power supply to the ECM is incorrect.
ule (ECM)
Investigate the cause and repair, as necessary.
A. Check the power supply to the ECM. Refer to Systems Op-
eration, Testing, and Adjusting, “Charging System - Test”. Result: The power supply to the ECM is OK.

Note: If the ECM is not receiving battery voltage, the ECM will Proceed to Test Step 7.
not communicate.

7. CAN Data Link Data link Result: A fault was identified in the CAN data link and the
link is now OK.
A. Troubleshoot the CAN data link for possible faults. Refer to
Troubleshooting, “CAN Data Link - Test”. Return the unit to service.

Result: The CAN data link is OK.

Contact Perkins Global Technical Support.

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i05864149

Engine Cranks but Does Not

Start

Probable Causes
• Diagnostic codes

• Visible faults
• Air intake and exhaust system

• Speed/timing sensor
• Low-pressure fuel system

• Transfer Pump Inlet Regulator (TPIR)

• EFLP flow rate
• Return fuel lines

• High-pressure fuel system

• Starting aids

• Low compression (cylinder pressure)

Recommended Actions
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.

Note: The procedures have been listed in order of

probability. Complete the procedures in order.

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Table 137
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: A diagnostic code is present.

A. Download the Warranty Report and the Product Status Re- Troubleshoot the code and then reset the histogram.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes. Result: A diagnostic code is not present.
Proceed to Test Step 2.
Note: The downloaded information will be required by the DSN
if troubleshooting assistance is needed.

B. Use the electronic service tool to check for active or logged

codes.

2. Visible Faults Visible faults Result: The fuel supply valve (if equipped) is not in the
OPEN position.
A. Check that the fuel supply valve (if equipped) is in the OPEN
position. Move the fuel supply valve to the OPEN position.

B. Check for the correct level of fuel, oil, and coolant. Result: The level of fuel, oil, or coolant is not correct.

C. Check for water in the primary fuel filter/water separator. Replenish any fluids with an incorrect level.

D. If the ambient temperature is below 0 °C (32 °F), check the Result: Water is present in the primary fuel filter/water
specification of engine oil and oil for the machine. separator.

E. Visually inspect the engine for the following faults: Drain any water from the primary fuel filter/water separator.

· Missing components Result: The correct specification of engine oil and oil for the
· Damaged components machine is not in use.
· Damaged electrical cables or loose electrical cables
· Oil leaks Replenish the system with oil of the correct specification for
· Fuel leaks the ambient conditions.
· All fuel filters are correctly installed.
Result: Battery voltage is low.
F. Check that the battery voltage is correct.
Check the batteries. Refer to Troubleshooting, “Battery
G. Use the electronic service tool to check the average cranking Problem”.
speed of the engine.
Result: The cranking speed is less than 150 rpm.

Investigate the cause of the low cranking speed and rectify,

as necessary.

Note: The following step is only applicable to engines that

have a Diesel Particulate Filter (DPF).

If the DPF frequently collects excessive soot prior to this

fault, there may be a faulty cylinder in the engine. Proceed
to Test Step 12.
Result: All checks are OK.

Proceed to Test Step 3.

(continued)

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(Table 137, contd)

Troubleshooting Test Steps Values Results

3. Air Intake and Exhaust System Air and Exhaust Result: The air filter is restricted.
System
A. Check the air filter restriction indicator, if equipped. restrictions Replace the air filter.

B. Check the air intake and exhaust systems for the following Result: There are system restrictions.
defects:
Refer to Systems Operation/Testing and Adjusting, “Air Inlet
· Blockages and Exhaust System” for additional information on the air in-
· Restrictions let and exhaust systems.
· Damage to lines or hoses
Result: The air intake and exhaust system is OK.

Proceed to Test Step 4.

4. Speed/Timing Sensors Speed/timing Result: The speed/timing sensors are not operating
sensor correctly.

A. Crank the engine and observe the engine speed on the elec- Test the speed/timing sensors. Refer to Troubleshooting,
tronic service tool status screen. Refer to Troubleshooting, “Speed/Timing - Test”.
“Speed/Timing - Test” for additional information.
Result: The speed/timing sensors are operating correctly.
Upon initial cranking, the status for engine speed may indicate
that the engine speed signal is abnormal. This message will be Proceed to Test Step 5.
replaced with an engine speed once the ECM is able to calcu-
late a speed from the signal.

5. Low-Pressure Fuel System Low-pressure Result: The fuel tank level is low.
fuel system
A. Visually check the fuel tank for fuel. Fill the fuel tank.
Note: The fuel gauge may be faulty.
Result: The fuel contains solidified wax.
B. If the temperature is below 0 °C (32 °F), check for solidified
fuel (wax). Replace the fuel with fuel of the correct specification for the
ambient conditions.
C. Check the primary filter/water separator for water in the fuel.
Result: There are fuel supply lines that are restricted or not
D. Check for fuel supply lines that are restricted or not correctly correctly installed.
installed.
Install the fuel lines correctly. Replace any damaged or re-
E. Replace the in-line fuel filter that is installed upstream of the stricted fuel lines.
Electric Fuel Lift Pump (EFLP).
Replace the primary fuel filter and the secondary fuel filters.
F. Check that the EFLP is operating correctly. Refer to the Operation and Maintenance Manual for further
information.
G. Check for air in the fuel system and that the fuel system is
primed. Result: The EFLP is not operating correctly.

H. Check the diesel fuel for contamination. Refer to Systems Op- Investigate the fault with the EFLP. Refer to Troubleshoot-
eration, Testing, and Adjusting, “Fuel Quality - Test”. ing, “Relay - Test”.

Result: There is air in the fuel system.

Prime the fuel system. Refer to Systems Operation, Testing,

and Adjusting, “Fuel System - Prime”.

Result: The diesel fuel is contaminated.

Drain the fuel tank and the fuel system.

(continued)

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(Table 137, contd)

Troubleshooting Test Steps Values Results
Replace the primary fuel filter and the secondary fuel filters.
Refer to the Operation and Maintenance Manual for further
information.

Fill and prime the fuel system with fuel of the correct specifi-
cation. Refer to Systems Operation, Testing, and Adjusting,
“Fuel System - Prime”.

Result: The low-pressure fuel system is OK.

Proceed to Test Step 6.

Illustration 65 g02485897
Minimum TPIR flow rate in a 24 VDC system

Illustration 63 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 64 g02485896
Minimum TPIR flow rate in a 12 VDC system

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UENR4469 175
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Table 138
Troubleshooting Test Steps Values Results

6. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Refer to Illustration 63 . Proceed to Test Step 8.

A. Disconnect the TPIR return line from the drain port on the Result: The fuel flow is less than the minimum limit.
TPIR. Install a suitable blanking cap on the open port in the TPIR
return line. Proceed to Test Step 7.

B. Connect a temporary drain line to the drain port on the TPIR.

C. Place the end of the temporary drain line into a suitable cali-
brated container.

D. With the isolator switch in the ON position but the engine not
running, use a suitable multimeter to measure the input voltage
to the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine not
running, measure the fuel flow from the temporary drain line.

F. Refer to Illustration 64 or 65 for the minimum acceptable flow

rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

Illustration 66 g02527498 Illustration 67 g02527518

Minimum EFLP flow rate in a 12 VDC system Minimum EFLP flow rate in a 24 VDC system

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Table 139
Troubleshooting Test Steps Values Results

7. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the re-
corded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Disconnect the fuel inlet connection from the primary fuel filter “Fuel Priming Pump - Remove and Install”.
head.
Result: The fuel flow is above the minimum value for the re-
C. Install a suitable blank on the fuel inlet port on the primary fuel corded voltage.
filter head.
Proceed to Test Step 8.
D. Place the open end of the fuel inlet line in a suitable calibrated
container.

E. With the keyswitch in the ON position, measure the input volt-

age at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow from

the fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Il-
lustration 66 or 67 .

8. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between the
EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or kinked.
Clear or replace the blocked line.
B. If the TPIR return line is clear, confirm that the Electric Fuel
Lift Pump (EFLP) is operating. Make sure that fuel lines between Result: The TPIR return line and the fuel lines between the
the EFLP and the TPIR are not blocked or kinked. EFLP and the TPIR are clear.

Replace the EFLP.

If the fault is still present, proceed to Test Step 9.

(continued)

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UENR4469 177
Symptom Troubleshooting

(Table 139, contd)

Troubleshooting Test Steps Values Results

9. High-Pressure Fuel System High-pressure Result: The absolute fuel rail pressure is less than 25 MPa
fuel system (3625 psi).
A. Use the electronic service tool to check the absolute fuel rail
pressure while the engine is cranking at a minimum speed of Check for fuel leaks in the high-pressure fuel system. Recti-
150 rpm. fy any fuel leaks and then recheck the pressure in the fuel
rail.

Use the electronic service tool to perform a solenoid test on

the fuel injection pump. Refer to Troubleshooting, “Solenoid
Valve - Test”.

Check the Pressure Limiting Valve (PLV) in the fuel rail for
leakage. If the valve is leaking, replace the valve and re-
check the pressure in the fuel rail.

Check for fuel in the engine oil system. If fuel is suspected

in the oil system, take an engine oil sample for analysis. Re-
fer to the Operation and Maintenance Manual, “Engine Oil
Sample - Obtain”.

If the analysis confirms that there is fuel in the engine oil

system, investigate the cause.

Result: The absolute fuel rail pressure is greater than

25 MPa (3625 psi).

Use the electronic service tool to make sure that the status
of the electronic unit injectors is not “Disabled” .

If the injectors are disabled but the injectors have not been
intentionally disabled, proceed to Test Step 12.

Use the electronic service tool to perform an injector sole-

noid test. Refer to Troubleshooting, “Injector Solenoid -
Test”. If the engine will not start, proceed to Test Step 10.

10. Electronic Control Module (ECM) ECM Result: Installation of the latest flash file does not eliminate
the fault.
Make sure that the latest flash file for the application is installed
in the ECM. Contact Perkins Global Technical Support.

Note: This consultation can greatly reduce the repair time.

If Perkins Global Technical Support recommends the use

of a test ECM, install a test ECM. Refer to Troubleshooting,
“Replacing the ECM”.

Attempt to start the engine. If the engine will not start, install
the original ECM and then proceed to Test Step 11.

If the engine starts normally, reconnect the suspect ECM

and then verify that the fault returns when the suspect ECM
is installed.

If the engine will not start with the suspect ECM, replace the
ECM and then check that the engine starts normally.

(continued)

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(Table 139, contd)

Troubleshooting Test Steps Values Results

11. High-Pressure Fuel Pump HP fuel pump Result: The timing of the high-pressure fuel pump is
incorrect.
A. Check the timing of the high-pressure fuel pump. Refer to
Systems Operation, Testing, and Adjusting, “Fuel Injection Tim- Correct the timing of the high-pressure fuel pump. Refer to
ing - Check”. Disassembly and Assembly, “Fuel Injection Pump - Re-
move” and Disassembly and Assembly, “Fuel Injection
Pump - Install”.

With the high-pressure fuel pump correctly timed, check that

the engine starts normally.

If the engine will not start, proceed to Test Step 12.

Result: The timing of the high-pressure fuel pump is

correct.

Replace the high-pressure fuel pump. Refer to Disassembly

and Assembly, “Fuel Injection Pump - Remove” and Disas-
sembly and Assembly, “Fuel Injection Pump - Install”.

Check that the engine starts normally.

If the engine will not start, proceed to Test Step 12.

12. Starting Aids Glow plugs Result: One or more of the glow plugs are faulty.

A. Check the operation of the glow plugs. Refer to Troubleshoot- Replace any faulty glow plugs. Refer to Disassembly and
ing, “Glow Plug Starting Aid - Test”. Assembly, “Glow Plug - Remove and Install”.

B. Check the operation of the ether starting aid. Refer to Trou- Check that the engine starts normally.
bleshooting, “Ether Starting Aid - Test”.
If the engine will not start, proceed to Test Step 13.

Result: The ether starting aid is faulty.

Diagnose the ether system. Refer to Troubleshooting, “Ether

Starting Aid - Test”.

Check that the engine starts normally.

If the engine will not start, proceed to Test Step 13.

13. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation,
Testing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in the

following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Contact Perkins Global Technical Support.

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Symptom Troubleshooting

i05864177

Engine Does Not Crank

Probable Causes
• Battery cables and batteries

• Switches and/or circuit breakers (if applicable)

• Starting motor solenoid or starting circuit

• Starting motor and/or flywheel ring gear

• Engine accessories and transmission (if
applicable)
• Hydraulic lock

Recommended Repairs
Complete the procedure in the order in which the
steps are listed.
Table 140
Troubleshooting Test Steps Values Results

1. Battery Cables and Batteries Batteries and Result: The batteries and cables are not OK.
cables
A. Inspect the main power switch, battery posts, and battery ca- Make the necessary repairs.
bles for loose connections and for corrosion. If the battery cables
are corroded, remove the battery cables and clean the battery Result: The batteries and cables are OK.
cables. Tighten any loose connections.
Proceed to Test Step 2.
B. Inspect the batteries.

C. Charge the batteries.

Test the batteries. Refer to the machine OEM for further

information

2. Switches and/or Circuit Breakers (as applicable) Switches and/or Result: The switches and/or circuit breakers are not OK.
circuit breakers
A. Check any switches and/or circuit breakers that may interfere Make the necessary repairs.
with the engine cranking. Refer to the electrical schematic for
additional information. Result: The switches and/or circuit breakers are OK.

Proceed to Test Step 3.

3. Starting Motor Solenoid and Starting Circuit Starting motor Result: The starting motor solenoid and circuit are not OK.
solenoid and
A. Test the operation of the starting motor circuit. Refer to Sys- circuit Make the necessary repairs.
tems Operation/Testing and Adjusting, “Electric Starting System
- Test”. Result: The starting motor solenoid and circuit are OK.

Proceed to Test Step 4.

(continued)

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(Table 140, contd)

Troubleshooting Test Steps Values Results

4. Starting Motor and/or Flywheel Ring Gear Starter pinion and Result: The starter pinion and flywheel ring gear are not
flywheel ring gear OK.
A. Test the operation of the starting motor. are OK
Make the necessary repairs.
B. Check the wiring for the starting motor. Refer to Systems Op-
eration, Testing, and Adjusting, “Electric Starting System - Test”. Result: The starting motor and flywheel ring gear are OK.

C. Check the pinion clearance. Inspect the pinion and the fly- Proceed to Test Step 5.
wheel ring gear for damage. Refer to Systems Operation/Testing
and Adjusting, “Electrical System” for additional information.

5. Engine Accessories and Transmission (if applicable) Engine accesso- Result: The engine accessories and transmission are not
ries and OK.
A. Ensure free movement of the transmission components. transmission
Make the necessary repairs.
B. Remove and inspect any engine accessories that may lock
up the engine. Result: The engine accessories and transmission are OK.

The following list contains examples of engine accessories that Proceed to Test Step 6.
may lock up the engine:

· Hydraulic pump that is driven from the rear gear group

· Air compressor
· Engine oil pump
· Other components that are driven by the engine

6. Hydraulic Lock Hydraulic lock Result: The engine has a hydraulic lock.

Note: If an injector has been replaced, evacuate any fluids from Make the necessary repairs.
the cylinder and attempt to start the engine. Fuel will flow from
the cylinder head into the cylinders when a unit injector is Result: The engine rotates freely.
removed.
Contact Perkins Global Technical Support.
A. Check for fluid in the cylinders by removing the individual unit
injectors. Check for damaged seals.

B. If there was excessive fuel in the cylinder, replace the seals

and reinstall the injector. Drain any excess fuel from the cylinder
head.

C. If a mechanical fault is suspected, disassemble the engine.

Refer to the Disassembly and Assembly manual. Inspect the in-
ternal components for the following conditions:

· Seizure
· Broken components
· Bent components

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i05864211

Engine Has Early Wear

Probable Causes
• Incorrect maintenance intervals and/or incorrect oil

• Contaminated engine oil

• Leaks in air intake system

• Dirt in fuel
• Low oil pressure

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 141
Troubleshooting Test Steps Values Results

1. Incorrect Maintenance Intervals and/or Incorrect Oil Maintenance Result: The engine oil was not changed at the interval
intervals that is recommended by the Operation and Maintenance
A. Use engine oil that is recommended and change the engine oil Manual.
at the interval that is recommended by the engines Operation and
Maintenance Manual. Use the recommended grade of oil.

Change the engine oil at the interval that is recommended.

Repair or replace any damaged parts.

Result: The engine oil was changed at the interval that is

recommended by the engines Operation and Maintenance
Manual.

Proceed to Test Step 2.

2. Contaminated Engine Oil Contamination Result: The oil is contaminated.

A. Obtain an oil analysis. The analysis will identify oil Determine the reason for any contamination of the engine
contamination. oil and make the necessary repairs. Drain the crankcase
and refill the crankcase with clean engine oil. Install new
B. Check the oil filter bypass valve. engine oil filters. Refer to the engines Operation and Main-
tenance Manual.
Note: If the oil filter bypass valve is open, the oil will not be filtered.
Result: The oil filter bypass valve is open.

Replace the oil filter element. Refer to the Operation and

Maintenance Manual.

Check the oil filter bypass valve for a weak spring or for a
broken spring. If the spring is broken, replace the spring.
Verify that the oil bypass valve is operating correctly.

Result: The oil is not contaminated.

Proceed to Test Step 3.

(continued)

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(Table 141, contd)

Troubleshooting Test Steps Values Results

3. Leaks in Air Intake System Air leak Result: There are air leaks.

Note: A leak in the air intake system may allow unfiltered air into Repair any leaks.
the engine.
Result: There are no air leaks.
A. Inspect the air intake system for streaks which may indicate a
leakage of unfiltered air. Inspect all of the gaskets and the connec- Proceed to Test Step 4.
tions. Refer to Systems Operation, Testing, and Adjusting, “Air Inlet
and Exhaust System” for more information.

4. Dirt in Fuel Fuel and fuel Result: The fuel has contamination.
filters
A. Remove the fuel filters. Inspect the fuel filters for contamination. Determine the cause of any contamination and make the
necessary repairs.
Note: Contaminants in the fuel such as hydrogen sulfide and sulfur
can lead to the formation of acids in the crankcase. Install new fuel filters. Refer to the Operation and Mainte-
nance Manual.
B. Obtain a fuel analysis.
Result: The fuel is not contaminated.

Proceed to Test Step 5.

5. Low Oil Pressure Oil pressure Result: Analysis indicates that the oil is contaminated.

Note: Engine oil that is contaminated with another liquid can cause Replace the oil and the oil filter. Refer to the Operation
low engine oil pressure. High engine oil level can be an indication and Maintenance Manual.
of contamination.
Result: The inlet tube has a restriction.
A. Obtain an analysis of the engine oil.
Clear the obstruction. Verify the repair.
B. Check the inlet screen on the suction tube and remove any ma-
terial that may be restricting engine oil flow. Result: The oil pressure is low.

Note: The inlet screen of the suction tube for the engine oil pump Refer to Troubleshooting, “Oil Pressure Is Low” for the
can have a restriction. This restriction will cause cavitation and a testing procedure. Repair any identified faults..
loss of engine oil pressure.
Result: The oil pressure is normal.
When some components of the engine show wear in a short time,
the cause can be a restriction in a passage for engine oil. An indi- Contact Perkins Global Technical Support.
cator for the engine oil pressure may indicate sufficient pressure,
but a component is worn due to a lack of lubrication. In such a
case, look at the passage for the engine oil supply to the compo-
nent. Refer to Systems Operation/Testing and Adjusting, “Lubrica-
tion System” for additional information.

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i05864213

Engine Has Mechanical Noise

(Knock)

Probable Causes
• Diagnostic codes

• Electrical connections
• Fuel injection

• Fuel quality
• Correct lubrication

• Noisy engine accessory

• Valve train components
• Gear train and lower end components

• Crankshaft

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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184 UENR4469
Symptom Troubleshooting

Table 142
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: There are active codes.

codes
A. Establish communication between the electronic service tool Troubleshoot any active codes before continuing with this
and the Electronic Control Module (ECM). Refer to Troubleshoot- procedure.
ing, “Electronic Service Tools”, if necessary.
Result: There are no active codes.
B. Download the Warranty Report and the Product Status Report
with Histograms before performing any troubleshooting or clearing Proceed to Test Step 2.
any diagnostic codes.

Note: The downloaded information will be required by Technical

Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. Electrical Connections Connectors Result: There are suspect connectors.

A. Check for the correct installation of the ECM P1 and P2 connec- Repair connectors that are suspect or replace connectors
tors. Check for correct installation of the fuel injector connectors. that are suspect.

Perform the “Wiggle Test” on the electronic service tool

Result: There are no suspect connectors.

Proceed to Test Step 3.

3. Fuel Injection Fuel System Result: The test was not successful.
Verification
A. Perform the “Fuel System Verification Test” in the “Diagnostic Test Diagnose the fault and then repair the fault.
Tests” under the “Diagnostics” menu.
Reset all active codes and clear all logged codes.

Verify that the repair has eliminated the noise.

Result: The test was successful.

Proceed to Test Step 4.

4. Fuel Quality Fuel Result: The fuel quality is not OK.

A. Obtain a fuel analysis in order to confirm that the correct fuel is Note: Refer to Operation and Maintenance Manual for infor-
being used for the engine. Refer to Systems Operation/Testing and mation on the correct specification of fuel for the engine.
Adjusting, “Fuel System Quality Test” for the proper procedure.
If necessary, replace the fuel. Verify that the repair eliminated
the noise.

Result: The fuel quality is OK.

Proceed to Test Step 5.

(continued)

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UENR4469 185
Symptom Troubleshooting

(Table 142, contd)

Troubleshooting Test Steps Values Results

5. Correct Lubrication Lubrication Result: The oil passages are blocked or the engine does not
have correct lubrication.
A. Check for correct lubrication of the valve components. Check for
sufficient lubrication between the valves and the rocker arms. Make the necessary repairs, Verify that the repair eliminated
the noise.
B. Check for blocked oil passages. Oil passages must be clean.
Clean any oil passages that are questionable. Refer to the Disas- Result: The oil passages are not blocked and the engine has
sembly and Assembly for additional information. correct lubrication.

C. Inspect the engine oil filters for ferrous material. Proceed to Test Step 6.

D. Obtain an oil analysis. The analysis will identify the oil contami-
nation. This information will aid the identification of the origin of the
contamination.

6. Noisy Engine Accessory Engine Result An engine accessory is the source of the noise.
accessory
A. Attempt to isolate the source of the noise. Repair the engine accessory and/or replace the engine ac-
cessory, as necessary.

Result An engine accessory is not the source of the noise.

Proceed to Test Step 7.

7. Valve Train Components Valve train Result: The valve train components are damaged.

A. Check the valve lash. Refer to Systems Operation, Testing, and Make the necessary repairs, Verify that the repair eliminated
Adjusting, “Valve Lash - Inspect”. the noise.

B. Check for damage to valve train components. Remove the valve Result: The valve train components are not damaged.
cover. Check the following items for damage:
Proceed to Test Step 8.
· Camshaft

· Valve springs

· Hydraulic lifters

· Rocker shaft

· Bridges

· Pushrods

Refer to the Disassembly and Assembly for additional information.

C. Check for valves that do not move freely. If necessary, remove

the cylinder head and inspect the valves.
Refer to the Disassembly and Assembly for additional information.

(continued)

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(Table 142, contd)

Troubleshooting Test Steps Values Results

8. Gear Train and Components of the Lower End Gear train Result: The gear train or lower end components are
damaged.
A. Inspect the gear train and lower end components.
Replace any damaged parts.

Result: The gear train or lower end components are not

damaged.

Proceed to Test Step 9.

9. Crankshaft Crankshaft Result: The crankshaft or the related components are dam-
aged or worn.
A. Inspect the crankshaft and the related components. Look for
worn thrust plates and wear on the crankshaft. Repair or replace any damaged parts. Verify that the repair
eliminated the noise.
B. Inspect the connecting rod bearings and the bearing surfaces
on the crankshaft. Make sure that the bearings are in the correct Result: The crankshaft or the related components are not
position. damaged or worn.

Contact Perkins Global Technical Support.

i05948910 Probable Causes

Engine Misfires, Runs Rough • Diagnostic codes
or Is Unstable • Fuel supply

• Transfer Pump Inlet Regulator (TPIR)

Note: If the fault is intermittent and the fault cannot be • Electric Fuel Lift Pump (EFLP)
duplicated, refer to Troubleshooting, “Power Is
Intermittently Low or Power Cutout Is Intermittent”. • Return fuel lines
Note: If the fault only occurs under certain conditions, • Throttle position sensor
test the engine under those conditions. Examples of
certain conditions are high rpm, full load, and engine • CAN data link
operating temperature. Troubleshooting the
symptoms under other conditions can give misleading • High-pressure fuel pump
results. • Low compression (cylinder pressure)

• Electronic unit injectors

• Individual malfunctioning cylinder

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 187
Symptom Troubleshooting

Table 143
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Codes Result: There are active codes.

A. Establish communication between the electronic service tool Troubleshoot any active codes before continuing with this
and the Electronic Control Module (ECM). Refer to Troubleshoot- procedure.
ing, “Electronic Service Tools”, if necessary.
Result: There are no active codes.
B. Download the Warranty Report and the Product Status Report
with Histograms before performing any troubleshooting or clearing Proceed to Test Step 2.
any diagnostic codes.

Note: The downloaded information will be required by Technical

Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. Fuel Supply Fuel supply Result: There is air in the fuel system.

A. Visually check the fuel tank for fuel. The fuel gauge may be Prime the fuel system. Refer to Systems Operation, Test-
faulty. ing, and Adjusting, “Fuel System - Prime”.

B. Ensure that the vent in the fuel cap is not filled with debris. Proceed to Test Step 13.

C. Ensure that the fuel supply valve (if equipped) is in the full Result: The fuel quality is not OK.
OPEN position.
Replace the fuel. Replace the in line fuel filter that is up-
D. Check the primary filter/water separator for water in the fuel. stream of the EFLP. Replace the primary and secondary
fuel filters. Verify that the repair eliminated the fault.
E. Check for fuel supply lines that are restricted.
Proceed to Test Step 13.
F. Check that the Electric Fuel Lift Pump (EFLP) is operating. If the
EFLP is suspect, refer to Troubleshooting, “Relay - Test (Electric Result: The fuel quality is OK.
Fuel Lift Pump)”.
Proceed to Test Step 3.
G. Check for air in the fuel system. Refer to Systems Operation,
Testing, and Adjusting, “Air in Fuel - Test”.

H. Obtain a fuel analysis in order to confirm that the correct fuel is

being used. Refer to Systems Operation/Testing and Adjusting,
“Fuel Quality - Test” for the correct procedure.

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Symptom Troubleshooting

Illustration 68 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 69 g02485896
Minimum TPIR flow rate in a 12 VDC system

Illustration 70 g02485897
Minimum TPIR flow rate in a 24 VDC system

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UENR4469 189
Symptom Troubleshooting

Table 144
Troubleshooting Test Steps Values Results

3. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Refer to Illustration 68 . Proceed to Test Step 5.

A. Disconnect the TPIR return line from the drain port on the TPIR. Result: The fuel flow is less than the minimum limit.
Install a suitable blanking cap on the open port in the TPIR return
line. Proceed to Test Step 4.

B. Connect a temporary drain line to the drain port on the TPIR.

C. Place the end of the temporary drain line into a suitable cali-
brated container.

D. With the isolator switch in the ON position but the engine not
running, use a suitable multimeter to measure the input voltage to
the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine not
running, measure the fuel flow from the temporary drain line.

F. Refer to Illustration 69 or 70 for the minimum acceptable flow

rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

Illustration 71 g02527498 Illustration 72 g02527518

Minimum EFLP flow rate in a 12 VDC system Minimum EFLP flow rate in a 24 VDC system

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Table 145
Troubleshooting Test Steps Values Results

4. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the
recorded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Disconnect the fuel inlet connection from the primary fuel filter “Fuel Priming Pump - Remove and Install”.
head.
Result: The fuel flow is above the minimum value for the
C. Install a suitable blank on the fuel inlet port on the primary fuel recorded voltage.
filter head.
Proceed to Test Step 5.
D. Place the open end of the fuel inlet line in a suitable calibrated
container.

E. With the keyswitch in the ON position, measure the input voltage

at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow from the
fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Illus-
tration 71 or 72 .

5. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between the
EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or kinked.
Clear or replace the blocked line.
B. If the TPIR return line is clear, confirm that the Electric Fuel Lift
Pump (EFLP) is operating. Make sure that fuel lines between the Proceed to Test Step 13.
EFLP and the TPIR are not blocked or kinked.
Result: The TPIR return line and the fuel lines between
the EFLP and the TPIR are clear.

Replace the EFLP.

If the fault is still present, proceed to Test Step 6.

If the fault is eliminated, proceed to Test Step 13.

6. Throttle Position Sensor Throttle Result: The throttle position sensor response is erratic.

A. Use the electronic service tool and observe the signal for the Test the throttle position sensor. Refer to Troubleshooting,
throttle position sensor. Make sure that the throttle response is “Speed Control (Analog) - Test” or Troubleshooting,
smooth and progressive. “Speed Control (PWM) - Test”.

Proceed to Test Step 13.

Result: The throttle position sensor response is OK.

Proceed to Test Step 7.

(continued)

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UENR4469 191
Symptom Troubleshooting

(Table 145, contd)

Troubleshooting Test Steps Values Results

7. Check the CAN Data Link Throttle Result: The CAN data link is suspect.

Note: The requested engine speed signal is sent to the engine Test the CAN data link. Refer to Troubleshooting, “CAN
ECM through the CAN data link. Data Link - Test”.

A. Use the electronic service tool to check for diagnostic codes that Proceed to Test Step 13.
are related to the CAN data link.
Result: The CAN data link is OK.

Proceed to Test Step 8.

8. High-Pressure Fuel Pump SCV HP fuel pump Result: The solenoid valve test fails.

A. Use the electronic service tool to perform a solenoid test on the Replace the HP fuel pump SCV and solenoid assembly.
fuel injection pump. Refer to Troubleshooting, “Solenoid Valve -
Test”. Proceed to Test Step 13.

Result: The solenoid valve test passes successfully.

Proceed to Test Step 9.

9. High-Pressure Fuel Pump HP fuel pump Result: There are diagnostic codes associated with the
high-pressure fuel pump.
Note: The fuel injection pump that is installed by the factory is a
nonserviceable item. If any fault occurs within the fuel injection Diagnose the codes. Refer to Troubleshooting, “Trouble-
pump, the fuel injection pump must be replaced. shooting with a Diagnostic Code”.

A. Use the electronic service tool to select the correct screen in or- If necessary, replace the high-pressure fuel pump.
der to display any diagnostic trouble codes that relate to the fuel in-
jection pump. Proceed to Test Step 13.

Result: The high-pressure fuel pump is OK.

Proceed to Test Step 10.

10. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside
compression the specifications.
A. Perform a compression test. Refer to Systems Operation, Test-
ing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in

the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Proceed to Test Step 13.

Result: The results of the compression test are OK.

Proceed to Test Step 11.

(continued)

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192 UENR4469
Symptom Troubleshooting

(Table 145, contd)

Troubleshooting Test Steps Values Results

11. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.
Injectors
A. Use the electronic service tool to perform the automatic “Cylin- Remove any faulty electronic unit injectors. Refer to Disas-
der Cut Out Test” . sembly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step 9 Install new electronic unit injectors. Refer to Disassembly
was satisfactory, the “Cylinder Cut Out Test” will identify any faulty and Assembly, “Electronic Unit Injector - Install”.
injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault
is still apparent, remove the replacement electronic unit in-
jector and install the original electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit Injector -
Remove” and Disassembly and Assembly, “Electronic Unit
Injector - Install”.

Proceed to Test Step 13.

Result: All injectors are OK.

Proceed to Test Step 12.

12. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic service Investigate the cause of the fault on any cylinder that is not
tool to perform the manual “Cylinder Cut Out Test” . operating. Investigate the cause of the fault on any cylin-
der that is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound from
the engine. When a cylinder is cut out, there should be a noticeable Proceed to Test Step 13.
change in the sound of the engine.
Result: The test indicates that all cylinders are OK.
If a change in the sound of the engine is not noted, the isolated cyl-
inder is not operating under normal conditions. If the isolation of a Contact Perkins Global Technical Support.
cylinder results in a change in the sound that is less noticeable, the
cylinder may be operating below normal performance.

(continued)

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Symptom Troubleshooting

(Table 145, contd)

Troubleshooting Test Steps Values Results

13. Check the Aftertreatment System for Oil or Fuel CEM Result The volume of drained oil or fuel is greater than
1.0 L (1.05669 qt).
A. Remove excess oil or fuel from the piping with a clean cloth.
Install a replacement CEM. Refer to Disassembly and As-
B. Remove the Clean Emissions Module (CEM). Refer to Disas- sembly, “Clean Emissions Module - Remove and Install”.
sembly and Assembly, “Clean Emissions Module - Remove and
Install”. Return the unit to service.

C. Support the CEM over a suitable container with the exhaust inlet Result The volume of drained oil or fuel is less than 1.0 L
downwards. Leave the CEM to drain for 8 hours. (1.05669 qt).

D. Check the quantity of drained oil or fuel in the container. Proceed to Test Step 14.

14. Recover the Aftertreatment System CEM Result: The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of less than 80% and no smoke
A. Clean any remaining oil or fuel from the piping and the CEM inlet from the exhaust.
with a clean cloth.
Return the unit to service.
B. Install the Clean Emissions Module (CEM). Refer to Disassem-
bly and Assembly, “Clean Emissions Module - Remove and Result The “Aftertreatment Recovery Procedure” com-
Install”. pletes with a soot load of more than 80% or smoke from
the exhaust.
C. Run the engine at high idle with no load for a minimum of 20
minutes. Contact Perkins Global Technical Support.

Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for engines
with a DPF. The other version is for engines without a DPF. Ensure
that the correct procedure is used.

D. Use the electronic service tool to perform the “Aftertreatment

Recovery Procedure” . While the procedure is progressing, check
for smoke from the exhaust. Some smoke will be evident during
the procedure. The smoke must dissipate before the procedure is
completed.

i05948933

Engine Overspeeds

This procedure covers the following diagnostic

trouble code:

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Table 146
Diagnostic Trouble Codes for Engine Overspeed

J1939 Code Code Description Comments

190-15 Engine Overspeed Warning - Lev- The engine has exceeded the value that is programmed into the Electronic Control Module
el 1 (ECM) for 0.6 seconds.

There are no diagnostic trouble codes for the speed/timing sensors.

The engine has been running for at least 3 seconds.

190-0 Engine Overspeed Warning - Lev- The engine has exceeded the value that is programmed into the Electronic Control Module
el 3 (ECM) for 0.6 seconds.

There are no diagnostic trouble codes for the speed/timing sensors.

The engine has been running for at least 3 seconds.

The engine may shut down.

The ECM limits the flow of fuel in order to prevent the

engine speed from exceeding the value that is
programmed into the ECM. When the engine speed
has dropped to less than the value that is
programmed into the ECM, the 190-x code will be
reset.
If the engine speed exceeds the value that is
programmed into the ECM, the ECM illuminates the
warning lamp and a 190-x code is logged. Factory
passwords are required in order to clear the code. No
troubleshooting is required.
The history of engine overspeeds can be viewed on
the electronic service tool.

Probable Causes
• Diagnostic codes

• Turbocharger or turbochargers
• Combustible gases or liquid in the Intake air

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Symptom Troubleshooting

Table 147
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: A diagnostic code is not active or logged.

A. Download the Warranty Report and the Product Status Re- Return the unit to service.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes. Result: A 190-x diagnostic code is present.
Proceed to Test Step 2.
Note: The downloaded information will be required by Techni-
cal Support if troubleshooting assistance is needed.

B. Use the electronic service tool to check for active or logged

codes.

2. Turbocharger or Turbochargers Turbocharger Result: A turbocharger is leaking oil into the intake air.

Note: The turbocharger or turbochargers that are installed on Replace the faulty turbocharger.
the engine are nonserviceable items. If any mechanical fault
exists, then the faulty turbocharger must be replaced. Proceed to Test Step 4.

A. Check for any oil that may be leaking into the intake air. Result: A turbocharger is not leaking oil into the intake air.

Proceed to Test Step 3.

3. Combustible Gases or Liquid in the Intake Air Air quality Result: The atmosphere has combustible gases.

A. Check for combustible gases in the surrounding Do not operate the engine in an environment with combusti-
atmosphere. ble gases.

B. Check for combustible liquid in the air intake. Result: There is combustible liquid in the air intake.

Remove the liquid. Investigate and rectify the cause of liquid

ingestion

Result: The intake air does not contains combustible gases.

Contact Perkins Global Technical Support.

(continued)

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Symptom Troubleshooting

(Table 147, contd)

Troubleshooting Test Steps Values Results

4. Check the Aftertreatment System for Oil CEM Result The volume of drained oil is greater than 1.0 L
(1.05669 qt).
A. Remove excess oil from the piping with a clean cloth.
Install a replacement CEM. Refer to Disassembly and As-
B. Remove the Clean Emissions Module (CEM). Refer to Dis- sembly, “Clean Emissions Module - Remove and Install”.
assembly and Assembly, “Clean Emissions Module - Remove
and Install”. Return the unit to service.

C. Support the CEM over a suitable container with the exhaust Result The volume of drained oil is less than 1.0 L
inlet downwards. Leave the CEM to drain for 8 hours. (1.05669 qt).

D. Check the quantity of drained oil in the container. Proceed to Test Step 5.

5. Recover the Aftertreatment System CEM Result: The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of less than 80% and no smoke from
A. Clean any remaining oil from the piping and the CEM inlet the exhaust.
with a clean cloth.
Return the unit to service.
B. Install the Clean Emissions Module (CEM). Refer to Disas-
sembly and Assembly, “Clean Emissions Module - Remove Result The “Aftertreatment Recovery Procedure” completes
and Install”. with a soot load of more than 80% or smoke from the
exhaust.
C. Run the engine at high idle with no load for a minimum of
20 minutes. Contact Perkins Global Technical Support.

Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for en-
gines with a DPF. The other version is for engines without a
DPF. Ensure that the correct procedure is used.

D. Use the electronic service tool to perform the “Aftertreat-

ment Recovery Procedure” . While the procedure is progress-
ing, check for smoke from the exhaust. Some smoke will be
evident during the procedure. The smoke must dissipate be-
fore the procedure is completed.

i05864769

Engine Shutdown Occurrence

Note: The engine is stopped immediately when an

emergency stop button is pressed.

Probable Causes
• Operator
• Fuel
• Mechanical Failure

Recommended Actions
Complete the procedure in the order in which the
steps are listed.

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UENR4469 197
Symptom Troubleshooting

Table 148
Troubleshooting Test Steps Values Results

1. Operator Operator Result: The operator is operating the engine correctly.

A. Determine the events that caused the engine to stall. Proceed to Test Step 2.

B. Delay engine shutdown may not have completed. Result: The operator is not operating the engine correctly.

Make sure that the operator has the information required to

operate the engine correctly.

2. Fuel Fuel Result: The engine is out of fuel.

A. The engine has run out of fuel. Make sure the fuel gauge is providing an accurate reading.

Make sure that the operator knows that the engine requires
an adequate fuel supply.

Verify that the issue is eliminated.

Result: The engine is not out of fuel.

Proceed to Test Step 3.

3. Mechanical Failure Mechanical Result: A mechanical failure has occurred.

failure
A. Check for a mechanical failure. Diagnose and then repair the fault.

Verify that the repair eliminated the fault.

If the fault is still present, contact Perkins Global Technical

Support.

i05864773

Engine Shutdown Occurs

Intermittently

Note: Use this procedure only if the engine shuts

down completely and the engine must be restarted.

Probable Causes
• Diagnostic codes

• Electrical connectors
• Fuel supply

• Switches

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Symptom Troubleshooting

Table 149
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Codes Result: There are active codes.

Note: Certain diagnostic codes and/or event codes may cause Troubleshoot any active codes before continuing with this
an engine shutdown. procedure.

A. Connect the electronic service tool and check for active codes Result: There are no active codes.
and for logged codes.
Proceed to Test Step 2.

2. Air Intake Air intake Result: The air filter or the air intake is blocked or restricted.

A. Check the air filter for blockage or restriction. Replace the air filter element or clear the blockage.

B. Check the air intake duct for blockages or restrictions. Result: The air filter and air intake are clear.

Proceed to Test Step 3.

3. Electrical Connectors Connectors Result: There are suspect connectors.

A. Check for the correct installation of the ECM J1/P1 and the J2/ Use the electronic service tool to perform the “Wiggle Test” .
P2 connectors. Check for correct installation of the fuel injector
connectors. Repair connectors that are suspect or replace connectors that
are suspect.

Result: There are no suspect connectors.

Proceed to Test Step 4.

(continued)

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Symptom Troubleshooting

(Table 149, contd)

Troubleshooting Test Steps Values Results

4. Fuel Supply Fuel system Result: The fuel supply is not OK.

A. Ensure that the vent in the fuel cap is not filled with debris. Service the fuel system or repair the fuel system components,
as necessary.
B. Ensure that the fuel supply valve (if equipped) is in the full
OPEN position. Result: The fuel supply is OK.

C. If the temperature is below 0 °C (32 °F), check for solidified Proceed to Test Step 4.
fuel (wax).

D. Check the primary filter/water separator for water in the fuel.

E. Check for fuel supply lines that are restricted.

F. Check that the Electric Fuel Lift Pump (EFLP) is operating. If

the EFLP is suspect, refer to Troubleshooting, “Relay - Test
(Electric Fuel Lift Pump)”.

G. Check the diesel fuel for contamination. Refer to Systems Op-

eration, Testing, and Adjusting, “Fuel Quality - Test”.

H. Check for air in the fuel system. Refer to Systems Operation,

Testing, and Adjusting, “Air in Fuel - Test”.

4. Switches Switches Result: The shutdown switches and wiring are not OK.

A. Check the keyswitch input to the ECM. Make the necessary repairs, Verify that the repair eliminated
the fault.
B. Check any engine shutdown switches and associated wiring.
Result: The shutdown switches and wiring are OK.

Contact Perkins Global Technical Support.

i05864776

Engine Speed Does Not

Change

Note: Use this procedure only if the engine speed

does not change.

Probable Causes
• Diagnostic codes

• Multi-position throttle switch (if equipped)

• Throttle position sensor

Recommended Repairs
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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200 UENR4469
Symptom Troubleshooting

Table 150
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Codes Result: There are active codes.

A. Establish communication between the electronic service tool Troubleshoot any active codes before continuing with this
and the Electronic Control Module (ECM). Refer to Troubleshoot- procedure.
ing, “Electronic Service Tools”, if necessary.
Result: There are no active codes.
B. Download the “Warranty Report” from the engine ECM before
performing any troubleshooting or clearing diagnostic trouble Proceed to Test Step 2.
codes.

2. Multi-position Throttle Switch (If Equipped) Multi-position Result: The multi-position throttle switch or the associated
throttle wiring is faulty.
Note: When the engine is operating and the fault occurs, the con- switch
figuration of the throttle will not change. Check the configuration of Repair or replace the multi-position throttle switch or the as-
the throttle only if the engine has never run. sociated wiring.

A. If a fault in the multi-position throttle switch is suspected, refer to Result: The multi-position throttle switch and the associated
Troubleshooting, “Switch Circuits - Test”. wiring are OK.

Proceed to Test Step 3.

3. Throttle Position Sensor Throttle posi- Result: The throttle position sensor or the associated wiring
tion sensor is faulty.
A. If a fault is suspected in the throttle sensor, refer to Troubleshoot-
ing, “Speed Control (PWM) - Test”. Repair or replace the throttle position sensor or the associ-
ated wiring.

Result: The throttle position sensor and the associated wir-

ing are OK.

Contact Perkins Global Technical Support.

i05922494

Engine Stalls at Low RPM

Probable Causes
• Diagnostic codes

• Accessory equipment
• Power mode control (if equipped)
• Fuel supply

• Low compression (cylinder pressure)

• Electronic unit injectors

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 201
Symptom Troubleshooting

Table 151
Troubleshooting Test Steps Values Results
1. Diagnostic Codes
Diagnostic Result: A code is active or logged.
A. Establish communication between the electronic service tool and code
the Electronic Control Module (ECM) . If necessary, refer to Trouble- Troubleshoot any codes before continuing with this
shooting, “Electronic Service Tools”. procedure.

B. Check if any codes are active or logged. Result: A code is not active or logged.

Proceed to Test Step 2.

2. Accessory Equipment
Accessories Result: An engine accessory is creating an excessive
A. Check all accessory equipment for faults that may create exces- load.
sive load on the engine.
Repair or replace the engine accessory.

Result: An engine accessory is not creating an excessive

load.

Proceed to Test Step 3.

3. Power Mode Control (If Equipped)

Power mode Result: There is a fault in the data link.
A. Check whether the power mode control is using the Perkins data control
link or the CAN data link and then use the appropriate test. Refer to Repair the data link, as necessary.
Troubleshooting, “Data Link - Test” or Troubleshooting, “CAN Data
Link - Test”. Result: There is a wiring fault.

B. Check the engine wiring harness for defects. Refer to Trouble- Repair or replace the wiring, as necessary.
shooting, “Electrical Connectors - Inspect”.
Result: The data link and the wiring are OK.

Proceed to Test Step 4.

(continued)

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(Table 151, contd)

Troubleshooting Test Steps Values Results
4. Fuel Supply
Fuel system Result: The vent in the fuel cap is blocked.
A. Ensure that the vent in the fuel cap is not filled with debris.
Install a replacement fuel cap.
B. Ensure that the fuel supply valve (if equipped) is in the full OPEN
position. Result: The fuel contains solidified wax.

C. If the temperature is below 0 °C (32 °F), check for solidified fuel Replace the fuel with fuel of the correct specification for
(wax). the ambient conditions.

D. Check the primary filter/water separator for water in the fuel. Result: There are fuel supply lines that are restricted.

E. Check for fuel supply lines that are restricted. Replace any damaged or restricted fuel lines.

F. Replace the in-line fuel filter that is installed upstream of the Elec- The EFLP is suspect. Refer to Troubleshooting, “Fuel
tric Fuel Lift Pump (EFLP). Pump Relay Circuit - Test”.

G. Check that the EFLP is operating correctly. Replace the primary fuel filter and the secondary fuel fil-
ters. Refer to the Operation and Maintenance Manual for
H. Replace the primary and secondary fuel filters. further information.

I. Check the diesel fuel for contamination. Refer to Systems Opera- Result: There is air in the fuel system.
tion, Testing, and Adjusting, “Fuel Quality - Test”.
Prime the fuel system. Refer to Systems Operation, Test-
J. Check for air in the fuel system. Refer to Systems Operation, Test- ing, and Adjusting, “Fuel System - Prime”.
ing, and Adjusting, “Air in Fuel - Test”.
Result: The diesel fuel is contaminated.

Drain the fuel tank and the fuel system.

Replace the primary fuel filter and the secondary fuel fil-
ters. Refer to the Operation and Maintenance Manual for
further information.

Fill and prime the fuel system with fuel of the correct spec-
ification. Refer to Systems Operation, Testing, and Adjust-
ing, “Fuel System - Prime”.

Result: The fuel supply is OK.

Proceed to Test Step 5.

5. Low Compression (Cylinder Pressure)

Cylinder Result: The results of the compression test are outside
A. Perform a compression test. Refer to Systems Operation, Testing, compression the specifications.
and Adjusting, “Compression - Test”.
Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in

the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 6.

(continued)

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Symptom Troubleshooting

(Table 151, contd)

Troubleshooting Test Steps Values Results

6. Electronic Unit Injectors

Electronic Unit Result: A faulty injector is indicated.
A. Use the electronic service tool to perform the automatic “Cylinder Injectors
Cut Out Test” . Remove any faulty electronic unit injectors. Refer to Dis-
assembly and Assembly, “Electronic Unit Injector -
Note: If the compression test that was performed in Test Step 5 was Remove”.
satisfactory, the “Cylinder Cut Out Test” will identify any faulty
injectors. Install new electronic unit injectors. Refer to Disassembly
and Assembly, “Electronic Unit Injector - Install”.

Repeat the automatic “Cylinder Cut Out Test” . If the fault

is still apparent, remove the replacement electronic unit
injector and install the original electronic unit injector. Re-
fer to Disassembly and Assembly, “Electronic Unit Injector
- Remove” and Disassembly and Assembly, “Electronic
Unit Injector - Install”.

Result: All injectors are OK.

Contact Perkins Global Technical Support.

i05865493

Engine Top Speed Is Not

Obtained

Note: If this fault occurs only under load, refer to

Troubleshooting, “Acceleration Is Poor or Throttle
Response Is Poor”.

Probable Causes
• Diagnostic codes
• ECM parameters

• Throttle signal from the throttle position sensor

• Air intake and exhaust system

• Fuel supply
• Transfer Pump Inlet Regulator (TPIR)

• Electric Fuel Lift Pump (EFLP)

• Return fuel lines

• Low compression (cylinder pressure)

• Electronic unit injectors
• Individual malfunctioning cylinders

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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204 UENR4469
Symptom Troubleshooting

Table 152
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: There are active or logged codes.

codes
A. Establish communication between the electronic service Troubleshoot any codes before continuing with this procedure.
tool and the Electronic Control Module (ECM). Refer to Trou-
bleshooting, “Electronic Service Tools”, if necessary. Result: There are no active or logged codes.

B. Download the Warranty Report and the Product Status Re- Proceed to Test Step 2.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes.

Note: The downloaded information will be required by Techni-

cal Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. ECM Parameters Parameters Result: The parameters are not configured correctly.

A. Use the electronic service tool to verify that the correct en- Correctly configure the parameters.
gine parameters are being used. Refer to Troubleshooting,
“System Configuration Parameters” and Troubleshooting, Verify that the configuration change eliminated the fault.
“Customer Configuration Parameters” for additional
information. Result: The parameters are configured correctly.

Proceed to Test Step 3.

3. Throttle Signal for the Throttle Position Sensor CAN data link Result: The throttle signal is erratic or does not reach the
100% raw position or the calibrated position.
A. Use the electronic service tool and observe the signal for
the throttle position sensor. Make sure that the throttle reaches Refer to Troubleshooting, “Speed Control (Analog) - Test” or
the 100% raw position and the calibrated position. refer to Troubleshooting, “Speed Control (PWM) - Test”. If the
engine has a multi-position Throttle switch, refer to Trouble-
shooting, “Switch Circuits - Test”.

Result: The throttle signal is OK.

Proceed to Test Step 4.

4. Air Intake and Exhaust System Restrictions Result: The air filter is plugged.

A. Check the air filter restriction indicator, if equipped. Clean or replace the air filter. Refer to the Operation and Main-
tenance Manual for further information.
B. Check the air inlet and exhaust system for restrictions and/
or leaks. Result: There are restrictions in the air inlet or exhaust
system.

Make the necessary repairs, Verify that the repair eliminated

the fault.

Result: There are no restrictions in the air inlet or exhaust

system.

Proceed to Test Step 5.

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UENR4469 205
Symptom Troubleshooting

Contact with high pressure fuel may cause fluid

penetration and burn hazards. High pressure fuel
spray may cause a fire hazard. Failure to follow
these inspection, maintenance and service in-
structions may cause personal injury or death.

NOTICE
Contact with high-pressure fuel may cause personal
injury or death. Wait 10 minutes after the engine has
stopped to allow fuel pressure to purge before any
service or repair is performed on the engine fuel lines.

Table 153
Troubleshooting Test Steps Values Results

5. Fuel Supply Fuel system Result: There is a leak from a high-pressure fuel line.

A. Check for leaks from the high-pressure fuel lines. Replace the high-pressure fuel line. Refer to Disassembly and
Assembly, “Fuel injection lines - Remove” and Disassembly
B. Ensure that the vent in the fuel cap is not filled with debris. and Assembly, “Fuel injection lines - Install”.

C. Ensure that the fuel supply valve (if equipped) is in the full Result: The vent in the fuel cap is blocked.
OPEN position.
Install a replacement fuel cap.
D. If the temperature is below 0 °C (32 °F), check for solidified
fuel (wax). Result: The fuel contains solidified wax.

E. Check the primary filter/water separator for water in the Replace the fuel with fuel of the correct specification for the
fuel. ambient conditions.

F. Check for fuel supply lines that are restricted. Result: There are fuel supply lines that are restricted.

G. Replace the in-line fuel filter that is installed upstream of Replace any damaged or restricted fuel lines.
the Electric Fuel Lift Pump (EFLP).
Replace the primary fuel filter and the secondary fuel filters.
H. Replace the primary and secondary fuel filters. Refer to the Operation and Maintenance Manual for further
information.
I. Check the diesel fuel for contamination. Refer to Systems
Operation, Testing, and Adjusting, “Fuel Quality - Test”. Result: There is air in the fuel system.

J. Check for air in the fuel system. Refer to Systems Opera- Prime the fuel system. Refer to Systems Operation, Testing,
tion, Testing, and Adjusting, “Air in Fuel - Test”. and Adjusting, “Fuel System - Prime”.

Result: The diesel fuel is contaminated.

Drain the fuel tank and the fuel system.

Replace the primary fuel filter and the secondary fuel filters.
Refer to the Operation and Maintenance Manual for further
information.

Fill and prime the fuel system with fuel of the correct specifica-
tion. Refer to Systems Operation, Testing, and Adjusting, “Fuel
System - Prime”.

Result: The fuel supply is OK.

Proceed to Test Step 6.

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Symptom Troubleshooting

Illustration 73 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 74 g02485896
Minimum TPIR flow rate in a 12 VDC system

Illustration 75 g02485897
Minimum TPIR flow rate in a 24 VDC system

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UENR4469 207
Symptom Troubleshooting

Table 154
Troubleshooting Test Steps Values Results

6. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Refer to Illustration 73 . Proceed to Test Step 8.

A. Disconnect the TPIR return line from the drain port on the Result: The fuel flow is less than the minimum limit.
TPIR. Install a suitable blanking cap on the open port in the
TPIR return line. Proceed to Test Step 7.

B. Connect a temporary drain line to the drain port on the

TPIR.

C. Place the end of the temporary drain line into a suitable

calibrated container.

D. With the isolator switch in the ON position but the engine

not running, use a suitable multimeter to measure the input
voltage to the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine

not running, measure the fuel flow from the temporary drain
line.

F. Refer to Illustration 74 or 75 for the minimum acceptable

flow rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

Illustration 76 g02527498 Illustration 77 g02527518

Minimum EFLP flow rate in a 12 VDC system Minimum EFLP flow rate in a 24 VDC system

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Symptom Troubleshooting

Table 155
Troubleshooting Test Steps Values Results

7. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the re-
corded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly, “Fuel
B. Disconnect the fuel inlet connection from the primary fuel fil- Priming Pump - Remove and Install”.
ter head.
Result: The fuel flow is above the minimum value for the re-
C. Install a suitable blank on the fuel inlet port on the primary corded voltage.
fuel filter head.
Proceed to Test Step 8.
D. Place the open end of the fuel inlet line in a suitable cali-
brated container.

E. With the keyswitch in the ON position, measure the input

voltage at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow

from the fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Il-
lustration 76 or 77 .

8. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between the
EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or
kinked. Clear or replace the blocked line.

B. If the TPIR return line is clear, confirm that the Electric Fuel Result: The TPIR return line and the fuel lines between the
Lift Pump (EFLP) is operating. Make sure that fuel lines be- EFLP and the TPIR are clear.
tween the EFLP and the TPIR are not blocked or kinked.
Replace the EFLP.

If the fault is still present, proceed to Test Step 9.

9. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation,
Testing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in the

following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 10.

(continued)

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UENR4469 209
Symptom Troubleshooting

(Table 155, contd)

Troubleshooting Test Steps Values Results

10. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.
Injectors
A. Use the electronic service tool to perform the automatic Remove any faulty electronic unit injectors. Refer to Disassem-
“Cylinder Cut Out Test” . bly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step Install new electronic unit injectors. Refer to Disassembly and
9 was satisfactory, the “Cylinder Cut Out Test” will identify Assembly, “Electronic Unit Injector - Install”.
any faulty injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault is
still apparent, remove the replacement electronic unit injector
and install the original electronic unit injector. Refer to Disas-
sembly and Assembly, “Electronic Unit Injector - Remove” and
Disassembly and Assembly, “Electronic Unit Injector - Install”.

Result: All injectors are OK.

Proceed to Test Step 11.

11. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic serv- Investigate the cause of the fault on any cylinder that is not op-
ice tool to perform the manual “Cylinder Cut Out Test” . erating. Investigate the cause of the fault on any cylinder that
is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound
from the engine. When a cylinder is cut out, there should be a Result: The test indicates that all cylinders are OK.
noticeable change in the sound of the engine.
Contact Perkins Global Technical Support.
If a change in the sound of the engine is not noted, the iso-
lated cylinder is not operating under normal conditions. If the
isolation of a cylinder results in a change in the sound that is
less noticeable, the cylinder may be operating below normal
performance.

i05948999 Note: Complete the procedure in the order in which

the steps are listed.
Engine Vibration Is Excessive

Refer to Systems Operation, Testing, and Adjusting

for additional information on determining the cause of
this condition.

Probable Causes
• Engine supports
• Driven equipment

• Low compression (cylinder pressure)

• Electronic unit injectors

• Individual malfunctioning cylinder

Recommended Actions
Note: When performing the following procedure, do
not stand near the engine. The vibration may indicate
an imminent component failure.

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210 UENR4469
Symptom Troubleshooting

Table 156
Troubleshooting Test Steps Values Results

1. Engine Supports Engine Result: The mounts and brackets are loose and/or broken.
supports
A. Inspect the mounts and the brackets while you run the engine Replace the mounts and brackets that are loose and/or
through the speed range. Look for mounts and brackets that are broken.
loose and/or broken.
Result: The mounts and brackets are not loose and/or
B. Check the alignment of the following before operating the engine broken.
under load for any length of time:
Proceed to Test Step 2.
· Mounts
· Coupling

2. Driven Equipment Driven Result The driven equipment and the alignment are not
equipment OK.
A. Inspect the mounting bolts for the driven equipment. Inspect the
alignment and the balance of the driven equipment. Repair or replace the driven equipment.

B. Inspect the coupling. Result: The driven equipment and the alignment are OK.

Proceed to Test Step 3.

3. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation, Test-
ing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in

the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 4.

(continued)

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UENR4469 211
Symptom Troubleshooting

(Table 156, contd)

Troubleshooting Test Steps Values Results

4. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.

Injectors
A. Use the electronic service tool to perform the automatic “Cylin- Remove any faulty electronic unit injectors. Refer to Disas-
der Cut Out Test” . sembly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step 3 Install new electronic unit injectors. Refer to Disassembly
was satisfactory, the “Cylinder Cut Out Test” will identify any faulty and Assembly, “Electronic Unit Injector - Install”.
injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault
is still apparent, remove the replacement electronic unit in-
jector and install the original electronic unit injector. Refer
to Disassembly and Assembly, “Electronic Unit Injector -
Remove” and Disassembly and Assembly, “Electronic Unit
Injector - Install”.

Result: All injectors are OK.

Proceed to Test Step 5.

5. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic service Investigate the cause of the fault on any cylinder that is not
tool to perform the manual “Cylinder Cut Out Test” . operating. Investigate the cause of the fault on any cylinder
that is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound from
the engine. When a cylinder is cut out, there should be a noticeable Result: The test indicates that all cylinders are OK.
change in the sound of the engine.
Contact Perkins Global Technical Support.
If a change in the sound of the engine is not noted, the isolated cyl-
inder is not operating under normal conditions. If the isolation of a
cylinder results in a change in the sound that is less noticeable, the
cylinder may be operating below normal performance.

i05865506 Probable Causes

Exhaust Has Excessive Black • Diagnostic codes
Smoke • Parameters in the Electronic Control Module
(ECM)

Engines without a Diesel Particulate Filter (DPF). • Air intake system or exhaust system

If excessive black smoke is caused by an engine • Valve lash

fault, some smoke will be visible at the exhaust pipe
outlet. Perform the following procedure to diagnose • Turbocharger or turbochargers
the cause of the black smoke.
• Low compression (cylinder pressure)
Engines with a Diesel Particulate Filter (DPF).
• Electronic unit injectors
If excessive black smoke is caused by an engine
fault, the smoke will only be visible when the Diesel • Individual malfunctioning cylinder
Particulate Filter (DPF) has also failed. Perform the
following procedure to diagnose the cause of the Recommended Actions
black smoke and then investigate the failure of the
DPF. Note: Complete the procedure in the order in which
the steps are listed.
Note: A faulty DPF will allow some smoke to be
visible. In this situation, there may not be a fault in the
engine.

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Symptom Troubleshooting

Table 157
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Engine Derate Result: A diagnostic code is present.

or Diagnostic
A. Download the Warranty Report and the Product Status Re- Codes Troubleshoot the code.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes. Result: A diagnostic code is not present.
Proceed to Test Step 2.
Note: The downloaded information will be required by Techni-
cal Support if troubleshooting assistance is needed.

B. Use the electronic service tool to check for active or logged

codes.

2. Parameters in the Electronic Control Module (ECM) Parameters Result: The parameters are not correct.

A. Use the electronic service tool to verify that the correct pa- Input the correct parameters. Refer to Troubleshooting, “Sys-
rameters are being used. Refer to Troubleshooting, “System tem Configuration Parameters” for additional information.
Configuration Parameters” for additional information.
Result: The parameters are correct.

Proceed to Test Step 3.

3. Air Intake and Exhaust System Restrictions Result: There are restrictions in the air inlet or exhaust
system.
A. Observe the check engine lamp. Check for an air filter re-
striction indicator, if equipped. Replace a plugged air filters. Re- Make the necessary repairs, Refer to Systems Operation/
fer to the Operation and Maintenance Manual. Testing and Adjusting, “Air Inlet and Exhaust System - In-
spect” for additional information.
B. Check the air inlet and exhaust system for restrictions and/
or leaks. Result: There are no restrictions in the air inlet or exhaust
system.

Proceed to Test Step 4.

4. Valve Lash Valve lash Result: The valve lash is incorrect.

A. Check the valve lash. Check the valve lash. Refer to Systems Operation, Testing,
and Adjusting, “Engine Valve Lash - Inspect” for the correct
procedure.

Result: The valve lash is correct.

For engines with a single turbocharger, proceed to Test Step

5.

For engines with twin turbochargers, proceed to Test Step 6.

(continued)

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UENR4469 213
Symptom Troubleshooting

(Table 157, contd)

Troubleshooting Test Steps Values Results

5. Turbocharger Turbocharger Result: There is a fault in the turbocharger.

Note: This Test Step is only applicable to engines with a single Repair the turbocharger or replace the turbocharger. Refer to
turbocharger. Disassembly and Assembly, “Turbocharger - Remove” and
Disassembly and Assembly, “Turbocharger - Install”.
Note: The turbocharger that is installed on the engine is a non-
serviceable item. If any mechanical fault exists, then the faulty Result: The turbocharger is OK.
turbocharger must be replaced.
Proceed to Test Step 7.
A. Ensure that the mounting bolts for the turbocharger are tight.

B. Check that the oil drain for the turbocharger is not blocked
or restricted.

C. Check that the compressor housing for the turbocharger is

free of dirt and debris. Make sure that the housing is not
damaged.

D. Check that the turbine housing for the turbocharger is free of

dirt and debris. Make sure that the housing is not damaged.

E. Check that the turbine blades rotate freely in the

turbocharger.

F. Ensure that the wastegate on the turbocharger is adjusted

correctly. Refer to Systems Operation, Testing, and Adjusting,
“Turbocharger - Inspect”. If the wastegate actuator is faulty, re-
place the turbocharger. Refer to Disassembly and Assembly,
“Turbocharger - Remove” and Disassembly and Assembly,
“Turbocharger - Install”.

6. Turbochargers Turbocharger Result: There is a fault in one of the turbochargers.

Note: This Test Step is only applicable to engines with twin Repair the turbocharger or replace the turbocharger. Refer to
turbochargers. Disassembly and Assembly, “Turbocharger - Remove” and
Disassembly and Assembly, “Turbocharger - Install”.
Note: The turbochargers that are installed on the engine are
non-serviceable items. If any mechanical fault exists, then the Result: The turbochargers are OK.
faulty turbocharger must be replaced.
Proceed to Test Step 7.
A. Ensure that the mounting bolts for the turbochargers are
tight.

B. Check that the oil drains for the turbochargers are not
blocked or restricted.

C. Check that the compressor housings for the turbochargers

are free of dirt and debris. Make sure that the housings are not
damaged.

D. Check that the turbine housings for the turbochargers are

free of dirt and debris. Make sure that the housings are not
damaged.

E. Check that the turbine blades rotate freely in the

turbochargers.

F. Ensure that the wastegate on the high-pressure turbocharg-

er is adjusted correctly. Refer to Systems Operation, Testing,
and Adjusting, “Turbocharger - Inspect”. If the wastegate

(continued)

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214 UENR4469
Symptom Troubleshooting

(Table 157, contd)

Troubleshooting Test Steps Values Results
actuator is faulty, replace the turbocharger. Refer to Disassem-
bly and Assembly, “Turbocharger - Remove” and Disassembly
and Assembly, “Turbocharger - Install”.

7. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation,
Testing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in the

following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Proceed to Test Step 8.

8. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.

Injectors
A. Use the electronic service tool to perform the automatic Remove any faulty electronic unit injectors. Refer to Disas-
“Cylinder Cut Out Test” . sembly and Assembly, “Electronic Unit Injector - Remove”.

Note: If the compression test that was performed in Test Step Install new electronic unit injectors. Refer to Disassembly and
7 was satisfactory, the “Cylinder Cut Out Test” will identify any Assembly, “Electronic Unit Injector - Install”.
faulty injectors.
Repeat the automatic “Cylinder Cut Out Test” . If the fault is
still apparent, remove the replacement electronic unit injector
and install the original electronic unit injector. Refer to Disas-
sembly and Assembly, “Electronic Unit Injector - Remove” and
Disassembly and Assembly, “Electronic Unit Injector - Install”.

Result: All injectors are OK.

Proceed to Test Step 9.

9. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic serv- Investigate the cause of the fault on any cylinder that is not
ice tool to perform the manual “Cylinder Cut Out Test” . operating. Investigate the cause of the fault on any cylinder
that is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound
from the engine. When a cylinder is cut out, there should be a Result: The test indicates that all cylinders are OK.
noticeable change in the sound of the engine.
Contact Perkins Global Technical Support.
If a change in the sound of the engine is not noted, the isolated
cylinder is not operating under normal conditions. If the isola-
tion of a cylinder results in a change in the sound that is less
noticeable, the cylinder may be operating below normal
performance.

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UENR4469 215
Symptom Troubleshooting

i05949592

Exhaust Has Excessive White

Smoke

Note: Some white smoke may be present during cold

start-up conditions and during acceleration after a
prolonged period at low idle. If the white smoke
persists, there may be a fault.

Probable Causes
• Diagnostic codes
• ECM Flash file

• Glow plugs
• Ether injection

• Coolant temperature
• Cooling system

• Fuel quality
• Valve lash

• Low compression (cylinder pressure)

• Electronic unit injectors
• Individual malfunctioning cylinder

Recommended Actions
Diagnostic Codes
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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216 UENR4469
Symptom Troubleshooting

Table 158
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: A code is active or logged.

A. Establish communication between the electronic service tool Troubleshoot any active codes before continuing with
and the Electronic Control Module (ECM) . Refer to Troubleshoot- this procedure.
ing, “Electronic Service Tools”, if necessary.
B. Download the Warranty Report and the Product Status Report Result: A code is not active or logged.
with Histograms before performing any troubleshooting or clearing
any diagnostic codes. Proceed to Test Step 2.

Note: The downloaded information will be required by Technical

Support if troubleshooting assistance is needed.

C. Determine if a code is active or logged.

2. ECM Flash File Flash file Result: The latest flash file is not installed.

A. Verify that the latest flash file is installed in the ECM. Install the latest flash file. Refer to Troubleshooting,
“ECM Software - Install” for the correct procedure. Verify
that the repair eliminates the fault.

Result: The latest flash file is installed.

Proceed to Test Step 3.

3. Glow Plugs Glow plugs Result: The glow plugs are not operating correctly.

Note: Faulty glow plugs will only affect the production of white Make the necessary repairs. Verify that the repair cor-
smoke when the ambient temperature is between 5° C (41° F) and rected the fault.
−25° C (−13° F).
Result: The glow plugs are operating correctly.
A. Check operation of glow plugs. Verify that the glow plugs are op-
erating correctly. Refer to Troubleshooting, “Glow Plug Starting Aid Proceed to Test Step 4.
- Test”.

B. Check the configuration screen on the electronic service tool in

order to verify that ether injection is not enabled.

4. Ether Injection Glow plugs Result: The ether starting aid is faulty.

Note: A faulty ether starting aid will only affect the production of Test the ether system. Refer to Troubleshooting, “Ether
white smoke when the ambient temperature is below −25° C Starting Aid - Test”.
(−13° F).
Result: The ether starting aid is operating correctly.
A. Use the electronic service tool to test the ether starting aid.
Proceed to Test Step 5.

(continued)

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UENR4469 217
Symptom Troubleshooting

(Table 158, contd)

Troubleshooting Test Steps Values Results

5. Coolant Temperature Coolant Result: The water temperature regulator is not operat-
temperature ing correctly.
A. Check that the water temperature regulator is operating cor-
rectly. Refer to Systems Operation, Testing, and Adjusting, “Water Replace the water temperature regulator. Verify that the
Temperature Regulator - Test”. repair corrected the fault.

Result: The water temperature regulator is operating

correctly.

Proceed to Test Step 6.

6. Cooling System Internal coolant Result: There is an internal coolant leak.

leak
A. Check for an internal coolant leak into the cylinder and/or the ex- Make the necessary repairs. Verify that the repair elimi-
haust. Refer to Systems Operation/Testing and Adjusting, “Cooling nated the fault.
System”.
Result: There is not an internal coolant leak.

Proceed to Test Step 7.

7. Fuel Quality Fuel Result: The fuel quality is not OK.

A. Check the fuel quality. Refer to Systems Operation, Testing, and Drain the fuel system and replace the fuel filters. Refer
Adjusting, “Fuel Quality - Test”. to the Operation and Maintenance Manual, “Fuel Sys-
tem Primary Filter (Water Separator) Element - Re-
B. Refer to Operation and Maintenance Manual for information on place” and Operation and Maintenance Manual, “Fuel
the proper characteristics of the fuel for the engine. System Filter - Replace”.

Fill the fuel system with fuel that meets the standard in
the Operation and Maintenance Manual, “Fluid
Recommendations”.

Prime the fuel system. Refer to the Operation and Main-

tenance Manual, “Fuel System - Prime”.

Proceed to Test Step 12.

Result: The fuel quality is OK.

Proceed to Test Step 8.

8. Valve Lash Valve lash Result: The valve lash is not set correctly.

Note: The valve lash can affect the performance of the engine. Check the valve lash. Refer to Systems Operation, Test-
A. Check the valve lash. ing, and Adjusting, “Engine Valve Lash - Inspect” for the
correct procedure.

Proceed to Test Step 12.

Result: The valve lash is correct.

Proceed to Test Step 9.

(continued)

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218 UENR4469
Symptom Troubleshooting

(Table 158, contd)

Troubleshooting Test Steps Values Results

9. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside
compression the specifications.
A. Perform a compression test. Refer to Systems Operation, Test-
ing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown

in the following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Proceed to Test Step 12.

Result: The results of the compression test are OK.

Proceed to Test Step 10.

10. Electronic Unit Injectors Electronic Unit Result: A faulty injector is indicated.
Injectors
A. Use the electronic service tool to perform the automatic “Cylin- Remove any faulty electronic unit injectors. Refer to
der Cut Out Test” . Disassembly and Assembly, “Electronic Unit Injector -
Remove”.
Note: If the compression test that was performed in Test Step 9
was satisfactory, the “Cylinder Cut Out Test” will identify any faulty Install new electronic unit injectors. Refer to Disassem-
injectors. bly and Assembly, “Electronic Unit Injector - Install”.

Repeat the automatic “Cylinder Cut Out Test” . If the

fault is still apparent, remove the replacement electronic
unit injector and install the original electronic unit injec-
tor. Refer to Disassembly and Assembly, “Electronic
Unit Injector - Remove” and Disassembly and Assem-
bly, “Electronic Unit Injector - Install”.

Proceed to Test Step 12.

Result: All injectors are OK.

Proceed to Test Step 11.

11. Individual Malfunctioning Cylinders Cylinders Result: The test indicates a faulty cylinder.

A. With the engine speed at a fast idle, use the electronic service Investigate the cause of the fault on any cylinder that is
tool to perform the manual “Cylinder Cut Out Test” . not operating. Investigate the cause of the fault on any
cylinder that is operating below normal performance.
As each cylinder is cut out, listen for a change in the sound from
the engine. When a cylinder is cut out, there should be a noticeable Proceed to Test Step 12.
change in the sound of the engine.
Result: The test indicates that all cylinders are OK.
If a change in the sound of the engine is not noted, the isolated cyl-
inder is not operating under normal conditions. If the isolation of a Contact Perkins Global Technical Support.
cylinder results in a change in the sound that is less noticeable, the
cylinder may be operating below normal performance.

(continued)

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UENR4469 219
Symptom Troubleshooting

(Table 158, contd)

Troubleshooting Test Steps Values Results

12. Check the Aftertreatment System for Oil or Fuel CEM Result The volume of drained oil or fuel is greater than
1.0 L (1.05669 qt).
A. Remove excess oil or fuel from the piping with a clean cloth.
Install a replacement CEM. Refer to Disassembly and
B. Remove the Clean Emissions Module (CEM). Refer to Disas- Assembly, “Clean Emissions Module - Remove and
sembly and Assembly, “Clean Emissions Module - Remove and Install”.
Install”.
Return the unit to service.
C. Support the CEM over a suitable container with the exhaust inlet
downwards. Leave the CEM to drain for 8 hours. Result The volume of drained oil or fuel is less than
1.0 L (1.05669 qt).
D. Check the quantity of drained oil or fuel in the container.
Proceed to Test Step 13.

13. Recover the Aftertreatment System CEM Result: The “Aftertreatment Recovery Procedure”
completes with a soot load of less than 80% and no
A. Clean any remaining oil or fuel from the piping and the CEM inlet smoke from the exhaust.
with a clean cloth.
Return the unit to service.
B. Install the Clean Emissions Module (CEM). Refer to Disassem-
bly and Assembly, “Clean Emissions Module - Remove and Install”. Result The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of more than 80% or smoke from
C. Run the engine at high idle with no load for a minimum of 20 the exhaust.
minutes.
Contact Perkins Global Technical Support.
Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for engines
with a DPF. The other version is for engines without a DPF. Ensure
that the correct procedure is used.

D. Use the electronic service tool to perform the “Aftertreatment

Recovery Procedure” . While the procedure is progressing, check
for smoke from the exhaust. Some smoke will be evident during the
procedure. The smoke must dissipate before the procedure is
completed.

i05951739

Exhaust System Contains Oil

Probable Causes
• Extended idle times

• Failed turbocharger seals

• Worn valve guide seals or faulty valve guide seals

• Worn valve guides

• Worn piston rings
Complete the procedure in the order in which the
steps are listed.

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220 UENR4469
Symptom Troubleshooting

Table 159
Troubleshooting Test Steps Values Results

1. Extended Idle Times Idle times Result The idle times are extensive.

A. Extended idle times will allow oil to pass into the exhaust Reduce the idle times.
system.
Proceed to Test Step 6.

Result The idle times are not extensive.

Proceed to Test Step 2.

2. Failed Turbocharger Seals Turbo seals Result: Oil is present in the inlet or exhaust manifold.

A. Check the inlet manifold and the exhaust manifold for oil. Replace the turbocharger. Verify the repair.

Proceed to Test Step 6.

Result: Oil is not present in the inlet or exhaust manifold.

Proceed to Test Step 3.

3. Worn Valve Guide Seals or Faulty Valve Guide Seals Valve guide Result: The valve guide seals are damaged.
seals
A. Inspect the valve guide seals for wear and for damage. Replace the valve guide seals. Verify the repair.

Proceed to Test Step 6.

Result: The valve guide seals are not damaged.

Proceed to Test Step 4.

4. Worn Valve Guides Valve guides Result: The valve guides are worn.

A. Inspect the valve guides for wear. Refer to the Specification If necessary, recondition the cylinder head. Verify the repair.
manual for the maximum permissible wear of the valve guides.
Proceed to Test Step 6.

Result: The valve guides are not worn.

Proceed to Test Step 5.

5. Worn Piston Rings Piston rings Result The piston rings are worn.

A. Remove the pistons. Refer to Disassembly and Assembly, “Pis- Replace the piston rings. Verify the repair.
tons and Connecting Rods - Remove”.
Proceed to Test Step 6.
B. Remove the piston rings from the pistons. Refer to Disassembly
and Assembly, “Pistons and Connecting Rods - Disassemble” Result The piston rings are not worn.

C. Inspect the pistons and piston rings for wear or damage. Refer Contact Perkins Global Technical Support.
to the “Specifications” manual for further information.

(continued)

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UENR4469 221
Symptom Troubleshooting

(Table 159, contd)

Troubleshooting Test Steps Values Results

6. Check the Aftertreatment System for Oil CEM Result The volume of drained oil is greater than 1.0 L
(1.05669 qt).
A. Remove excess oil from piping with a clean cloth.
Install a replacement CEM. Refer to Disassembly and As-
B. Remove the Clean Emissions Module (CEM). Refer to Disas- sembly, “Clean Emissions Module - Remove and Install”.
sembly and Assembly, “Clean Emissions Module - Remove and
Install”. Return the unit to service.

C. Support the CEM over a suitable container with the exhaust inlet Result The volume of drained oil is less than 1.0 L
downwards. Leave the CEM to drain for 8 hours. (1.05669 qt).

D. Check the quantity of drained oil in the container. Proceed to Test Step 7.

7. Recover the Aftertreatment System CEM Result: The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of less than 80% and no smoke from
A. Clean any remaining oil from the piping and the CEM inlet with a the exhaust.
clean cloth.
Return the unit to service.
B. Install the Clean Emissions Module (CEM). Refer to Disassem-
bly and Assembly, “Clean Emissions Module - Remove and Install”. Result The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of more than 80% or smoke from the
C. Run the engine at high idle with no load for a minimum of 20 exhaust.
minutes.
Contact Perkins Global Technical Support.
Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for engines
with a DPF. The other version is for engines without a DPF. The cor-
rect procedure is automatically selected.

D. Use the electronic service tool to perform the “Aftertreatment

Recovery Procedure” . While the procedure is progressing, check
for smoke from the exhaust. Some smoke will be evident during the
procedure. The smoke must dissipate before the procedure is
completed.

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222 UENR4469
Symptom Troubleshooting

i05865552

Fuel Consumption Is
Excessive

Probable Causes
• Diagnostic codes

• Misreading of fuel level

• Fuel leakage

• Fuel quality
• Quality of oil

• Coolant temperature
• Prolonged operation at idle speed
• Air intake and exhaust system

• Cooling fan
• Reduced pressure of intake air

• Excessive valve lash

• Failure of the primary speed/timing sensor

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 223
Symptom Troubleshooting

Table 160
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: A diagnostic code is present.

codes
Note: Certain diagnostic codes and/or event codes may cause Troubleshoot the code and then verify that the fuel con-
high fuel consumption. sumption is normal.

A. Download the Warranty Report and the Product Status Report Result: A diagnostic code is not present.
with Histograms before performing any troubleshooting or clear- Proceed to Test Step 2.
ing any diagnostic codes.

Note: The downloaded information will be required by Technical

Support if troubleshooting assistance is needed.

B. Use the electronic service tool to check for active or logged

codes.

2. Misreading of Fuel Level Fuel level Result: Fuel consumption is normal for the operating
conditions.
Note: Misreading of the fuel gauge can give a false indication of
fuel consumption. Return the unit to service.

A. Monitor the fuel consumption over a period of 50 engine Result: Fuel consumption is high for the operating
hours. conditions.

Proceed to Test Step 3.

3. Fuel Leakage Fuel leaks Result: Evidence of a fuel leak is found.

A. Check the engine for signs of fuel leakage. Repair or replace the component that is leaking fuel.

Result: No evidence of a fuel leak is found.

Proceed to Test Step 4.

4. Fuel Quality Fuel quality Result: The fuel quality does not meet specifications.

Note: The grade of the fuel affects the rate of fuel consumption. Drain the fuel system and replace the fuel filters. Refer to
Refer to the engines Operation and Maintenance Manual for ad- the Operation and Maintenance Manual, “Fuel System Pri-
ditional information. mary Filter (Water Separator) Element - Replace” and Oper-
ation and Maintenance Manual, “Fuel System Filter -
Cold weather adversely affects the characteristics of the fuel. Replace”.
Refer to the Operation and Maintenance Manual for information
on improving the characteristics of the fuel during cold-weather Fill the fuel system with fuel that meets the standard in the
operation. Operation and Maintenance Manual, “Fluid
Recommendations”.

A. Check the fuel quality. Refer to Systems Operation, Testing, Prime the fuel system. Refer to the Operation and Mainte-
and Adjusting, “Fuel Quality - Test”. nance Manual, “Fuel System - Prime”.

B. Refer to Operation and Maintenance Manual for information Result: The fuel quality meets specifications.
on the proper characteristics of the fuel for the engine.
Proceed to Test Step 5.

(continued)

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224 UENR4469
Symptom Troubleshooting

(Table 160, contd)

Troubleshooting Test Steps Values Results

5. Quality of Oil Engine oil Result: The engine oil does not meet the required
quality specification.
Note: The nominal viscosity of the lubricating oil that is used in
the engine will affect the rate of fuel consumption. The viscosity Refill the oil system with oil of an acceptable quality. Refer to
of lubricating oil is defined by the SAE grade of the lubricating the applicable sections in the Operation and Maintenance
oil. The grade of the lubricating oil must be correct for the ambi- Manual.
ent conditions. Lubricating oil for high ambient temperatures will
affect fuel consumption in cold ambient temperatures. Result: The engine oil meets the required specification.

A. Check that the engine oil meets the required specification. Proceed to Test Step 6.
Refer to “Engine Oil” in the Operation and Maintenance Man-
ual, “Refill Capacities”.

6. Coolant Temperature Coolant Result: The water temperature regulator is not operating
temperature correctly.
Note: The operating temperature of the engine will affect the rate
of fuel consumption. Operation of the engine below the correct Replace the water temperature regulator. Verify that the re-
temperature will increase fuel consumption. Failure of the water pair corrected the fault.
temperature regulator can prevent the engine from operating at
the correct temperature. Result: The water temperature regulator is operating
correctly.
A. Check that the water temperature regulator is operating cor-
rectly. Refer to Systems Operation, Testing, and Adjusting, Proceed to Test Step 7.
“Water Temperature Regulator - Test”.

7. Prolonged Operation at Idle Speed Extended idle Result: The engine is operating at idle speed for extended
operation periods.
Note: Prolonged operation of the engine at idle speed increases
fuel consumption. When possible, stop the engine to conserve fuel.

A. Check for extended periods of engine operation at idle speed. Result: The engine is not operating at idle speed for ex-
tended periods.

Proceed to Test Step 8.

8. Air Intake and Exhaust System Air and Exhaust Result: The air filter is restricted.
System
A. Check the air filter restriction indicator, if equipped. restrictions Replace the air filter.

B. Check the air intake and exhaust systems for the following Result: There are system restrictions.
defects:
Refer to Systems Operation/Testing and Adjusting, “Air Inlet
· Blockages and Exhaust System” for additional information on the air in-
· Restrictions let and exhaust systems.
· Damage to lines or hoses
Result: The air intake and exhaust system is OK.

Proceed to Test Step 9.

(continued)

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UENR4469 225
Symptom Troubleshooting

(Table 160, contd)

Troubleshooting Test Steps Values Results

9. Cooling Fan Cooling fan Result: The cooling fan is operating excessively.

Note: Excessive operation of the cooling fan or damage to the Repair or replace the faulty cooling fan components.
cooling fan will increase fuel consumption.
Result: The cooling fan is damaged excessively.
A. Check the operation and condition of the cooling fan.
Repair or replace the faulty cooling fan components.

Result: The cooling fan is not operating excessively and is

not damaged.

Proceed to Test Step 10.

10. Reduced Pressure of Intake Air Intake air Result: There is a leak in the intake air system.

Note: If the air pressure is lower than normal, the same power Repair the leak or replace the component that is causing the
can only be achieved by the following: leak.

· Higher engine speed Result: The turbocharger wastegate is not operating

· Injection of more fuel correctly.

Either of these conditions will increase the fuel consumption. Replace the turbocharger.

A. Check all pipes from the outlets of the turbocharger compres- Result: The air intake system and the wastegate are OK.
sor to the inlet manifold for leaks.
Proceed to Test Step 11.
B. Check for the correct operation of the wastegate in the
turbocharger.

11. Excessive Valve Lash Valve lash Result: The valve lash is incorrect.

A. Check for excessive valve lash. Check the valve lash. Refer to Systems Operation, Testing,
and Adjusting, “Engine Valve Lash - Inspect” for the correct
procedure.

Result: The valve lash is correct.

Proceed to Test Step 12.

12. Failure of the Primary Speed/Timing Sensor Valve lash Result: The primary speed/timing sensor is not operating
correctly.
A. Crank the engine and observe the engine speed on the elec-
tronic service tool status screen. Test the primary speed/timing sensor. Refer to Troubleshoot-
ing, “Speed/Timing - Test”.
Upon initial cranking, the status for engine speed may indicate
that the engine speed signal is abnormal. This message will be Result: The primary speed/timing sensor is operating
replaced with an engine speed once the ECM is able to calculate correctly.
a speed from the signal.
Contact Perkins Global Technical Support.

i05866993

Fuel Contains Water

This procedure covers the following diagnostic code:

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Table 161
Diagnostic Trouble Code for Water in Fuel

J1939 Code Description Notes

97-15 Water In Fuel Indicator : High - Water has been detected in the fuel that is contained in the fuel/water separator bowl. The
least severe (1) water has been present for at least 40 seconds.

The warning lamp will come on.

97-16 Water In Fuel Indicator : High - Water has been detected in the fuel that is contained in the fuel/water separator bowl. The
moderate severity (2) water has been present for at least 60 minutes.

The warning lamp will come on.

The engine will be derated at 17.5% per second up to a maximum of 35%.

Note: Visual identification of water in the bowl may be

impossible. Water may turn dark yellow in color in the
fuel system. The similarity in color would prevent the
ability to differentiate the water from the fuel.

Recommended Actions
Note: Complete the procedure in the order in which
the steps are listed.

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Table 162
Troubleshooting Test Steps Values Results

1. Drain the Fuel/Water Separator Bowl Fuel/water Result: The “Water-In-Fuel” warning disappears within 1
separator minute.
A. Turn the ignition key to the OFF position.
Proceed to Test Step 2.
B. Drain the fuel/water separator bowl. Refer to the Operation and
Maintenance Manual, “Fuel System Primary Filter/Water Separator Result: The “Water-In-Fuel” warning remains on.
- Drain”.
Proceed to Test Step 3.
C. If necessary, prime the fuel system. Refer to the Operation and
Maintenance Manual, “Fuel System - Prime”.

D. Turn the ignition key to the ON position. Do not start the engine.
Wait for 1 minute.

2. Confirm that there is no Water in the Fuel Water in fuel Result: The “Water-In-Fuel” warning does not reappear
within the 5 minutes.
Run the engine for 5 minutes.
Return the unit to service.

Result: The “Water-In-Fuel” warning reappears within the 5

minutes.

The fuel supply is contaminated with water. Drain the fuel

tank and then fill the fuel tank with clean fuel.

Repeat the procedure from Test Step 1.

If the fault is still present, contact Perkins Global Technical

Support.

3. Water-In-Fuel Switch Water in fuel Result: The Water-In-Fuel switch circuit required a repair.
switch
A. Check the operation of the Water-In-Fuel switch. Refer to Trou- Repeat the procedure from Test Step 1.
bleshooting, “Water In Fuel - Test”.
Result The Water-In-Fuel switch is OK.

The fuel supply is contaminated with water. Drain the fuel

tank and then fill the fuel tank with clean fuel.

Repeat the procedure from Test Step 1.

If the fault is still present, contact Perkins Global Technical

Support.

i05949610

Fuel Rail Pressure Problem

Use this procedure in order to troubleshoot abnormal

fuel rail pressure or use this procedure if any of the
following diagnostic trouble codes are active. Refer to
Troubleshooting, “Diagnostic Trouble Codes” for
information about the codes.

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Table 163
Diagnostic Trouble Codes for Fuel Rail Pressure Problem

J1939 Code Code Description Comments

157-16 Engine Injector Metering Rail #1 Pressure: High - moderate No other 157-XX codes are active.
severity (2) 3509-XX codes are not active.
3510-XX codes are not active.
No codes for the high-pressure fuel pump or the injectors
are active.
The fuel rail pressure is above an acceptable level.
The code is logged.
Engine power is derated.

157-18 Engine Injector Metering Rail #1 Pressure: Low - moderate No other 157-XX codes are active.
severity (2) 3509-XX codes are not active.
3510-XX codes are not active.
No codes for the high-pressure fuel pump or the injectors
are active.
The fuel rail pressure is below an acceptable level.
The code is logged.
Engine power is derated.

1239-0 Engine Fuel Leakage 1: High - most severe (3) 3509-XX codes are not active.
3510-XX codes are not active.
There is a probable fuel leak from the high-pressure fuel
system. The amount of leakage is a calculated parameter.
The code is logged.
The engine will shut down.

5571-0 High Pressure Common Rail Fuel Pressure Relief Valve : 3509-XX codes are not active.
Active 3510-XX codes are not active.
The pressure limiting valve in the fuel rail is open. This code
is a calculated parameter.
The code is logged.

Probable Causes Recommended Actions

• Diagnostic codes
• Electrical connectors
Contact with high pressure fuel may cause fluid
• Fuel filters penetration and burn hazards. High pressure fuel
spray may cause a fire hazard. Failure to follow
• Fuel rail pressure sensor these inspection, maintenance and service in-
structions may cause personal injury or death.
• High fuel rail pressure
• Transfer Pump Inlet Regulator (TPIR)

• Transfer Pump Inlet Regulator (TPIR) return

• Return fuel lines
• Low fuel rail pressure

• Transfer Pump Inlet Regulator (TPIR)

• Transfer Pump Inlet Regulator (TPIR) Return

• Electric Fuel Lift Pump (EFLP)

• Return fuel lines

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Table 164
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: One of the codes in Table 163 is present.

A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 2.
Refer to Troubleshooting, “Electronic Service Tools”, if necessary.
Result: A code other than the codes in Table 163 is
B. Download the Warranty Report and the Product Status Report present.
with Histograms before performing any troubleshooting or clearing
any diagnostic codes. Troubleshoot the code. Refer to the applicable trouble-
shooting procedure.
Note: The downloaded information will be required by the DSN if
troubleshooting assistance is needed.

C. Determine if a diagnostic is active or recently logged.

2. Electrical Connectors Connectors Result: There are suspect connectors.

A. Check for the correct installation of the ECM J1/P1 and the J2/ Use the electronic service tool to perform the “Wiggle
P2 connectors. Check for correct installation of the connector on Test” .
the fuel rail pressure sensor.
Repair or replace connectors that are suspect.

Result: There are no suspect connectors.

Proceed to Test Step 3.

3. Fuel Filters Fuel filters Result: The filters have been replaced and the fault is
eliminated.
A. Replace the in-line fuel filter that is upstream of the electric fuel
lift pump. Refer to the Operation and Maintenance Manual for fur- Return the unit to service.
ther information.
Result: The filters have been replaced and the fault is
A. Replace the primary fuel filter and the secondary fuel filters. Re- still present.
fer to the Operation and Maintenance Manual for further
information. Proceed to Test Step 4.

(continued)

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(Table 164, contd)

Troubleshooting Test Steps Values Results

4. Fuel Rail Pressure Sensor Pressure sensor Result: The “Fuel Rail Pressure (absolute)” is more
than 5,000 kPa (725 psi).
A. Make sure that the engine has been shut down for at least 10
minutes. Use the electronic service tool to check the status of the Test the fuel rail pressure sensor. Refer to Troubleshoot-
“Fuel Rail Pressure” . ing, “Sensor Signal (analog, Active) - Test”.

Use the electronic service tool in order to perform the

"Fuel Rail Pressure Test". If the test fails, replace the fuel
rail. Refer to Disassembly and Assembly, “Fuel Manifold
(Rail) - Remove and Install”.

Confirm that the fault has been eliminated.

Result: The “Fuel Rail Pressure (absolute)” is less than

5,000 kPa (725 psi).

For a high fuel rail pressure symptom, proceed to Test

Step 5.

For a low fuel rail pressure symptom, proceed to Test

Step 10.

5. High Fuel Rail Pressure Fuel system Result: Fuel rail pressure is normal after performing the
“High Pressure Fuel Pump Calibration” .
A. Use the electronic service tool to perform the “High Pressure
Fuel Pump Calibration” . Return the unit to service.

Result: Fuel rail pressure is still high after performing

the “High Pressure Fuel Pump Calibration” .

Run the engine for a minimum of 30 minutes.

Proceed to Test Step 6.

Illustration 79 g02485896
Minimum TPIR flow rate in a 12 VDC system

Illustration 78 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

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Illustration 80 g02485897
Minimum TPIR flow rate in a 24 VDC system

Table 165
Troubleshooting Test Steps Values Results

6. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Note: When performing the following fuel system tests, the Electric Proceed to Test Step 8.
Fuel Lift Pump (EFLP) will only operate for 2 minutes unless the
engine is running. If necessary, cycle the keyswitch in order to re- Result: The fuel flow is less than the minimum limit.
activate the pump.
Proceed to Test Step 7.
Refer to Illustration 78 .

A. Disconnect the TPIR return line from the drain port on the TPIR.
Install a suitable blanking cap on the open port in the TPIR return
line.

B. Connect a temporary drain line to the drain port on the TPIR.

C. Place the end of the temporary drain line into a suitable cali-
brated container.

D. With the isolator switch in the ON position but the engine not
running, use a suitable multimeter to measure the input voltage to
the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine not
running, measure the fuel flow from the temporary drain line.

F. Refer to Illustration 79 or 80 for the minimum acceptable flow

rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

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Illustration 81 g02527498
Minimum EFLP flow rate in a 12 VDC system

Illustration 82 g02527518
Minimum EFLP flow rate in a 24 VDC system

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Table 166
Troubleshooting Test Steps Values Results

7. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the
recorded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Disconnect the fuel inlet connection from the primary fuel filter “Fuel Priming Pump - Remove and Install”.
head.
Result: The fuel flow is above the minimum value for the
C. Install a suitable blank on the fuel inlet port on the primary fuel recorded voltage.
filter head.
Proceed to Test Step 8.
D. Place the open end of the fuel inlet line in a suitable calibrated
container.

E. With the keyswitch in the ON position, measure the input volt-

age at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow from the
fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Illus-
tration 81 or 82 .

8. Transfer Pump Inlet Regulator (TPIR) Return Test TPIR return line Result: The TPIR return line is blocked or kinked.

A. Make sure that the TPIR return line is not blocked or kinked. Clear the TPIR return line or replace the line

B. Check that the Electric Fuel Lift Pump (EFLP) is operating Confirm that the fault is eliminated.
correctly.
Result: The EFLP is not operating correctly.

Refer to Troubleshooting, “Relay - Test”.

Result: The TPIR return line and the EFLP are OK.

Proceed to Test Step 9.

(continued)

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(Table 166, contd)

Troubleshooting Test Steps Values Results

9. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between
the EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or kinked.
Clear or replace the blocked line.
B. If the TPIR return line is clear, confirm that the Electric Fuel Lift
Pump (EFLP) is operating. Make sure that fuel lines between the Result: The TPIR return line and the fuel lines between
EFLP and the TPIR are not blocked or kinked. the EFLP and the TPIR are clear.

Replace the EFLP.

If the fault is still present, contact Perkins Global Techni-

cal Support.

10. Low Fuel Rail Pressure Low-pressure fuel Result: There is a leak from the high-pressure fuel
system system.
A. Visually check the fuel tank for fuel.
Rectify any fuel leaks.
Note: The fuel gauge may be faulty.
Result: The fuel contains solidified wax.
B. Inspect the high-pressure fuel system for leaks.
Replace the fuel with fuel of the correct specification for
C. Use the electronic service tool to perform the “High Pressure the ambient conditions.
Fuel Pump Calibration” .
Result: There are fuel supply lines that are restricted or
D. If the temperature is below 0 °C (32 °F), check for solidified fuel not correctly installed.
(wax).
Install the fuel lines correctly. Replace any damaged or
E. Check the primary filter/water separator for water in the fuel. restricted fuel lines.

F. Check for fuel supply lines that are restricted or not correctly Result: The EFLP is not operating correctly.
installed.
Investigate the fault with the EFLP. Refer to Trouble-
G. Replace the in-line fuel filter that is installed upstream of the shooting, “Relay - Test”.
Electric Fuel Lift Pump (EFLP).
Result: There is air in the fuel system.
H. Check that the EFLP is operating correctly.
Prime the fuel system. Refer to Systems Operation, Test-
I. Replace the primary fuel filter and the secondary fuel filters. Re- ing, and Adjusting, “Fuel System - Prime”.
fer to the Operation and Maintenance Manual for further
information. Result: The diesel fuel is contaminated.

J. Check for air in the fuel system and that the fuel system is Drain the fuel tank and the fuel system.
primed.
Replace the primary fuel filter and the secondary fuel fil-
K. Check the diesel fuel for contamination. Refer to Systems Oper- ters. Refer to the Operation and Maintenance Manual for
ation, Testing, and Adjusting, “Fuel Quality - Test”. further information.

L. Use the electronic service tool in order to perform the “Fuel Rail Fill and prime the fuel system with fuel of the correct
Pressure Relief Valve Test” . specification. Refer to Systems Operation, Testing, and
Adjusting, “Fuel System - Prime”.
Note: This test will identify excessive leakage through the Pres-
sure Limiting Valve (PLV) in the fuel rail. Result: The low-pressure fuel system is OK.

Before performing the following fuel system tests, the en-

gine must be run for a minimum of 30 minutes.

Proceed to Test Step 11.

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Illustration 83 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 84 g02485896
Minimum TPIR flow rate in a 12 VDC system

Illustration 85 g02485897
Minimum TPIR flow rate in a 24 VDC system

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Table 167
Troubleshooting Test Steps Values Results

11. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Note: When performing the following fuel system tests, the Electric Proceed to Test Step 13.
Fuel Lift Pump (EFLP) will only operate for 2 minutes unless the
engine is running. If necessary, cycle the keyswitch in order to re- Result: The fuel flow is less than the minimum limit.
activate the pump.
Proceed to Test Step 12.
Refer to Illustration 83 .

A. Disconnect the TPIR return line from the drain port on the TPIR.
Install a suitable blanking cap on the open port in the TPIR return
line.

B. Connect a temporary drain line to the drain port on the TPIR.

C. Place the end of the temporary drain line into a suitable cali-
brated container.

D. With the isolator switch in the ON position but the engine not
running, use a suitable multimeter to measure the input voltage to
the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine not
running, measure the fuel flow from the temporary drain line.

F. Refer to Illustration 84 or 85 for the minimum acceptable flow

rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

12. Transfer Pump Inlet Regulator (TPIR) Return Test TPIR return line Result: The TPIR return line is blocked or kinked.

A. Make sure that the TPIR return line is not blocked or kinked. Clear the TPIR return line or replace the line

B. Check that the Electric Fuel Lift Pump (EFLP) is operating Confirm that the fault is eliminated.
correctly.
Result: The EFLP is not operating correctly.

Refer to Troubleshooting, “Relay - Test”.

Result: The TPIR return line and the EFLP are OK.

Proceed to Test Step 13.

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Illustration 86 g02527498
Minimum EFLP flow rate in a 12 VDC system

Illustration 87 g02527518
Minimum EFLP flow rate in a 24 VDC system

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Table 168
Troubleshooting Test Steps Values Results

13. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the
recorded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Disconnect the fuel inlet connection from the primary fuel filter “Fuel Priming Pump - Remove and Install”.
head.
Result: The fuel flow is above the minimum value for the
C. Install a suitable blank on the fuel inlet port on the primary fuel recorded voltage.
filter head.
Proceed to Test Step 14.
D. Place the open end of the fuel inlet line in a suitable calibrated
container.

E. With the keyswitch in the ON position, measure the input volt-

age at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow from the
fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Illus-
tration 86 or 87 .

14. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between
the EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or kinked.
Clear or replace the blocked line.
B. If the TPIR return line is clear, confirm that the Electric Fuel Lift
Pump (EFLP) is operating. Make sure that fuel lines between the Result: The TPIR return line and the fuel lines between
EFLP and the TPIR are not blocked or kinked. the EFLP and the TPIR are clear.

Replace the EFLP.

If the fault is still present, contact Perkins Global Techni-

cal Support.

i05867050

Fuel Temperature Is High

If either of the following diagnostic trouble codes are

active, perform the procedure that follows:

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Table 169
Diagnostic Trouble Codes for Fuel Temperature Is High

J1939 Code Code Description Comments

174-16 Engine Fuel Temperature 1 : High - moderate severity (2) The temperature of the low-pressure fuel in the high-pres-
sure fuel pump is high.

The ECM has been powered for at least 2 seconds.

The engine has been operating for at least 185 seconds.

There are no other faults in the electrical system.

The warning lamp will come on.

The engine may be derated by 20%.

The warning lamp will go off when the temperature drops

below the trip point for 15 seconds.

Probable causes
• Incorrect position of fuel shut-off valves

• Fuel level in tank

• Return fuel cooler

• Return fuel lines

• Location of the fuel tank

Note: The procedures have been listed in order of

probability. Complete the procedure in the order in
which the steps are listed.
Table 170
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Codes Active or Logged Diagnostic Diagnostic Active Result: A diagnostic code is active or logged other than a
codes. or Logged codes 174-16 code.

A. Establish communication between the electronic service tool Troubleshoot the active or logged code.
and the Electronic Control Module (ECM). Refer to Troubleshoot-
ing, “Electronic Service Tools”, if necessary. Result: A 174-16 diagnostic code is active or logged.

B. Download the Warranty Report and the Product Status Report Proceed to Test Step 2.
with Histograms before performing any troubleshooting or clearing
any diagnostic codes.

Note: The downloaded information will be required by Technical

Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

(continued)

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(Table 170, contd)

2. Fuel Shut-off Valves Fuel valves Result: A fuel shut-off valve is not fully open.

A. Check the position of any fuel shut-off valves in the feed lines Move all shut-off valves to the fully open position.
between the fuel tank and the engine.
Result: All shut-off valves are in the fully open position.
B. Check the position of any fuel shut-off valves in the return lines
between the engine and the fuel tank. Proceed to Test Step 3.

3. Fuel Level in Tank Fuel level Result: The fuel level in the tank is low.

Note: If the level in the fuel tank is low, the hot return fuel can Replenish the fuel tank at the earliest opportunity.
raise the temperature in the fuel tank.
Result: The fuel level in the tank is OK.
A. Check the fuel level in the tank.
Proceed to Test Step 4.

4. Return Fuel Cooler Return fuel Result: The fins on the return fuel cooler are blocked with
cooler dirt or debris.
A. Check that the fins on the return fuel cooler are not blocked
with dirt or debris. Make sure that the fins are not bent or missing. Clean the return fuel cooler.

Result: The fins on the return fuel cooler are bent or

missing.

Install a replacement return fuel cooler.

Result: The return fuel cooler is OK.

Proceed to Test Step 5.

5. Return Fuel Lines Return fuel lines Result: A return fuel line is blocked or restricted.

A. Check the return fuel lines for blockages or restrictions. Clear the fuel line or replace the line.

Result: The return fuel lines are OK.

Proceed to Test Step 6.

6. Location of the Fuel Tank Fuel tank Result: The fuel tank is close to a heat source.
location
A. Make sure that the fuel tank is not close to a heat source. Shield the fuel tank from the heat source.

Result: The fuel tank is not close to a heat source.

Contact Perkins Global Technical Support.

i05867102

Inlet Air Is Restricted

The Electronic Control Module (ECM) detects a fault

with the air flow through the air filter. If the air flow has
been restricted, the ECM will generate the following
code:

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Table 171
Diagnostic Trouble Code for Inlet Air Is Restriction

J1939 Code Description Comments

Code
The differential pressure across the air filter exceeds 7.5 kPa
(1.1 psi) for 30 seconds.

The engine has been operating for 3 minutes.

107-15 Engine Air Filter 1 Differential Pressure: High - Level 1
The warning lamp will come on.

The code will be reset when the keyswitch is turned to the OFF
position.

This event code normally indicates high air filter

restriction. Refer to Systems Operation, Testing, and
Adjusting, “Air Inlet and Exhaust System - Inspect”.

i05867105

Inlet Air Temperature Is High

Use this procedure to determine the cause of high air

inlet temperature.

Probable Causes
• Diagnostic codes
• High ambient air temperature

• Intake air restriction and/or high altitude

• Intake air from a heated area

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 172
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: There are active or logged codes.

codes
A. Establish communication between the electronic service Troubleshoot any codes before continuing with this procedure.
tool and the Electronic Control Module (ECM). Refer to Trou-
bleshooting, “Electronic Service Tools”, if necessary. Result: There are no active or logged codes.

B. Download the Warranty Report and the Product Status Re- Proceed to Test Step 2.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes.

Note: The downloaded information will be required by Techni-

cal Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. High Ambient Air Temperature Ambient Air Result: The ambient air temperature is not within the design
temperature specifications.
A. Determine if the ambient air temperature is within the de-
sign specifications for the cooling system and the air charge When possible, modify the cooling system and the air charge
cooler. cooler in order to make the system suitable for local
conditions.

Result: The ambient air temperature is within the design

specifications.

Operate the engine at a reduced load or operate the engine at

a reduced speed.

Proceed to Test Step 3.

3. Intake Air Restriction and/or High Altitude Intake air Result: There is a suspected intake air restriction.
problem
Check for blocked air filters. Check for obstructions in the air
A. Measure the intake manifold pressure while the engine is intake.
operating under load. For specific data, refer to the Perkins
Technical Marketing Information (PTMI) for the engine. Replace the air filters or remove the obstruction from the air
intake.
Note: Low air pressure at the air intake for the turbochargers
can be caused by a restriction in the air intake or a high alti- Result: High altitude operation is suspected of causing the
tude. When the pressure of the intake air is low, the turbo- symptom.
chargers work harder in order to achieve the desired intake
manifold pressure. This increases intake air temperature. Make sure that the settings for the engine are correct for the
altitude.

Result: There are no air restrictions or altitude issues.

Proceed to Test Step 4.

4. Intake Air from a Heated Area Intake air Result: The intake air is from a heated area.
temperature
A. Ensure that the air inlet system is not receiving air from a If necessary, relocate the air supply to the intake manifold to
heated area. the outside of the engine enclosure.

Check for air leaks in the pipe between the air inlet and the in-
let to the turbocharger compressor.

Result: The intake air is not from a heated area.

Contact Perkins Global Technical Support.

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i05867154

Intake Manifold Air Pressure Is

High

The Electronic Control Module (ECM) monitors the

intake manifold air pressure. The following event is
associated with high intake manifold air pressure:
Table 173
Diagnostic Trouble Code for Intake Manifold Air Pressure Is High

J1939 Code Description Comments

Code
102-16 Engine Intake Manifold #1 Pressure : High - moderate severity This pressure is a variable value that is calculated by the ECM.
The resulting value is dependent on the operating conditions of
the engine.

Probable Causes
• Turbocharger wastegate
• Wastegate regulator

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 174
Troubleshooting Test Steps Values Results

1. Turbocharger Wastegate Turbocharger Result: Operation of the turbocharger wastegate is suspect.

wastegate
Note: On engines with a single turbocharger, the wastegate is Disconnect the output rod in the wastegate actuator from the
attached to the turbocharger. On engines with twin turbocharg- lever that operates the wastegate.
ers, the wastegate is attached to the high-pressure
turbocharger. Operate the wastegate lever by hand and check for full and
free movement.
A. Check the operation of the wastegate on the turbocharger.
Check that the output rod in the wastegate actuator is biased
B. Check the operation of the wastegate actuator on the turbo- towards the retracted position.
charger. Refer to Systems Operation, Testing, and Adjusting,
“Turbocharger - Inspect”. Connect the output rod in the wastegate actuator to the lever
that operates the wastegate.

If the wastegate is not operating correctly, replace the turbo-

charger. Refer to Disassembly and Assembly, “Turbocharger -
Remove” and Disassembly and Assembly, “Turbocharger -
Install”.

Result: There is a suspected fault in the wastegate or the

wastegate actuator.

Replace the turbocharger. Refer to Disassembly and Assem-

bly, “Turbocharger - Remove” and Disassembly and Assembly,
“Turbocharger - Install”.

Result: The wastegate and the wastegate actuator operate

correctly.

Proceed to Test Step 2.

2. Wastegate Regulator Wastegate Result: Diagnostic codes are present that relate to the waste-
regulator gate regulator.
A. Use the electronic service tool to check for diagnostic trou-
ble codes that relate to the wastegate regulator. Rectify the cause of any related codes. Refer to Troubleshoot-
ing, “Diagnostic Trouble Codes”.

Result: There are no diagnostic codes that relate to the waste-

gate regulator.

Contact Perkins Global Technical Support.

i05867165

Intake Manifold Air Pressure Is

Low

The Electronic Control Module (ECM) monitors the

intake manifold air pressure. The following event is
associated with low intake manifold air pressure:
Table 175
Diagnostic Trouble Code for Low Intake Manifold Air Pressure

J1939 Description Notes

Code
102-18 Engine Intake Manifold #1 Pressure : Low - moderate severity This pressure is a variable value that is calculated by the ECM.
The resulting value is dependent on the operating conditions of
the engine.

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UENR4469 245
Symptom Troubleshooting

Probable Causes
• Intake air filter
• Air intake system
• Wastegate regulator

• Low battery voltage

• Turbocharger or turbochargers

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 176
Troubleshooting Test Steps Values Results

1. Intake Air Filter Air filter Result: The air filter is blocked.

A. Check the air filter restriction indicator, if equipped. Replace the air filter element. Refer to the Operation and Main-
tenance Manual, “Engine Air Cleaner Element - Replace”.
B. Ensure that the air filter is clean and serviceable.
Result: The air filter is OK.

Proceed to Test Step 2.

2. Air Intake System Air intake Result: The air intake system is blocked, restricted, damaged,
or loose.
A. Check the air intake system for the following defects:
Make all necessary repairs to the air intake system.
· Blockages
· Restrictions Result: The air intake system is OK.
· Damage to the air intake ducts and hoses
· Loose connections and air leaks Proceed to Test Step 3.

3. Wastegate Regulator Wastegate Result: Diagnostic codes are present that relate to the waste-
regulator gate regulator.
A. Use the electronic service tool to check for diagnostic co-
des that relate to the wastegate regulator. Rectify the cause of any related codes. Refer to Troubleshoot-
ing, “Diagnostic Trouble Codes”.

Result: There are no diagnostic codes that relate to the waste-

gate regulator.

For engines that have a single turbocharger, proceed to Test

Step 4.

For engines that have twin turbochargers, proceed to Test Step

5.

(continued)

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(Table 176, contd)

Troubleshooting Test Steps Values Results

4. Turbocharger Turbocharger Result: There is a fault in the turbocharger.

Note: The turbocharger that is installed on the engine is a Replace the turbocharger. Refer to Disassembly and Assem-
nonserviceable item. If any mechanical fault exists, then the bly, “Turbocharger - Remove” and Disassembly and Assembly,
faulty turbocharger must be replaced. “Turbocharger - Install”.

A. Check that the compressor housing for the turbocharger is Result: The turbocharger is OK.
free of dirt and debris.
Contact Perkins Global Technical Support.
B. Check that the turbine housing for the turbocharger is free
of dirt and debris.

C. Check that the turbine blades rotate freely in the

turbocharger.

5. Turbochargers Turbocharger Result: There is a fault in a turbocharger.

Note: The turbochargers that are installed on the engine are Replace the faulty turbocharger. Refer to Disassembly and As-
nonserviceable items. If any mechanical fault exists, then the sembly, “Turbocharger - Remove” and Disassembly and As-
faulty turbocharger must be replaced. sembly, “Turbocharger - Install”.

A. Check that the compressor housings for the turbochargers Result: The turbochargers are OK.
are free of dirt and debris.
Contact Perkins Global Technical Support.
B. Check that the turbine housings for the turbochargers are
free of dirt and debris.

C. Check that the turbine blades rotate freely in the

turbochargers.

i05867175

Intake Manifold Air

Temperature Is High

The Electronic Control Module (ECM) monitors the

intake manifold air for excessive temperature. The
following event codes are associated with high intake
manifold air temperature:
Table 177
Diagnostic Trouble Codes for High Intake Manifold Air Temperature

J1939 Code Description Comments

Code
The engine has been running for 3 minutes.
No other 105 codes are active.
168 codes are not active.
Code 412-16 is not active.
105-15 Engine Intake Manifold #1 Temperature : High - least severe (1)
The intake manifold air temperature exceeds the value that is
programmed into the ECM for 8 seconds. The code is logged.
This code will be reset when the temperature is less than 122° C
(252° F) for 4 seconds.

(continued)

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(Table 177, contd)

Diagnostic Trouble Codes for High Intake Manifold Air Temperature

J1939 Code Description Comments

Code
The engine has been running for 3 minutes.
No other 105 codes are active.
168 codes are not active.
Code 412-16 is not active.
Engine Intake Manifold #1 Temperature : High - Moderate Se-
105-16 The intake manifold air temperature exceeds the value that is
verity (2)
programmed into the ECM for 8 seconds. The engine will be de-
rated. The code is logged.
This code will be reset when the temperature is less than 124° C
(255° F) for 20 seconds.

The engine has been running for 3 minutes.

No other 105 codes are active.
168 codes are not active.
Code 412-16 is not active.
105-0 Engine Intake Manifold #1 Temperature : High - most severe (3) The intake manifold air temperature exceeds the value that is
programmed into the ECM for 8 seconds. The engine will be shut
down. The code is logged.
This code will be reset when the temperature is less than 124° C
(255° F) for 20 seconds.

Probable Causes
• Coolant level
• Air-to-air aftercooler (ATAAC)

• Cooling fan
• Air inlet and exhaust system

• Ambient temperature
• Altitude
• Running condition

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 178
Troubleshooting Test Steps Values Results

1. Coolant Level Coolant Result: The coolant level is low.

A. Check that the coolant is filled to the correct level. Fill the coolant system to the correct level. Refer to the Opera-
tion and Maintenance Manual, “Coolant Level - Check”.
Note: If the coolant level is too low, air will get into the cooling
system. Air in the cooling system will cause a reduction in Result: The coolant level is OK.
coolant flow.
Proceed to Test Step 2.

2. Air-to-Air Aftercooler (ATAAC) ATAAC Result: The ATAAC has excessive debris or is damaged.

A. Check the ATAAC for debris or damage. Clear the debris from the ATAAC or replace the ATAAC.

Note: Debris between the fins of the ATAAC core restricts air Result: The ATAAC is OK.
flow through the core.
Proceed to Test Step 3.

3. Cooling Fan Cooling fan Result: The cooling fan is not operating correctly.

A. Check the operation of the cooling fan. Investigate the cause of the incorrect fan operation

Note: A fan that is not turning at the correct speed can result Result: The cooling fan is operating correctly.
in insufficient airflow through the aftercooler core.
Proceed to Test Step 4.

4. Air Intake and Exhaust System Air intake and Result: The air intake or exhaust system is blocked, restricted,
exhaust damaged, or loose.
A. Check the air intake and exhaust system for the following
defects: Make all necessary repairs to the air intake system.

· Blockages Result: The air intake and exhaust system is OK.

· Restrictions
· Damage to the air intake ducts and hoses Proceed to Test Step 5.
· Loose connections and air leaks

5. Exhaust Back Pressure Regulator (EBPR) EBPR Result: The EBPR is suspect.

A. Check for the correct operation of the exhaust back pres- Investigate the EBPR. Refer to Troubleshooting, “Motorized
sure regulator. Valve - Test”.

Result: The EBPR is OK.

Proceed to Test Step 6.

6. Ambient Temperature Ambient Result: The ambient air temperature is high.

Temperature
A. Check for a high ambient temperature. Operate the engine at reduced speed or reduced power.

Note: When outside temperatures are too high, there is insuffi- Result: The ambient air temperature is OK.
cient temperature difference between the outside air and the
intake air. Proceed to Test Step 7.

(continued)

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Symptom Troubleshooting

(Table 178, contd)

Troubleshooting Test Steps Values Results

7. Altitude Altitude Result: The engine is being operated at high altitude.

A. Check for operation at high altitude. Operate the engine at reduced speed or reduced power.

Note: The cooling capacity of the ATAAC is reduced as the Result: The engine is not being operated at high altitude.
engine is operated at higher altitudes.
Proceed to Test Step 8.

8. Running Condition Running Result: The engine is operating in the lug condition.
condition
A. Check that the engine is not operating in the lug condition. Reduce the load on the engine or, if possible, increase the
power rating of the engine.
Note: When the load that is applied to the engine is too large,
the engine will run in the lug condition. When the engine is Result: The engine is not operating in the lug condition.
running in the lug condition, engine rpm does not increase
with an increase of fuel. This lower engine rpm causes a re- Contact Perkins Global Technical Support.
duction in coolant flow through the system.

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i05933527

NOx Conversion Is Low

Table 179
Diagnostic Trouble Codes for NOx Conversion Is Low

J1939 Code Description Comments

Code
Aftertreatment #1 SCR Catalyst
4364-18 Conversion Efficiency : Low - mod- The SCR System is not able to reduce NOx in the exhaust system.
erate severity (2)

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Table 180
Required Tools

Tool Part Number Part Description Qty

A T400195 Refractometer 1
B T400236 Kit - Test 1

Table 181
Associated Diagnostic Trouble Codes
4364-2
4360-17
4765-17
5298-17

Complete the procedure in the order in which the

steps are listed.

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UENR4469 251
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Table 182
Troubleshooting Test Steps Values Results

1. Determine the Code Diagnostic trou- Result: An associated code is active or logged.
ble code
A. Establish communication between the electronic service tool Note: Troubleshoot associated codes before continuing
and the Electronic Control Module (ECM). Refer to Troubleshoot- with this procedure.
ing, “Electronic Service Tools”, if necessary.
Refer to Troubleshooting, “Diagnostic Trouble Codes” for
B. Download the “Warranty Report” from the ECM before perform- further information.
ing any troubleshooting or clearing any diagnostic trouble codes.
Result: A 4364-18 code is active or logged.
C. Determine the diagnostic trouble code that is active.
Proceed to Test Step 2.

2. Check the DEF Quality DEF quality Result: The DEF quality is within the acceptable range.
standards
A. Use Tooling A to measure the Diesel Exhaust Fluid (DEF) Proceed to Test Step 3.
quality.
Result: The DEF quality is not within the acceptable
Refer to Systems Operation, Testing and Adjusting, “Diesel Ex- range.
haust Fluid Quality - Test” for the correct procedure.
Drain the DEF fluid from the tank. Refill the tank with DEF
that meets ISO 22241 quality standards.

Proceed to Test Step 8.

3. Inspect All the DEF Lines for Leaks Leaks Result: The lines are leaking, damaged, pinched, or
disconnected.
A. Turn the keyswitch to the ON position. Do not start the engine.
Make the necessary repairs.
B. Use the electronic service tool to perform the “DEF Dosing Veri-
fication Test ” in order to pressurize the system. Refer to Trouble- Proceed to Test Step 8.
shooting, “Service Tool Features” for more information.
Result: The lines are not leaking, damaged, pinched, or
C. Visually inspect all DEF lines from the DEF tank to the DEF in- disconnected.
jector. Look for pinched, damaged, or disconnected lines.
Proceed to Test Step 4.
D. Inspect the lines for leakage.

E. Turn the keyswitch to the OFF position.

4. Check for Exhaust Leaks Exhaust leaks Result: Exhaust leaks are found.

A. Start the engine. Repair or replace the component that is causing an ex-
haust leak.
B. Check the exhaust system for leaks or damage.
Proceed to Test Step 8.
C. Check all exhaust connections from the turbo outlet to the SCR
outlet (tailpipe outlet). Result: There were no exhaust leaks found.

D. Check for damage to the exhaust system insulation. Proceed to Test Step 5.

5. Perform a DEF Dosing System Accuracy Test by Volume 75 mL (2.5 fl oz) Result: The amount of DEF collected was less than
to 100 mL 75 mL (2.5 fl oz) or greater than 100 mL (3.4 fl oz).
A. Turn the keyswitch to the OFF position. (3.4 fl oz)

(continued)

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(Table 182, contd)

Troubleshooting Test Steps Values Results
B. Remove the DEF injector. Refer to Disassembly and Assembly, Install a new DEF injector. Refer to Disassembly and As-
“DEF Injector and Mounting - Remove and Install”. sembly, “DEF Injector and Mounting - Remove and
Install”.
Note: Leave all lines connected to the DEF injector.
Repeat this Step.
C. Install the DEF injector into the container from Tooling B.
Result: The amount of DEF collected was within 75 mL
D. Turn the keyswitch to the ON position. (2.5 fl oz) to 100 mL (3.4 fl oz).

E. Connect to the electronic service tool. Proceed to Test Step 6.

F. Perform the “DEF Dosing System Accuracy Test” . Refer to Test-

ing and Adjusting, “Aftertreatment SCR System Dosing Test” for
the correct procedure.

Note: This test should run for 5 minutes. If the test only runs for 1
minute, repeat the test a further four times.

6. Perform a DEF Dosing System Accuracy Test by Weight 86 g (3.0 oz) to Result: The amount of DEF collected was within 86 g
105.1 g (3.0 oz) to 105.1 g (3.68 oz).
A. Turn the keyswitch to the OFF position. (3.68 oz)
Install the DEF injector. Refer to Disassembly and Assem-
B. Use suitable scales to weigh the container from Tooling B. Re- bly, “DEF Injector and Mounting - Remove and Install”.
cord the result.
Proceed to Test Step 8.
C. Remove the DEF injector. Refer to Disassembly and Assembly,
“DEF Injector and Mounting - Remove and Install”. Result: The amount of DEF collected was below 86 g
(3.0 oz)
Note: Leave all lines connected to the DEF injector.
Install a new filter in the DEF pump. Repeat Test Step 6. If
D. Install the DEF injector into the container from Tooling B. the amount of DEF collected is still below 86 g (3.0 oz),
proceed to Test Step 7.
E. Turn the keyswitch to the ON position.
Result: The amount of DEF collected was above 105.1 g
F. Connect to the electronic service tool. (3.68 oz) .

G. Perform the “DEF Dosing System Accuracy Test” . Refer to Install a replacement DEF injector. Refer to Disassembly
Testing and Adjusting, “Aftertreatment SCR System Dosing Test” and Assembly, “DEF Injector and Mounting - Remove and
for the correct procedure. Install”.

Note: This test should run for 5 minutes. If the test only runs for 1 Proceed to Test Step 8.
minute, repeat the test a further four times.

H. Use suitable scales to weigh the container from Tooling B with

the DEF. Record the result.

J. Subtract the result from Step B from the result from Step H. Re-
cord the result.

7. Check the DEF Lines Restrictions, ob- Result: There are restrictions or leaks in the lines.
structions, or
A. Turn the keyswitch to the OFF position for 2 minutes. leaks Remove the restrictions or replace the line.

Note: The keyswitch must be OFF for 2 minutes to allow the DEF Proceed to Test Step 8.
pump to purge, reset the code, and reset the DEF Control Unit
(DCU). Result: There are no restrictions or leaks in the lines.

B. Visually inspect the lines for leaks or damage. Install the DEF pressure and return lines.

Proceed to Test Step 8.

(continued)

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(Table 182, contd)

Troubleshooting Test Steps Values Results
C. Remove the DEF pressure line between the DEF pump and the
DEF injector.

D. Remove the DEF return line between the DEF injector and the
DEF tank header.

E. Check for ice, urea deposits, or debris in the DEF lines.

8. Perform the Aftertreatment Recovery Procedure Test passed Result: The Aftertreatment Recovery Procedure com-
pleted successfully.
A. Connect to the electronic service tool.
Proceed to Test Step 9.
Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for engines Result: The Aftertreatment Recovery Procedure was not
with a DPF. The other version is for engines without a DPF. Ensure successful.
that the correct procedure is used.
Contact Perkins Global Technical Support.
B. Perform the “Aftertreatment Recovery Procedure” .

9. Perform an Aftertreatment System Functional Test Test passed Result: The test completed successfully.

A. Start the engine. Return the unit to service.

B. Connect to the electronic service tool. Result: The test did not complete successfully.

C. Use the electronic service tool to perform the “Aftertreatment Contact Perkins Global Technical Support.
System Functional Test” .

i05867321

NRS Exhaust Gas Temperature

Is High

This procedure covers the following diagnostic

trouble codes:
Table 183
Diagnostic Codes for NRS Exhaust Gas Temperature Is High

J1939 Code Description Notes

412-15 Engine Exhaust Gas Recirculation Temperature : The exhaust gas temperature in the NRS has reached 178° C (352° F)
High - least severe for 8 seconds.

The ECM has been powered for at least 2 seconds.

The engine has been running for at least 180 seconds.

There are no electrical faults on the circuit.

412-16 Engine Exhaust Gas Recirculation Temperature : The exhaust gas temperature in the NRS has reached 180° C (356° F)
High - moderate severity for 8 seconds.

The engine will be derated.

The ECM has been powered for at least 2 seconds.

The engine has been running for at least 180 seconds.

There are no electrical faults on the circuit.

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Illustration 88 g03703137
Components of the NRS cooler
(1) NRS Exhaust outlet pipe (3) NRS cooler (5) NRS Exhaust inlet pipe
(2) Coolant inlet pipe (4) Coolant outlet pipe

Table 184 Recommended Actions

Associated Codes
NOTICE
J1939 Code Description Do not crank the engine continuously for more than
110-15 Engine Coolant Temperature : High - least 30 seconds. Allow the starting motor to cool for two
severe minutes before cranking the engine again.
110-16 Engine Coolant Temperature : High - moderate
severity Note: The procedures have been listed in order of
110-0 Engine Coolant Temperature : High - most probability. Complete the procedures in order.
severe

Probable Causes
• Diagnostic codes

• NRS control
• NRS cooler

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UENR4469 255
Symptom Troubleshooting

Table 185
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: A 412-X code and a 110-X code are present.

A. Download the Warranty Report and the Product Status Re- Rectify the 110-X code. Refer to Troubleshooting, “Coolant
port with Histograms before performing any troubleshooting or Temperature Is High”.
clearing any diagnostic codes.
Result: A 412-X code is present.
Note: The downloaded information will be required by the DSN
if troubleshooting assistance is needed. Proceed to Test Step 2.

B. Use the electronic service tool to check for active or logged

codes.

2. Perform an EGR System Test EGR system test Result: The EGR System Test did not complete due to an
E1092-2 code.
A. Establish communication between the electronic service tool
and the ECM . Remove the exhaust inlet (2) and the exhaust outlet (4) from
the NRS cooler (3).
B. Select “Diagnostics” from the toolbar at top of screen.
Note: During the following inspection, some condensation
C. Select “Diagnostic tests” from the drop-down menu. may be present in the NRS cooler. This condition is normal.

D. Select “EGR System Test” . Inspect the internal passage of the NRS cooler for evidence
of coolant. If significant amount of coolant is found, replace
the NRS cooler. Refer to Disassembly and Assembly, “Ex-
haust Cooler (NRS) - Remove and Install”.

Result: The EGR service test completed successfully.

Proceed to Test Step 3.

3. Inspect the NRS Cooler NRS cooler Result: The NRS cooler has internal leakage.

Refer to Illustration 88 . Replace the NRS cooler. Refer to Disassembly and Assem-
bly, “Exhaust Cooler (NRS) - Remove and Install”.
A. Perform a leak test on the NRS cooler. Refer to Systems Op-
eration, Testing, and Adjusting, “Exhaust Cooler (NRS) - Test”. Use the electronic service tool to clear all related diagnostic
codes and then run the engine and ensure that the fault has
been eliminated.

If the fault is still present, contact Perkins Global Technical

Support.

i05867847

NRS Mass Flow Rate Problem

This procedure covers the following diagnostic

trouble code:

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Table 186
Diagnostic Trouble Code for NRS Mass Flow Rate Problem

J1939 Code Code Description Comments

2659-7 Engine Exhaust Gas Recirculation (EGR) Mass Flow Rate : Not Responding Actual mass flow through the NOx Reduction
Properly System (NRS) does not match the desired
mass flow.
The Electronic Control Module (ECM) has
been powered for at least 2 seconds.
The engine is running.
There are no active codes for the 5 VDC
supply.
There are no active 27, 157, 411, 1188, 2791,
3358 or 3563 codes.
412-3 or 412-4 codes are not active.

Illustration 89 g03703498

(1) NRS inlet temperature sensor (3) Pipe for the NRS differential pressure (5) Manifold for the NRS pressure sensors
(2) NRS mixer sensor (6) NRS differential pressure sensor
(4) Pipe for the NRS inlet pressure sensor (7) NRS inlet pressure sensor

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UENR4469 257
Symptom Troubleshooting

Probable Causes
• Diagnostic codes
• Electrical connectors and harness
• Air inlet and exhaust system

• NRS inlet pressure sensor and sensor pipes

• NRS temperature sensor

• NRS mixer

Recommended Actions
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.

Note: The procedures have been listed in order of

probability. Complete the procedures in order.

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Table 187
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic codes Result: A diagnostic code for the NRS valve is active or
logged.
A. Download the Warranty Report and the Product Status Re-
port with Histograms before performing any troubleshooting or Rectify the NRS valve code. Refer to Troubleshooting, “Mo-
clearing any diagnostic codes. torized Valve - Test”.

Note: The downloaded information will be required by Technical Result: A 2659-7 code is active.
Support if troubleshooting assistance is needed.
Proceed to Test Step 2.
B. Use the electronic service tool to check for active or logged
codes.

2. Inspect the Electrical Connectors and the Harness Connectors and Result: An electrical connector or a cable is not correctly
harness installed.
A. Turn the keyswitch to the OFF position.
Install the connector or cable correctly.
B. Inspect the connectors for the components in the NRS sys-
tem. Refer to Troubleshooting, “Electrical Connectors - Inspect”.
Result: The harness is faulty.
C. Perform a 45 N (10 lb) pull test on each of the wires in any
suspect connector and the connections at the ECM. Install a replacement harness.

D. Check that the ground connection on the ECM and the nega- Result: The harness and connectors are OK.
tive terminal on the battery are correctly installed.
Proceed to Test Step 3.
E. Check the ground connection on the ECM for abrasions and
pinch points.

F. Check the screws for the ECM connector for the correct tor-
que of 6 N·m (53 lb in).

G. Check the harness for abrasion and pinch points from the
NRS components to the ECM.

H. Check that any suspect connector is installed correctly.

3. Check the Air Inlet and Exhaust System Air inlet and ex- Result: The air inlet system has a leak or is restricted.
haust system
A. Check the air inlet system for leaks and for restrictions. Clear any restrictions in the air inlet system.

B. Check the exhaust system for leaks and for restrictions. Repair any air leaks in the air inlet system.

C. Test the exhaust back pressure regulator. Refer to Trouble- Result: The exhaust system has a leak or is restricted.
shooting, “Motorized Valve - Test”.
Clear any restrictions in the exhaust system.

Repair any air leaks in the exhaust system.

If the fault is still present, proceed to Test Step 4.

(continued)

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Symptom Troubleshooting

(Table 187, contd)

Troubleshooting Test Steps Values Results

4. Check the NRS Inlet Pressure Sensor and Sensor Pipes Pressure sensor Result: There is a leak, a restriction, or a blockage in one of
and pipes the sensor pipes.
Refer to Illustration 89 .
If a pipe has a leak or a restriction, replace the pipe.
A. Check pipe (4) for the NRS inlet pressure sensor for leaks, re-
strictions, or blockage. If a pipe is blocked with soot or condensate, remove the
pipe and clear the blockage with an air line that is set at a
B. Check pipe (3) for the NRS differential pressure sensor for maximum pressure of 200 kPa (29 psi). If the blockage is
leaks or any restriction. cleared, install the pipe. If the blockage cannot be cleared,
replace the pipe.
C. Test the exhaust back pressure regulator. Refer to Trouble-
shooting, “Motorized Valve - Test”. Result: The NRS inlet pressure sensor is blocked.

Replace the NRS inlet pressure sensor.

Result: There are no leaks, restrictions, or blockages in the

sensor or the pipes.

Proceed to Test Step 5.

5. Check the NRS Temperature Sensor Temperature Result: The probe on the temperature sensor has exces-
sensor sive deposits.
Refer to Illustration 89 .
Carefully remove the deposits from the sensor probe. Make
A. Remove temperature sensor (1) from NRS mixer (2). Refer to sure that the sensor probe is not damaged.
Disassembly and Assembly, “Temperature Sensor (Cooled Ex-
haust Gas) - Remove and Install”. If the deposits cannot be easily removed, replace the tem-
perature sensor. Refer to Disassembly and Assembly, “Tem-
B. Check the sensor probe for excessive deposits. perature Sensor (Cooled Exhaust Gas) - Remove and
Install”.
C. Test the exhaust back pressure regulator. Refer to Trouble-
shooting, “Motorized Valve - Test”. Result: The probe on the temperature sensor does not
have excessive deposits.

Proceed to Test Step 6.

6. Inspect the NRS Mixer NRS mixer Result: The NRS mixer is defective.

A. Inspect the NRS mixer for cracks, holes, or damage. Replace the NRS mixer. Refer to Disassembly and Assem-
bly, “Inlet Air Control - Remove” and Disassembly and As-
sembly, “Inlet Air Control - Install”.

Result: There are no visible faults on the NRS mixer.

Contact Perkins Global Technical Support.

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i05867857

Oil Consumption Is Excessive

Probable Causes
• Misreading oil level

• Oil leaks
• Engine crankcase breather

• Oil level
• Air intake and exhaust system

• Turbocharger or turbochargers
• Low compression (cylinder pressure)

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 188
Troubleshooting Test Steps Values Results

1. Misreading Oil Level Oil level Result: The oil consumption is less than 0.08% of the fuel
consumption.
A. Accurately measure the consumption of oil and fuel over a
period of 50 engine hours. Oil consumption is within specification. Return the unit to
service

Result: The oil consumption is greater than 0.08% of the fuel

consumption.

Proceed to Test Step 2.

2. Oil Leaks Oil leaks Result: An oil leak is identified.

A. Check for evidence of oil leaks on the engine. Rectify the cause of the oil leak.

B. Check for evidence of oil in the coolant. Result: Oil is present in the coolant.

Refer to Troubleshooting, “Coolant Contains Oil”.

No oil leaks are identified

Proceed to Test Step 3.

(continued)

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(Table 188, contd)

Troubleshooting Test Steps Values Results

3. Engine Crankcase Breather Breather Result: The engine crankcase breather is blocked or
restricted.
A. Check the engine crankcase breather for blockage or
restrictions. Clear the blockage or restriction.

B. Check for excessive oil from the outlet of the breather. Result: Excessive oil is ejected from the outlet of the breather.

Investigate the cause of the excessive oil content in the breath-

er flow. If the breather filter element is saturated with oil, re-
place the filter.

Result: No oil is ejected through the breather.

Proceed to Test Step 4.

4. Oil Level Oil level Result: The oil level in the engine is high.

A. Check for a high oil level in the engine. Make sure that the oil is not contaminated with fuel. Refer to
Troubleshooting, “Oil Contains Fuel”.

Make sure that the oil is not contaminated with coolant. Refer
to Troubleshooting, “Oil Contains Coolant”.

Remove the excess oil.

Result: The oil level is OK.

Proceed to Test Step 5.

5. Air Intake and Exhaust System Air intake and Result: The air filter restriction indicator has operated or the
exhaust system air filter is blocked.
A. Check the air filter restriction indicator, if equipped.
Make sure that the air filter is clean and serviceable. If neces-
Check the air intake and the exhaust system for the following sary, replace the air filter.
defects:
Result: The air intake or the exhaust system is blocked, re-
· Blockages stricted, or damaged.
· Restrictions
· Damage to the air intake and exhaust lines and hose Repair the air intake or the exhaust system, as required.

Result: The air intake or the exhaust system is OK.

For engines that have a single turbocharger, proceed to Test

Step 6.

For engines that have twin turbochargers, proceed to Test Step

7.

(continued)

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(Table 188, contd)

Troubleshooting Test Steps Values Results

6. Turbocharger Turbocharger Result: The oil drain for the turbocharger is blocked or
restricted.
Note: This step is only applicable to engines that have a sin-
gle turbocharger. Remove the blockage or restriction. If necessary, replace the
oil drain line.
Note: The turbocharger that is installed on this engine is a
non-serviceable item. If any mechanical fault exists, then the Result: The turbocharger has an internal oil leak.
turbocharger must be replaced.
Replace the turbocharger.
A. Check that the oil drain for the turbocharger is not blocked
or restricted. If oil is found on the inlet face of the DPF, make sure that the
cause has been rectified. Run the engine at 1400 rpm for 15
B. Check the turbocharger for evidence of an internal oil leak. minutes. Make sure that the inlet face of the DPF is clear of oil.

Check that the repairs have eliminated the faults.

Result: The turbocharger is OK.

Proceed to Test Step 8.

7. Turbochargers Turbochargers Result: The oil drain for a turbocharger is blocked or

restricted.
Note: This step is only applicable to engines that have twin
turbochargers. Remove the blockage or restriction. If necessary, replace the
oil drain line.
Note: The turbochargers that are installed on this engine are
non-serviceable items. If any mechanical fault exists, then the Result: A turbocharger has an internal oil leak.
faulty turbocharger must be replaced.
Replace the turbocharger.
A. Check that the oil drains for the turbochargers are not
blocked or restricted. If oil is found on the inlet face of the DPF, make sure that the
cause has been rectified. Run the engine at 1400 rpm for 15
B. Check the turbochargers for evidence of an internal oil leak. minutes. Make sure that the inlet face of the DPF is clear of oil.

Check that the repairs have eliminated the faults.

Result: The turbochargers are OK.

Proceed to Test Step 8.

8. Low Compression (Cylinder Pressure) Cylinder Result: The results of the compression test are outside the
compression specifications.
A. Perform a compression test. Refer to Systems Operation,
Testing, and Adjusting, “Compression - Test”. Investigate the cause and rectify any faults.

Note: Possible causes of low compression are shown in the

following list:

· Loose glow plugs

· Faulty piston
· Faulty piston rings
· Worn cylinder bores
· Worn valves
· Faulty cylinder head gasket
· Damaged cylinder head

Result: The results of the compression test are OK.

Contact Perkins Global Technical Support.

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i05867860

Oil Contains Coolant

Probable Causes
• Engine oil cooler

• Cylinder head gasket

• Cylinder head

• Cylinder block

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 189
Troubleshooting Test Steps Values Results

1. Engine Oil Cooler Oil cooler Result: Evidence of coolant in the oil system is identified.

A. Drain the engine lubricating oil and coolant from the engine. Install a new oil cooler. Refer to Disassembly and Assembly,
Check for leaks in the oil cooler assembly. “Engine Oil Cooler - Remove” and Disassembly and Assembly,
“Engine Oil Cooler - Install” for the correct procedure.

Result: There is no evidence of coolant in the oil system.

Proceed to Test Step 2.

2. Cylinder Head Gasket Cylinder head Result: The cylinder head gasket is faulty or shows signs of
gasket leakage.
A. Remove the cylinder head. Refer to Disassembly and As-
sembly, “Cylinder Head - Remove” for the correct procedure. Install a new cylinder head gasket.
Inspect the cylinder head gasket for faults and any signs of
leakage. Result: The cylinder head gasket is OK.

Proceed to Test Step 3.

(continued)

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(Table 189, contd)

Troubleshooting Test Steps Values Results

3. Cylinder Head Cylinder head Result: The cylinder head is not within specification for
flatness.
A. Check the cylinder head for flatness. Refer to Systems Op-
eration, Testing, and Adjusting, “Cylinder Head - Inspect” for Install a new cylinder head. Refer to Disassembly and Assem-
the correct procedure. bly, “Cylinder Head - Install” for the correct procedure.

B. Check the mating face of the cylinder head for faults and Result: The cylinder head shows signs of a fault or leakage.
signs of leakage. If a fault is found, replace the cylinder head.
If signs of leakage are found, determine the cause of the leak- Install a new cylinder head. Refer to Disassembly and Assem-
age. Refer to Systems Operation, Testing, and Adjusting, “Cyl- bly, “Cylinder Head - Install” for the correct procedure.
inder Head - Inspect” for the correct procedure.
Result: An internal core plug in the cylinder head shows signs
C. Check the internal core plugs in the cylinder head for signs of leakage.
of leakage.
Replace the faulty core plug.

Result: The cylinder head is OK.

Proceed to Test Step 4.

4. Cylinder Block Cylinder block Result: The top face of the cylinder block has a fault.

A. Inspect the top face of the cylinder block for faults and signs Replace the cylinder block.
of leakage.
Result: The top face of the cylinder block shows signs of
leakage.

Determine the cause of the leakage. Refer to Systems Opera-

tion, Testing, and Adjusting, “Cylinder Block - Inspect” for the
correct procedure.

Result: The cylinder block is OK.

Install the cylinder head. Refer to Disassembly and Assembly,

“Cylinder Head - Install”.

Remove the oil filter element. Install a new engine oil filter ele-
ment. Fill the engine with clean engine oil to the correct level.
Refer to the Operation and Maintenance Manual, “Engine Oil
and Filter - Change” for more information.

Fill the cooling system. Refer to the Operation and Mainte-

nance Manual for more information.

If coolant is found in the oil again, contact Perkins Global

Technical Support.

i05867862 A closed cup flash test can be performed in order to

detect fuel dilution. The flash test is designed to
Oil Contains Fuel measure the volatile parts of the fuel that are
remaining in the oil. Detecting less volatile fuel is
difficult. The lack of volatility reduces the accuracy of
the flash test.
Measuring Fuel Dilution Since the flash test does not accurately detect
fuel dilution, do not use the flash test as the only
Diesel fuel is chemically similar to the lubricants that measure of fuel dilution. Instead, verify the dilution
are used in diesel engines. A slow fuel leak will blend by the following methods:
the fuel into the oil. Normal operating temperatures
may cause volatile parts of the fuel to vaporize. The • Gas chromatograph fuel dilution test
fuel that remains in the oil is less volatile.
• Oil viscosity

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The test that uses a gas chromatograph is designed

to measure fuel dilution in crankcase oils. The gas
chromatograph can identify the small chemical
differences between diesel fuel and lubricating oil.
Even though the gas chromatograph provides a more
accurate measure of fuel dilution, always verify the
results with the viscosity test.
A significant level of fuel dilution reduces oil viscosity.
If an unacceptable level of fuel dilution is suspected,
the kinematic viscosity of the oil must be measured.
Fuel dilution that is greater than 4 percent will usually
cause viscosity that is less than the specified
viscosity grade. If the oil is still within the specified
viscosity grade, fuel dilution is unlikely to have
reached an unacceptable level. Use the following
chart to determine if viscosity has reached the
minimum acceptable level. The guidelines of viscosity
in the chart are slightly less than the limits of the SAE
viscosity grades. However, these guidelines still
provide adequate engine protection.
Table 190
Minimum Oil Vis-
cosity at 100 °C
with Fuel Dilution
Viscosity Grade Action
Greater Than 4% as
Measured by a Gas
Chromatograph

0W-40
5W-40
12.0 cSt Investigate the
10W-40
15W-40 cause of fuel dilution
or reduce the engine
0W-30 oil change interval.
5W-30 9.0 cSt
10W-30

Verifying Fuel Dilution

Always verify fuel dilution by the combination of a
viscosity test and a gas chromatograph test that gives
a result in excess of 4 percent.

Probable Causes
• Fuel injector seals

• Fuel injector tip

• Shaft seal for the high-pressure fuel pump

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 191
Troubleshooting Test Steps Values Results

1. Fuel Injector Seals Fuel injector Result: Injector seals are damaged.
seals
A. Check for signs of damage to the seals for the fuel Replace any damaged injector seals.
injectors.
Result: All injector seals are OK.

Proceed to Test Step 2.

2. Fuel Injector Tip Fuel injector tip Result: A fuel injector is damaged.

A. Check for signs of damage to the fuel injectors. Check the Replace the fuel injector. Refer to Disassembly and Assembly,
fuel injector tip for cracks or breakage. “Electronic Unit Injector - Remove” and Disassembly and As-
sembly, “Electronic Unit Injector - Install”.

Result: All fuel injectors are OK.

Proceed to Test Step 3.

3. Shaft Seal for the High Pressure Fuel Pump HP fuel pump Result: Fuel is leaking past the shaft seal for the high-pressure
shaft seal fuel pump.
A. Check for fuel leakage around the shaft seal for the high-
pressure fuel pump. There is a restriction in the return line to the fuel tank. Investi-
gate the cause of the restriction and then repair the fuel line.

Replace the high-pressure fuel pump. Refer to Disassembly

and Assembly, “Fuel Injection Pump - Remove” and Disassem-
bly and Assembly, “Fuel Injection Pump - Install”.

Replace the primary fuel filter and the secondary fuel filters.
Refer to the Operation and Maintenance Manual for further
information.

Replace the Transfer Pump Inlet Regulator (TPIR).

Inspect the return pipe from the high-pressure fuel pump to the
fuel tank. replace any pipes that have been damaged or dis-
torted by hot fuel.

Result: The shaft seal for the high-pressure fuel pump is OK.

If the fault is still present, contact Perkins Global Technical

Support.

i05867871

Oil Level Is Low

This procedure is only applicable to engines with an

oil level switch.
Use this procedure if one of the following event codes
is active.

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Table 192
Diagnostic Trouble Codes for Oil Level Is Low

J1939 Code Code Description Comments

98-18 Engine Oil Level : Low - moderate severity (2) The engine oil level has dropped below the level of the switch for
the time specified in the ECM.
The code is logged.
The engine is derated.

98-1 Engine Oil Level : Low - most severe (3) The engine oil level has dropped below the level of the switch for
the time specified in the ECM.
The code is logged.
The engine is derated and may shut down.

Probable Causes
• Low engine oil level
• Problem with an electrical connection or with the
wiring

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.
Table 193
Troubleshooting Test Steps Values Results

1. Low Engine Oil Level Engine oil level Result: The engine oil level is low.

A. Check the engine oil level. Refer to the Operation and Add engine oil, as necessary.
Maintenance Manual, “Engine Oil Level - Check”.
If engine oil consumption is considered excessive, refer to
Troubleshooting, “Oil Consumption Is Excessive”.

Proceed to Test Step 2.

2. Electrical Connections or Wiring Turbocharger Result: There is a fault in an electrical connection or the
wiring.
A. Inspect the electrical connectors and all of the wiring for the
switch. Refer to Troubleshooting, “Electrical Connectors - In- Repair or replace the faulty item.
spect” and refer to the electrical Schematic.
Result: The electrical connections and wiring are OK.

Proceed to Test Step 3.

3. Test the Oil Level Switch Air quality Result: The correct results are not obtained or if the switch
does not close.
Note: The engine oil level switch must be closed in order for
the engine to operate. The switch is normally open. The Replace the switch.
switch must be submerged in fluid in order to become closed.
Result: The correct results are obtained and the switch
A. Disconnect the switch and remove the switch. closes correctly.

B. Connect an ohmmeter to the switch terminals and measure Contact Perkins Global Technical Support.
the continuity. The correct continuity for the normally open
switch is greater than 20,000 Ohms.

C. Continue to monitor the ohmmeter and submerge the

switch in water. The correct continuity for the closed switch is
less than five Ohms.

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i05867905

Oil Pressure Is Low

NOTICE
Do not operate the engine with low oil pressure.
Engine damage will result. If measured oil pressure is
low, discontinue engine operation until the fault is
corrected.

The Electronic Control Module (ECM) monitors the

engine oil pressure. The following events are
associated with low engine oil pressure:
Table 194
Diagnostic Codes for Low Engine Oil Pressure

J1939 Code Description Comments

Code
100-17 Engine Oil Pressure : Low - least severe The ECM has been powered for at least 2 seconds.

The engine has been running for at least 10 seconds.

There are no diagnostic trouble codes for the oil pressure

sensor.

There are no diagnostic trouble codes for the 5 VDC supply.

Refer to Illustration 90 for the trip point for the oil pressure.

100-18 Engine Oil Pressure : Low - moderate severity (2) The ECM has been powered for at least 2 seconds.

The engine has been running for at least 10 seconds.

There are no diagnostic trouble codes for the oil pressure

sensor.

There are no diagnostic trouble codes for the 5 VDC supply.

The engine will be derated.

Refer to Illustration 91 for the trip point for the oil pressure.

100-1 Engine Oil Pressure : Low - most severe The ECM has been powered for at least 2 seconds.

The engine has been running for at least 10 seconds.

There are no diagnostic trouble codes for the oil pressure

sensor.

There are no diagnostic trouble codes for the 5 VDC supply.

The engine will be derated.

Refer to Illustration 92 for the trip point for the oil pressure.

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Symptom Troubleshooting

Illustration 90 g02856758 Illustration 92 g02856760

Diagnostic code 100-17 Engine Oil Pressure versus Diagnostic code 100-1 Engine Oil Pressure versus
Engine Speed Engine Speed

Probable Causes
• Engine oil level

• Oil specification
• Engine oil pressure

• Engine oil filter

• Engine oil cooler

• Fuel in the engine oil

• Piston cooling jets
• Engine oil suction tube

• Engine oil pump pressure relief valve

• Engine oil pump

• Bearing clearance
Illustration 91 g02856759
Diagnostic code 100-18 Engine Oil Pressure versus Recommended Actions
Engine Speed
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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Table 195
Troubleshooting Test Steps Values Results

1. Engine Oil Level Oil level Result: The engine oil level is low.

A. Check the engine oil level. Fill the oil system to the full mark on the dipstick.

Result: The engine oil level is OK.

Proceed to Test Step 2.

2. Oil Specification Oil specification Result: An incorrect specification of engine oil is being used.

A. Check that engine oil of the correct specification is being Drain the oil system and refill the oil system with engine oil of
used. Refer to the Operation and Maintenance Manual, “Refill the correct specification. Refer to Operation and Maintenance
Capacities and Recommendations”. Manual, “Engine Oil and Filter - Change”.

Result: The engine contains oil of the correct specification.

Proceed to Test Step 3.

3. Engine Oil Pressure Oil pressure Result: The oil pressure reading from the electronic service
tool and the pressure on the test gauge are different.
A. Check the actual engine oil pressure with a calibrated test
gauge. Compare the oil pressure reading from the electronic Install a new oil pressure transmitter. Refer to Disassembly
service tool to the pressure on the test gauge. and Assembly, “Engine Oil Pressure Sensor - Remove and
Install”.

Result: The oil pressure reading from the electronic service

tool and the pressure on the test gauge are similar.

Proceed to Test Step 4.

4. Engine Oil Filter Oil filter Result: The oil filter is blocked.

A. Remove the engine oil filter. Refer to the Operation and Install a new oil filter. Refer to the Operation and Maintenance
Maintenance Manual, “Engine Oil and Filter - Change”. Manual, “Engine Oil and Filter - Change” for further
information.
B. Inspect the engine oil filter for evidence of blockage.
Result: The oil filter is OK.

Install a new oil filter. Refer to the Operation and Maintenance

Manual, “Engine Oil and Filter - Change” for further
information.

Proceed to Test Step 5.

5. Engine Oil Cooler Oil cooler Result: The oil cooler has signs of damage or restriction.

A. Check the oil cooler for signs of damage or restrictions. Install a new oil cooler. Refer to Disassembly and Assembly,
“Engine Oil Cooler - Remove” and Disassembly and Assembly,
“Engine Oil Cooler - Install”.

Result: The oil cooler is OK.

Proceed to Test Step 6.

(continued)

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(Table 195, contd)

Troubleshooting Test Steps Values Results

6. Fuel in the Engine Oil Oil Result: The oil contains fuel.
contamination
A. Check fuel contamination of the engine oil. Refer to Trou- Refer to Troubleshooting, “Oil Contains Fuel”.
bleshooting, “Oil Contains Fuel”.
Result: The oil is not contaminated.

Proceed to Test Step 7.

7. Piston Cooling Jets Piston cooling Result: A piston cooling jet is cracked, damaged, or missing.
jets
A. Inspect the piston cooling jets for cracks, damage, or miss- Install a new piston cooling jet. Refer to Disassembly and As-
ing jets. sembly, “Piston Cooling Jets - Remove and Install”.

Result: The piston cooling jets are OK.

Proceed to Test Step 8.

8. Engine Oil Suction Tube Oil suction tube Result: The inlet screen on the oil suction tube is blocked with
debris.
A. Check the inlet screen on the oil suction tube and remove
any material that may be restricting oil flow. Remove the debris from the inlet screen.

B. Check the joints of the oil suction tube for cracks or a dam- Result: The oil suction tube is cracked.
aged joint.
Install a new oil suction tube.
Note: Cracks or damage may allow air leakage into the supply
to the oil pump. The oil suction tube is OK.

Proceed to Test Step 9.

9. Engine Oil Pump Pressure Relief Valve Oil pump Result: A component in the pressure relief valve is not within
specification.
A. Inspect the components of the pressure relief valve for ex-
cessive wear or damage. Repair the pressure relief valve or replace the pressure relief
valve, if necessary. Refer to Disassembly and Assembly, “En-
gine Oil Relief Valve - Remove and Install”.

The pressure relief valve is OK.

Proceed to Test Step 10.

(continued)

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(Table 195, contd)

Troubleshooting Test Steps Values Results

10. Engine Oil Pump Oil pump Result: A component in the oil pump is not within
specification.
A. Inspect the components of the engine oil pump for exces-
sive wear. Repair the oil pump or replace the oil pump, if necessary. Refer
to Disassembly and Assembly, “Engine Oil Pump - Remove”
and Disassembly and Assembly, “Engine Oil Pump - Install”.

The oil pump is OK.

Proceed to Test Step 11.

11. Bearing Clearance Bearing Result: An engine bearing is not within specification.
clearance
A. Inspect the engine components for excessive bearing clear- Install a new bearing. Refer to Disassembly and Assembly.
ance or damaged bearings. Inspect the following components
for excessive bearing clearance: Result: All engine bearings are within specification.

· Crankshaft main bearings Contact Perkins Global Technical Support.

· Connecting rod bearings
· Camshaft front bearing
· Idler gear bearing

i05867908 Note: The procedures have been listed in order of

probability. Complete the procedures in order.
Power Is Intermittently Low or
Power Cutout Is Intermittent

Note: Use this procedure only if the engine does not

shut down completely.

Probable Causes
• Diagnostic codes

• Electrical connectors
• ECM connection
• Intake manifold pressure

• Fuel supply
• Transfer Pump Inlet Regulator (TPIR) flow

• Transfer Pump Inlet Regulator (TPIR) return

• Electric Fuel Lift Pump (EFLP) flow

• Return fuel lines

Recommended Actions
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.

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Table 196
Troubleshooting Test Steps Values Results

1. Diagnostic Codes Diagnostic Result: There are active or logged codes.

codes
A. Establish communication between the electronic service Troubleshoot any codes before continuing with this procedure.
tool and the Electronic Control Module (ECM). Refer to Trou-
bleshooting, “Electronic Service Tools”, if necessary. Result: There are no active or logged codes.

B. Download the Warranty Report and the Product Status Re- Proceed to Test Step 2.
port with Histograms before performing any troubleshooting or
clearing any diagnostic codes.

Note: The downloaded information will be required by Techni-

cal Support if troubleshooting assistance is needed.

C. Use the electronic service tool to check for active or logged

codes.

2. Electrical Connectors Electrical Result: An electrical connector is damaged.

connectors
A. Check all electrical connectors for damage. Refer to Trou- Repair the electrical connector or replace the electrical
bleshooting, “Electrical Connectors - Inspect”. connector.

Make sure that all the connector seals are in place and that Result: A connector seal is displaced or missing or an electri-
the connectors have been correctly installed. cal connector is not correctly installed.

Repair the electrical connector or replace the electrical

connector.

Result: All electrical connectors are OK.

Proceed to Test Step 3.

3. ECM Connection ECM connection Result: An ECM connector is not correctly installed.

Repair the electrical connector or replace the electrical

A. Check that the P2/J2 connector is correctly installed. connector.

Note: If a fault is suspected with the ECM power or ground Result: Both ECM connectors are correctly installed.
connections, refer to Troubleshooting, “Electrical Power Sup-
ply - Test”. Proceed to Test Step 4.

(continued)

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(Table 196, contd)

Troubleshooting Test Steps Values Results

4. Intake Manifold Pressure Intake manifold Result: The intake manifold pressure does not read
0 ± 0.5 kPa (0 ± 0.07 psi).
A. Use the electronic service tool to verify the intake manifold
pressure. Refer to Troubleshooting, “Intake Manifold Air Pressure Is
Low”.
Turn the start switch to the ON position.
Result: The intake manifold pressure reads 0 ± 0.5 kPa
The intake manifold pressure must read 0 ± 0.5 kPa (0 ± 0.07 psi).
(0 ± 0.07 psi).
Proceed to Test Step 5.

5. Fuel Supply Fuel system Result: The fuel supply is not OK.

A. Visually check the fuel level in the fuel tank. Do not rely on Repair the fuel system or replace the fuel system components,
the fuel gauge only. as necessary.

B. Ensure that the vent in the fuel cap is not filled with debris. Result: The fuel supply is OK.

C. Ensure that the fuel supply valve (if equipped) is in the full Proceed to Test Step 6.
OPEN position.

D. If the temperature is below 0 °C (32 °F), check for solidified

fuel (wax).

E. Check the primary filter/water separator for water in the

fuel.

F. Check for fuel supply lines that are restricted.

G. Check that the low-pressure fuel lines are tight and secured
properly.

H. Check that the Electric Fuel Lift Pump (EFLP) is operating

correctly.

I.Replace the in-line fuel filter that is upstream of the primary

fuel filter.

H. Replace the primary and secondary fuel filters.

G. Check the diesel fuel for contamination. Refer to Systems

Operation, Testing, and Adjusting, “Fuel Quality - Test”.

H. Check for air in the fuel system. Refer to Systems Opera-

tion, Testing, and Adjusting, “Air in Fuel - Test”.

I.
Ensure that the fuel system has been primed. Refer to Sys-
tems Operation, Testing, and Adjusting, “Fuel System -
Prime”.

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Symptom Troubleshooting

Before performing the following fuel system tests, the

engine must be run for a minimum of 30 minutes.
Note: When performing the following fuel system
tests, the Electric Fuel Lift Pump (EFLP) will only
operate for 2 minutes unless the engine is running. If
necessary, cycle the keyswitch in order to reactivate
the pump.

Illustration 93 g03700009
Transfer Pump Inlet Regulator (TPIR) components
(1) Transfer Pump Inlet Regulator (TPIR)
(2) TPIR return port

Illustration 94 g02485896
Minimum TPIR flow rate in a 12 VDC system

Illustration 95 g02485897
Minimum TPIR flow rate in a 24 VDC system

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Table 197
Troubleshooting Test Steps Values Results

6. Transfer Pump Inlet Regulator (TPIR) Flow Test TPIR flow rate Result: The fuel flow is greater than the minimum limit.

Refer to Illustration 93 . Proceed to Test Step 8.

A. Disconnect the TPIR return line from the drain port on the Result: The fuel flow is less than the minimum limit.
TPIR. Install a suitable blanking cap on the open port in the
TPIR return line. Proceed to Test Step 7.

B. Connect a temporary drain line to the drain port on the

TPIR.

C. Place the end of the temporary drain line into a suitable

calibrated container.

D. With the isolator switch in the ON position but the engine

not running, use a suitable multimeter to measure the input
voltage to the EFLP. Record the reading.

E. With the isolator switch in the ON position but the engine

not running, measure the fuel flow from the temporary drain
line.

F. Refer to Illustration 94 or 95 for the minimum acceptable

flow rate.

G. Remove the temporary drain line from the drain port on the
TPIR. Connect the TPIR return line to the TPIR.

7. Transfer Pump Inlet Regulator (TPIR) Return Test TPIR return Result: A fuel line is blocked or kinked.

A. Make sure that the TPIR return line is not blocked or Clear the fuel line or replace the fuel line.
kinked.
Result: The EFLP is not operating correctly.
B. Check that the Electric Fuel Lift Pump (EFLP) is operating
correctly. Refer to Troubleshooting, “Relay - Test”.

C. Make sure that the fuel lines between the EFLP and the Result: All fuel lines are OK and the EFLP appears to be oper-
TPIR are not blocked or kinked. ating correctly.

Proceed to Test Step 8.

Illustration 96 g02527498 Illustration 97 g02527518

Minimum EFLP flow rate in a 12 VDC system Minimum EFLP flow rate in a 24 VDC system

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Symptom Troubleshooting

Table 198
Troubleshooting Test Steps Values Results

8. EFLP Flow Test at the Primary Fuel Filter Inlet EFLP flow Result: The fuel flow is below the minimum value for the re-
corded voltage.
A. Make sure the keyswitch is in the OFF position.
Replace the EFLP. Refer to Disassembly and Assembly, “Fuel
B. Disconnect the fuel inlet connection from the primary fuel fil- Priming Pump - Remove and Install”.
ter head.
Result: The fuel flow is above the minimum value for the re-
C. Install a suitable blank on the fuel inlet port on the primary corded voltage.
fuel filter head.
Proceed to Test Step 9.
D. Place the open end of the fuel inlet line in a suitable cali-
brated container.

E. With the keyswitch in the ON position, measure the input

voltage at the EFLP. Record the result.

F. With the keyswitch in the ON position, measure the flow

from the fuel inlet line. Record the result.

G. Check the recorded voltage and fuel flow on the graph in Il-
lustration 96 or 97 .

9. Check the Return Fuel Lines Return lines Result: The TPIR return line or the fuel lines between the
EFLP and the TPIR are blocked or kinked.
A. Make sure that the TPIR return line is not blocked or
kinked. Clear or replace the blocked line.

B. If the TPIR return line is clear, confirm that the Electric Fuel Result: The TPIR return line and the fuel lines between the
Lift Pump (EFLP) is operating. Make sure that fuel lines be- EFLP and the TPIR are clear.
tween the EFLP and the TPIR are not blocked or kinked.
Replace the EFLP.

If the fault is still present, contact Perkins Global Technical

Support.

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i05867929

SCR Catalyst Has Incorrect Inlet Temperature

Table 199

Diagnostic Trouble Code for SCR Catalyst Has Incorrect Inlet Temperature

J1939 Code Description Comments

Code
Aftertreatment #1 SCR Catalyst Intake Gas Tempera- The aftertreatment SCR catalyst intake gas temperature sensor has de-
4360-16 ture : High - moderate severity (2) tected that the SCR intake temperature is above the normal operating
range.

Aftertreatment #1 SCR Catalyst Intake Gas Tempera- This diagnostic code is only applicable to engines that have a Diesel Partic-
ture : Low - least severe (1) ulate Filter (DPF).
4360-17 ECM detects that the SCR catalyst intake temperature is below the accept-
able range.
The code is logged.

Aftertreatment #1 SCR Catalyst Intake Gas Tempera- The aftertreatment SCR catalyst intake gas temperature sensor has de-
4360-18 ture : Low - moderate severity (2) tected that the SCR intake temperature is far below the normal operating
range.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Complete the procedure in the order in which the

steps are listed.

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Symptom Troubleshooting

Table 200
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Trouble Codes Diagnostic trou- Result: A 4360-16 code is active or recently logged.
ble codes
A. Turn the keyswitch to the ON position. Do not start the engine. Proceed to Test Step 2.

B. Connect to the electronic service tool. Result: A 4360-17, or 4360-18 code is active or recently
logged.
C. Check for associated diagnostic trouble codes.
Proceed to Test Step 3.

Result: An associated code other than 4360-16, 4360-17,

or 4360-18 is active or recently logged.

Troubleshoot the logged or active code. Refer to Trouble-

shooting, “Diagnostic Trouble Codes”.

Result: No codes are active or recently logged.

For engines that have a DPF, proceed to Test Step 4.

For engines that do not have a DPF, proceed to Test Step

5.

2. Check for Cause of High Temperature High Result: There has been an exothermic event in the DOC
temperature or DPF..
A. Check for evidence of an exothermic event in the DOC and DPF
(if applicable). Replace the Clean Emissions Module (CEM).

B. Check for evidence of excessive fuel reaching the DOC or DPF Result: There is evidence of excessive fuel reaching the
(if applicable) DOC or DPF.

Investigate the cause of the excess fuel.

3. Check the Exhaust System Exhaust System Result: The exhaust system or the CEM has a gas leak.

A. Check the exhaust system for gas leaks between the Exhaust Make the necessary repairs.
Back Pressure Regulator (EBPR) and the exhaust tail pipe.
For engines that have a DPF, proceed to Test Step 4.
B. Check for gas leaks around the following items in the Clean
Emissions Module (CEM): For engines that do not have a DPF, proceed to Test Step
5.
· Soot antennas (if equipped)
· Temperature sensors Result: The exhaust system insulation is damaged or
· SCR inlet NOx sensor missing.
· DEF injector
Make the necessary repairs.
C. Check for signs of internal exhaust gas leaks on the outer cas-
ing of the CEM. For engines that have a DPF, proceed to Test Step 4.

D. Check for missing or damaged exhaust system insulation. For engines that do not have a DPF, proceed to Test Step
5.
E. Make sure that the exhaust piping between the EBPR and the
CEM is no longer than 1.83 m (6 ft). Result: Review and correct the routing of the exhaust
system. If necessary, consult Perkins Global Technical
F. Make sure the cooling air flow over the CEM is not excessive for Support for further advice.
the ambient conditions.
For engines that have a DPF, proceed to Test Step 4.

(continued)

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280 UENR4469
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(Table 200, contd)

Troubleshooting Test Steps Values Results
For engines that do not have a DPF, proceed to Test Step
5.

Result: There is excessive cooling air flow over the CEM.

Reduce the cooling air flow. If necessary, consult Perkins

Global Technical Support for further advice.

For engines that have a DPF, proceed to Test Step 4.

For engines that do not have a DPF, proceed to Test Step

5.

4. Check the SCR Catalyst Temperature Manual hydro- Result: The “Manual Hydrocarbon Dosing Capability
carbon dosing Test” completed successfully.
Note: This test step is only applicable to engines that have a DPF. capability test
Return the unit to service.
A. Connect to the electronic service tool.
Result: The “Manual Hydrocarbon Dosing Capability
B. Run the engine. Test” failed. An error identifier is generated by the elec-
tronic service tool.
C. Perform the “Manual Hydrocarbon Dosing Capability Test” .
Troubleshoot the error identifier. Refer to Troubleshooting,
“Service tool Error Identifiers”. Repeat Test Step 3.

Result: The “Manual Hydrocarbon Dosing Capability

Test” failed. No error identifiers are generated.

Contact Perkins Global Technical Support.

5. Check the SCR Catalyst Temperature Aftertreatment Result: The “Aftertreatment Recovery Procedure” com-
recovery pleted successfully.
Note: This test step is only applicable to engines that do not have procedure
a DPF. Return the unit to service.

A. Connect to the electronic service tool. Result: The “Aftertreatment Recovery Procedure” failed.
A diagnostic code is generated by the electronic service
B. Run the engine. tool.

C. Perform the “Aftertreatment Recovery Procedure” . Troubleshoot the diagnostic code. Refer to Troubleshoot-
ing, “Service tool Error Identifiers”. Repeat Test Step 3.

Result: The “Aftertreatment Recovery Procedure” failed.

No diagnostic codes are generated.

Contact Perkins Global Technical Support.

i05940109 Inducement strategies are control actions required by

EPA/ARB Tier 4 and EU Stage IV regulations. An
SCR Warning System Problem inducement strategy ensures prompt correction of
various failures in the engine NOx emission control
system. The strategy requires actions to limit engine
performance and defines required the following
Operator Level Inducement indications while the control actions are imposed:

Inducements are engine derates or other actions • Lamps

intended to prompt the operator to repair or maintain
the emission control system. • Messages
• Audible alarms

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Table 201
Diagnostic Trouble Codes for SCR Warning System Problem

J1939 Code Description Notes

This code is a Level 1 inducement associated with an emission acti-

Aftertreatment SCR Operator Inducement Severity :
5246-15 vated fault.
High - least severe (1)
The Emissions System Malfunction Lamp is on.

This code is a Level 2 inducement associated with an emission acti-

vated fault.
Aftertreatment SCR Operator Inducement Severity :
5246-16 The Emissions System Malfunction Lamp is on and the Action Lamp
High - moderate severity (2)
is flashing.
The engine is derated.

This code is a Level 3 inducement associated with an emission acti-

vated fault.
Aftertreatment SCR Operator Inducement Severity : The Emissions System Malfunction lamp is on, the Action lamp is
5246-0
High - most severe (3) flashing, and the warning horn may sound.
The engine is derated.
The engine may shut down.

Associated Codes
Troubleshoot any associated diagnostic codes listed
in Table 202 that are present. Refer to “Inducement
Type” in Table 202 for the correct Inducement table.
Table 202
Associated Codes
J1939 Code Code Description Inducement Type

1235-9 J1939 Network #3 : Abnormal Update Rate DEF Quality/Tampering/Dosing Interruption

1235-14 J1939 Network #3 : Special Instruction DEF Quality/Tampering/Dosing Interruption

1761-1 Catalyst Tank Level : Low - most severe (3) DEF Tank Level Inducement

1761-17 Catalyst Tank Level : Low - least severe (1) DEF Tank Level Inducement

1761-18 Catalyst Tank Level : Low - moderate severity (2) DEF Tank Level Inducement

Engine Exhaust Gas Recirculation (EGR) Mass Flow NRS Inducement

2659-7
Rate : Not Responding Properly

Engine Exhaust Gas Recirculation (EGR) Valve Con- NRS Inducement

2791-5
trol : Current Below Normal
Engine Exhaust Gas Recirculation (EGR) Valve Con- NRS Inducement
2791-6
trol : Current Above Normal
Catalyst Tank Temperature : High - moderate se- DEF Quality/Tampering/Dosing Interruption
3031-16
verity (2)

3031-18 Catalyst Tank Temperature : Low - moderate severity DEF Quality/Tampering/Dosing Interruption

3216-5 Aftertreatment 1 Intake NOx : Current Below Normal DEF Quality/Tampering/Dosing Interruption

3216-6 Aftertreatment 1 Intake NOx : Current Above Normal DEF Quality/Tampering/Dosing Interruption

Aftertreatment #1 Intake NOx : Not Responding DEF Quality/Tampering/Dosing Interruption

3216-7
Properly

3216-11 Aftertreatment #1 Intake NOx : Other Failure Mode DEF Quality/Tampering/Dosing Interruption

3216-12 Aftertreatment #1 Intake NOx : Failure DEF Quality/Tampering/Dosing Interruption

Aftertreatment #1 Intake O2 : High - moderate se- DEF Quality/Tampering/Dosing Interruption

3217-16
verity (2)

(continued)

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(Table 202, contd)

3226-5 Aftertreatment 1 Outlet NOx : Current Below Normal DEF Quality/Tampering/Dosing Interruption

3226-6 Aftertreatment 1 Outlet NOx : Current Above Normal DEF Quality/Tampering/Dosing Interruption

Aftertreatment #1 Outlet NOx : Not Responding DEF Quality/Tampering/Dosing Interruption

3226-7
Properly

3226-11 Aftertreatment #1 Outlet NOx : Other Failure Mode DEF Quality/Tampering/Dosing Interruption

3226-12 Aftertreatment #1 Outlet NOx : Failure DEF Quality/Tampering/Dosing Interruption

Aftertreatment #1 Outlet O2 : High - moderate se- DEF Quality/Tampering/Dosing Interruption

3227-16
verity (2)

Aftertreatment #1 DPF Intake Gas Temperature : DEF Quality/Tampering/Dosing Interruption

3242-3
Voltage Above Normal

Aftertreatment #1 DPF Intake Gas Temperature : DEF Quality/Tampering/Dosing Interruption

3242-4
Voltage Below Normal

3360-3 Catalyst Tank Controller : Voltage Above Normal DEF Quality/Tampering/Dosing Interruption

3360-4 Catalyst Tank Controller : Voltage Below Normal DEF Quality/Tampering/Dosing Interruption

3361-5 Catalyst Dosing Unit : Current Below Normal DEF Quality/Tampering/Dosing Interruption

3361-6 Catalyst Dosing Unit : Current Above Normal DEF Quality/Tampering/Dosing Interruption

3361-7 Catalyst Dosing Unit : Not Responding Properly DEF Quality/Tampering/Dosing Interruption

3363-5 Catalyst Tank Heater : Current Below Normal DEF Quality/Tampering/Dosing Interruption

3363-6 Catalyst Tank Heater : Current Above Normal DEF Quality/Tampering/Dosing Interruption

Aftertreatment 1 Diesel Exhaust Fluid Concentration DEF Quality/Tampering/Dosing Interruption

3516-18
: Low - moderate severity (2)

Engine Intake Manifold #1 Absolute Pressure : Volt- DEF Quality/Tampering/Dosing Interruption

3563-3
age Above Normal

Engine Intake Manifold #1 Absolute Pressure : Volt- DEF Quality/Tampering/Dosing Interruption

3563-4
age Below Normal

Aftertreatment #1 SCR Dosing Reagent Absolute DEF Quality/Tampering/Dosing Interruption

4334-3
Pressure : Voltage Above Normal

Aftertreatment #1 SCR Dosing Reagent Absolute DEF Quality/Tampering/Dosing Interruption

4334-4
Pressure : Voltage Below Normal

Aftertreatment #1 SCR Dosing Reagent Absolute DEF Quality/Tampering/Dosing Interruption

4334-16
Pressure : High - moderate severity (2)

Aftertreatment #1 SCR Dosing Reagent Absolute DEF Quality/Tampering/Dosing Interruption

4334-18
Pressure : Low - moderate severity (2)

Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption

4354-5
er #1 : Current Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption
4354-6
er #1 : Current Above Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption
4355-5
er #2 : Current Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption
4355-6
er #2 : Current Above Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption
4356-5
er #3 : Current Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heat- DEF Quality/Tampering/Dosing Interruption
4356-6
er #3 : Current Above Normal

(continued)

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(Table 202, contd)

Aftertreatment #1 SCR Catalyst Intake Gas Temper- DEF Quality/Tampering/Dosing Interruption
4360-3
ature : Voltage Above Normal

Aftertreatment #1 SCR Catalyst Intake Gas Temper- DEF Quality/Tampering/Dosing Interruption

4360-4
ature : Voltage Below Normal

Aftertreatment #1 SCR Catalyst Intake Gas Temper- DEF Quality/Tampering/Dosing Interruption

4360-18
ature : Low - moderate severity (2)

Aftertreatment #1 SCR Catalyst Conversion Effi- DEF Quality/Tampering/Dosing Interruption

4364-2
ciency : Erratic, Intermittent, or Incorrect

Aftertreatment #1 SCR Catalyst Conversion Effi- DEF Quality/Tampering/Dosing Interruption

4364-18
ciency : Low - moderate severity (2)

Aftertreatment #1 Diesel Exhaust Fluid Pump Motor DEF Quality/Tampering/Dosing Interruption

4374-5
Speed : Current Below Normal

Aftertreatment #1 Diesel Exhaust Fluid Pump Motor DEF Quality/Tampering/Dosing Interruption

4374-6
Speed : Current Above Normal

Aftertreatment Diesel Exhaust Fluid Dosing Unit DEF Quality/Tampering/Dosing Interruption

5392-31
Loss of Prime

5588-14 Proprietary Network #2 : Special Instruction DEF Quality/Tampering/Dosing Interruption

Engine Exhaust NOx Level Sensor Power Supply: DEF Quality/Tampering/Dosing Interruption
5758-11
Other Failure Mode
Aftertreatment #1 Outlet #1 NOx Level Sensor DEF Quality/Tampering/Dosing Interruption
5759-11
Power Supply : Other Failure Mode

Aftertreatment #1 Diesel Exhaust Fluid Dosing Con- DEF Quality/Tampering/Dosing Interruption

5965-5
trol Unit Relay : Current Below Normal

Aftertreatment #1 Diesel Exhaust Fluid Dosing Con- DEF Quality/Tampering/Dosing Interruption

5965-6
trol Unit Relay : Current Above Normal

Service Override Mode

Service Override mode allows a technician to service
inducement-related faults on an engine while having
full engine operation and no derate effects. This
mode is initiated through the electronic service tool.
Service Override Mode can be entered as many
times as necessary and does not have a time limit.
Any active faults still appear in the electronic service
tool when an engine is in Service Override Mode.
Service Override mode pauses all inducement-
related timers that have been activated by triggering
faults. This pause prevents the system from
escalating to a higher inducement level.

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284 UENR4469
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Table 203
Troubleshooting Test Steps Values Results

1. Connect the Electronic Service Tool Service Induce- Result: The Service Inducement Override has been
ment Override activated.
A. Connect the electronic service tool.
Proceed to Test Step 2.
B. Activate the Service Inducement Override in the electronic serv-
ice tool.
Refer to Service Override Mode listed below for details pertaining
to the Service Override.

2. Check for Associated Codes Associated Result: The “Warranty Report” has been downloaded
Codes and associated codes are logged or active.
A. Download the “Warranty Report” from the engine ECM before
performing any troubleshooting or clearing diagnostic trouble Troubleshoot the associated codes. Refer to Trouble-
codes. shooting, “Diagnostic Trouble Codes” for the proper
procedure.

DEF Tank Level Inducement

DEF Tank Level Fault Occurrence
Two options are available but only one option will be
enabled.
Option 1
If the DEF level falls below 19%, an amber indicator
will illuminate below the DEF level gauge on the
panel. To avoid further inducements, add DEF to the
DEF tank.
If the DEF level falls below 14%, the Emissions
System Malfunction lamp will illuminate. The amber
indicator next to the DEF level gauge on the panel will
continue to remain lit.
If the DEF level is below 8%, the Emissions System
Malfunction lamp will flash. The amber indicator
below the DEF level gauge on the panel will remain
lit. The engine may be derated by 25% torque.
When the DEF tank is empty, the following indications
will be present:
• The Emissions System Malfunction lamp will flash

• The Shutdown lamp will be on

• The engine will be restricted to low idle or will be
shut down
• The amber indicator below the DEF level gauge on
the panel will be lit.

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Illustration 98 g03731110

Option 2 • The Emissions System Malfunction lamp will flash

If the DEF level falls below 19%, an amber indicator • The Shutdown lamp will be on
will illuminate below the DEF level gauge on the
panel. To avoid further inducements, add DEF to the • The amber indicator below the DEF level gauge on
DEF tank. the panel will be lit.
If the DEF level falls below 14%, the Emissions
System Malfunction lamp will illuminate. The amber
indicator next to the DEF level gauge on the panel will
continue to remain lit.
If the DEF level is below 8%, the Emissions System
Malfunction lamp will flash. The amber indicator
below the DEF level gauge on the panel will remain
lit.
When the DEF level has reached 3.5%, the following
indications will be present:

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Illustration 99 g03731112

Tampering/Dosing Interruption If a fault condition exists for the entire duration of

inducement level 2, the strategy advances to
The Emissions System Malfunction lamp will inducement level 3. The Emissions System
illuminate for a fault resulting from SCR system Malfunction lamp will flash and the Shutdown lamp
tampering or an SCR system fault. If the fault is the will be on. The engine will be restricted to low idle or
result of system tampering, a first occurrence will will be shut down. After the final inducement, the
result in a level 1 inducement for a duration of 2.5 keyswitch can be cycled once which will allow 20
hours. Repeat occurrences will result in a level 1 minutes of engine run time with full torque. After 20
inducement duration of 5 minutes. minutes, the engine will allow idle only or will be shut
down until the fault has been resolved. The override
If a fault condition exists for the entire duration of can only be used once.
inducement level 1, the strategy advances to
inducement level 2. For a fault resulting from SCR The system must be fault-free for 40 hours before the
system tampering or an SCR system fault, the system resets to zero. If the fault is intermittent and
Emissions System Malfunction lamp will flash. returns within 40 hours, the repeat inducement
timings will be triggered.
The duration for a level 2 inducement is always 70
minutes for the first occurrence. Repeat occurrences
will result in a level 2 inducement duration of 5
minutes.

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Timeline For First Fault Occurrence

Illustration 100 g03432365

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Symptom Troubleshooting

Timeline For Second Fault Occurrence

Illustration 101 g03432367

NRS Inducement If a fault condition exists for the entire duration of

inducement level 2, the strategy advances to
The Emissions System Malfunction lamp will inducement level 3. The Emissions System
illuminate for a fault resulting from an impeded NOx Malfunction lamp will flash and the Shutdown lamp
Reduction System (NRS). A first occurrence will will be on. The engine will be restricted to low idle or
result in a level 1 inducement for a duration of 35 will be shut down. After the final inducement, the
hours. Repeat occurrences will result in a level 1 keyswitch can be cycled once which will allow 20
inducement duration of 48 minutes. minutes of engine run time with full torque. After 20
minutes, the engine will allow idle only or will be shut
If a fault condition exists for the entire duration of down until the fault has been resolved. The override
inducement level 1, the strategy advances to can only be used once.
inducement level 2. The Emissions System
Malfunction lamp will flash for a fault resulting from an The system must be fault-free for 40 hours before the
impeded NRS. The duration for a level 2 inducement system resets to zero. If the fault is intermittent and
is always 60 minutes for the first occurrence. Repeat returns within 40 hours, the repeat inducement
occurrences will result in a level 2 inducement timings will be triggered.
duration of 60 minutes.

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UENR4469 289
Symptom Troubleshooting

Timeline For First Fault Occurrence

Illustration 102 g03432368

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290 UENR4469
Symptom Troubleshooting

Timeline For Second Fault Occurrence

Illustration 103 g03432369

i05870283

Valve Lash Is Excessive

Probable Causes
• Lubrication
• Valve train components

Recommended Actions
Note: The procedures have been listed in order of
probability. Complete the procedures in order.

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UENR4469 291
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Table 204
Troubleshooting Test Steps Values Results

1. Lubrication Lubrication Result: The oil flow to the valve mechanism is insufficient.

A. Remove the valve mechanism cover. Refer to Disassembly Make sure that the passages for the engine oil are clear.
and Assembly, “Valve Mechanism Cover - Remove and In-
stall” for the correct procedure. Result: The oil flow to the valve mechanism is OK.

B. Crank the engine and check the lubrication in the valve Proceed to Test Step 2.
compartment. Ensure that there is adequate engine oil flow in
the valve compartment. The passages for the engine oil must
be clean.

Note: Do not run the engine with the valve mechanism cover
removed.

2. Valve Train Components Valve train Result: A valve train component is worn, bent, or not clean.
components
A. Inspect the following components of the valve train for ab- Repair or replace the component. Refer to Disassembly and
normal or excessive wear, straightness, and cleanliness: Assembly.

· Rocker arms Note: If the camshaft is replaced, new valve lifters must also
· Valve bridges be installed.
· Pushrods
· Hydraulic lifters Result: All the valve train components are OK.
· Camshaft
· Valve stems Contact Perkins Global Technical Support.
· Rocker shafts

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292 UENR4469
Troubleshooting with a Diagnostic Code

Troubleshooting with a
Diagnostic Code

i05871617

Diagnostic Trouble Codes

The following table lists all the J1939 diagnostic

trouble codes for the engine. The table includes a
description for each code and the recommended
troubleshooting procedure that must be performed.
Table 205

J1939 Code Description Refer to Procedure

Engine Exhaust Gas Recirculation Valve Position Sensor : Volt-
27-3 Valve Position - Test
age Above Normal

Engine Exhaust Gas Recirculation Valve Position Sensor : Volt-

27-4 Valve Position - Test
age Below Normal

29-2 Accelerator Pedal Position 2 : Erratic, Intermittent, or Incorrect Switch Circuits - Test

Accelerator Pedal Position 2 : Voltage Above Normal(Engines

29-3 Speed Control (Analog) - Test
equipped with an analog throttle)

Accelerator Pedal Position 2 : Voltage Above Normal(Engines

29-3 Speed Control (PWM) - Test
equipped with a digital throttle)

Accelerator Pedal Position 2 : Voltage Below Normal(Engines

29-4 Speed Control (Analog) - Test
equipped with an analog throttle)

Accelerator Pedal Position 2 : Voltage Below Normal(Engines

29-4 Speed Control (PWM) - Test
equipped with a digital throttle)

Accelerator Pedal Position 2 : Abnormal Frequency, Pulse

29-8 Speed Control (PWM) - Test
Width or Period

91-2 Accelerator Pedal Position 1 : Erratic, Intermittent, or Incorrect Switch Circuits - Test

Accelerator Pedal Position 1 : Voltage Above Normal(Engines

91-3 Speed Control (Analog) - Test
equipped with an analog throttle)

Accelerator Pedal Position 1 : Voltage Above Normal(Engines

91-3 Speed Control (PWM) - Test
equipped with a digital throttle)

Accelerator Pedal Position 1 : Voltage Below Normal(Engines

91-4 Speed Control (Analog) - Test
equipped with an analog throttle)

Accelerator Pedal Position 1 : Voltage Below Normal(Engines

91-4 Speed Control (PWM) - Test
equipped with a digital throttle)

Accelerator Pedal Position 1 : Abnormal Frequency, Pulse

91-8 Speed Control (PWM) - Test
Width or Period

97-15 Water In Fuel Indicator : High - least severe (1) Fuel Contains Water

97-16 Water In Fuel Indicator : High - moderate severity (2) Fuel Contains Water

98-1 Engine Oil Level : Low - most severe (3) Oil Level Is Low

98-18 Engine Oil Level : Low - moderate severity (2) Oil Level Is Low

100-1 Engine Oil Pressure : Low - most severe (3) Oil Pressure Is Low

(continued)

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Troubleshooting with a Diagnostic Code

(Table 205, contd)

J1939 Code Description Refer to Procedure
100-3 Engine Oil Pressure : Voltage Above Normal Sensor Signal (Analog Active) - Test

100-4 Engine Oil Pressure : Voltage Below Normal Sensor Signal (Analog Active) - Test

100-17 Engine Oil Pressure : Low - least severe (1) Oil Pressure Is Low

100-18 Engine Oil Pressure : Low - moderate severity (2) Oil Pressure Is Low

Engine Intake Manifold #1 Pressure : High - moderate severity

102-16 Intake Manifold Air Pressure Is High
(2)

Engine Intake Manifold #1 Pressure : Low - moderate severity

102-18 Intake Manifold Air Pressure Is Low
(2)

105-0 Engine Intake Manifold #1 Temperature : High - most severe (3) Intake Manifold Air Temperature Is High

105-3 Engine Intake Manifold #1 Temperature : Voltage Above Normal Sensor Signal (Analog Passive) - Test

105-4 Engine Intake Manifold #1 Temperature : Voltage Below Normal Sensor Signal (Analog Passive) - Test

105-15 Engine Intake Manifold #1 Temperature : High - least severe (1) Intake Manifold Air Temperature Is High

Engine Intake Manifold #1 Temperature : High - moderate se-

105-16 Intake Manifold Air Temperature Is High
verity (2)

107-15 Engine Air Filter 1 Differential Pressure : High - least severe (1) Inlet Air Is Restricted

108-3 Barometric Pressure : Voltage Above Normal Sensor Signal (Analog Active) - Test

108-4 Barometric Pressure : Voltage Below Normal Sensor Signal (Analog Active) - Test

110-0 Engine Coolant Temperature : High - most severe (3) Coolant Temperature Is High

110-3 Engine Coolant Temperature : Voltage Above Normal Sensor Signal (Analog Passive) - Test

110-4 Engine Coolant Temperature : Voltage Below Normal Sensor Signal (Analog Passive) - Test

110-15 Engine Coolant Temperature : High - least severe (1) Coolant Temperature Is High

110-16 Engine Coolant Temperature : High - moderate severity (2) Coolant Temperature Is High

111-1 Engine Coolant Level : Low - most severe (3) Coolant Level Is Low

111-18 Engine Coolant Level : Low - moderate severity (2) Coolant Level Is Low

Engine Injector Metering Rail #1 Pressure : Voltage Above

157-3 Sensor Signal (Analog Active) - Test
Normal
Engine Injector Metering Rail #1 Pressure : Voltage Below
157-4 Sensor Signal (Analog Active) - Test
Normal
Engine Injector Metering Rail #1 Pressure : High - moderate se-
157-16 Fuel Rail Pressure Problem
verity (2)

Engine Injector Metering Rail #1 Pressure : Low - moderate se-

157-18 Fuel Rail Pressure Problem
verity (2)

168-3 Battery Potential / Power Input 1 : Voltage Above Normal Electrical Power Supply - Test

168-4 Battery Potential / Power Input 1 : Voltage Below Normal Electrical Power Supply - Test

172-3 Engine Air Inlet Temperature : Voltage Above Normal Sensor Signal (Analog Passive) - Test

172-4 Engine Air Inlet Temperature : Voltage Below Normal Sensor Signal (Analog Passive) - Test

174-3 Engine Fuel Temperature 1 : Voltage Above Normal Sensor Signal (Analog Passive) - Test

174-4 Engine Fuel Temperature 1 : Voltage Below Normal Sensor Signal (Analog Passive) - Test

174-16 Engine Fuel Temperature 1 : High - moderate severity (2) Fuel Temperature Is High

(continued)

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J1939 Code Description Refer to Procedure
190-0 Engine Speed : High - most severe (3) Engine Overspeeds

190-8 Engine Speed : Abnormal Frequency, Pulse Width or Period Speed/Timing - Test

190-15 Engine Speed : High - least severe (1) Engine Overspeeds

Engine Exhaust Gas Recirculation Differential Pressure Sensor

411-3 Sensor Signal (Analog Active) - Test
: Voltage Above Normal

Engine Exhaust Gas Recirculation Differential Pressure Sensor

411-4 Sensor Signal (Analog Active) - Test
: Voltage Below Normal

Engine Exhaust Gas Recirculation Differential Pressure Sensor

411-13 Sensor Calibration Required - Test
: Calibration Required

Engine Exhaust Gas Recirculation Temperature : Voltage

412-3 Sensor Signal (Analog Passive) - Test
Above Normal
Engine Exhaust Gas Recirculation Temperature : Voltage Below
412-4 Sensor Signal (Analog Passive) - Test
Normal
Engine Exhaust Gas Recirculation Temperature : High - least
412-15 NRS Exhaust Gas Temperature Is High
severe (1)

Engine Exhaust Gas Recirculation Temperature : High - moder-

412-16 NRS Exhaust Gas Temperature Is High
ate severity (2)

Accelerator Pedal 1 Low Idle Switch : Erratic, Intermittent or

558-2 Idle Validation - Test
Incorrect

626-5 Engine Start Enable Device 1 : Current Below Normal Ether Starting Aid - Test

626-6 Engine Start Enable Device 1 : Current Above Normal Ether Starting Aid - Test

630-2 Calibration Memory : Erratic, Intermittent or Incorrect Flash Programming

631-2 Calibration Module : Erratic, Intermittent or Incorrect ECM Memory - Test

637-11 Engine Timing Sensor : Other Failure Mode Speed/Timing - Test

639-9 J1939 Network #1: Abnormal Update Rate CAN Data Link - Test

639-14 J1939 Network #1: Special Instruction Data Link Configuration Status - Test

Engine Exhaust Back Pressure Regulator Control Command :

649-5 Motorized Valve - Test
Current Below Normal
Engine Exhaust Back Pressure Regulator Control Command :
649-6 Motorized Valve - Test
Current Above Normal
Engine Exhaust Back Pressure Regulator Control Command :
649-7 Motorized Valve - Test
Not Responding Properly

651-2 Engine Injector Cylinder #01 : Data Incorrect Injector Data Incorrect- Test

651-5 Engine Injector Cylinder #01 : Current Below Normal Injector Solenoid - Test

651-6 Engine Injector Cylinder #01 : Current Above Normal Injector Solenoid - Test

652-2 Engine Injector Cylinder #02 : Data Incorrect Injector Data Incorrect- Test

652-5 Engine Injector Cylinder #02 : Current Below Normal Injector Solenoid - Test

652-6 Engine Injector Cylinder #02 : Current Above Normal Injector Solenoid - Test

653-2 Engine Injector Cylinder #03 : Data Incorrect Injector Data Incorrect- Test

653-5 Engine Injector Cylinder #03 : Current Below Normal Injector Solenoid - Test

653-6 Engine Injector Cylinder #03 : Current Above Normal Injector Solenoid - Test

(continued)

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UENR4469 295
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(Table 205, contd)

J1939 Code Description Refer to Procedure
654-2 Engine Injector Cylinder #04 : Data Incorrect Injector Data Incorrect- Test

654-5 Engine Injector Cylinder #04 : Current Below Normal Injector Solenoid - Test

654-6 Engine Injector Cylinder #04 : Current Above Normal Injector Solenoid - Test

676-5 Engine Glow Plug Relay : Current Below Normal Glow Plug Starting Aid - Test

676-6 Engine Glow Plug Relay : Current Above Normal Glow Plug Starting Aid - Test

678-3 ECU 8 Volts DC Supply : Voltage Above Normal Sensor Supply - Test

678-4 ECU 8 Volts DC Supply : Voltage Below Normal Sensor Supply - Test

Engine Speed Sensor #2 : Abnormal Frequency, Pulse Width or

723-8 Speed/Timing - Test
Period
Engine Electric Lift Pump for Engine Fuel Supply : Current Be-
1075-5 Relay - Test
low Normal
Engine Electric Lift Pump for Engine Fuel Supply : Current
1075-6 Relay - Test
Above Normal
Engine Fuel Injection Pump Fuel Control Valve : Current Below
1076-5 Solenoid Valve - Test
Normal
Engine Fuel Injection Pump Fuel Control Valve : Current Above
1076-6 Solenoid Valve - Test
Normal
Engine Turbocharger 1 Wastegate Drive : Abnormal Frequency,
1188-5 Solenoid Valve - Test
Pulse Width, or Period

Engine Turbocharger 1 Wastegate Drive : Current Above

1188-6 Solenoid Valve - Test
Normal

1235-9 J1939 Network #3: Abnormal Update Rate CAN Data Link - Test

1235-14 J1939 Network #3: Special Instruction Data Link Configuration Status - Test

1239-0 Engine Fuel Leakage 1: High - most severe (3) Fuel Rail Pressure Problem

1761-1 Catalyst Tank Level : Low - most severe (3) DEF Tank Level Is Low

1761-12 Catalyst Tank Level : Failure DEF Tank Sensor - Test

1761-17 Catalyst Tank Level : Low - least severe (1) DEF Tank Level Is Low

1761-18 Catalyst Tank Level : Low - moderate severity (2) DEF Tank Level Is Low

Engine Exhaust Gas Recirculation (EGR) Mass Flow Rate : Not

2659-7 NRS Mass Flow Rate Problem
Responding

Engine Exhaust Gas Recirculation (EGR) Valve Control : Cur-

2791-5 Motorized Valve - Test
rent Below Normal
Engine Exhaust Gas Recirculation (EGR) Valve Control : Cur-
2791-6 Motorized Valve - Test
rent Above Normal
Engine Exhaust Gas Recirculation (EGR) Valve Control : Not
2791-7 Motorized Valve - Test
Responding Properly

Engine Alternate Rating Select : Erratic, Intermittent, or

2882-2 Mode Selection - Test
Incorrect
Accelerator Pedal 2 Low Idle Switch : Erratic, Intermittent, or
2970-2 Idle Validation - Test
Incorrect

3031-12 Catalyst Tank Temperature : Failure DEF Tank Sensor - Test

3031-16 Catalyst Tank Temperature : High - moderate severity (2) DEF Tank Temperature Is High

3031-18 Catalyst Tank Temperature : Low - moderate severity (2) DEF Tank Temperature Is Low

(continued)

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296 UENR4469
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(Table 205, contd)

J1939 Code Description Refer to Procedure
3216-5 Aftertreatment #1 Intake NOx : Current Below Normal Electrical Power Supply - Test

3216-6 Aftertreatment #1 Intake NOx : Current Above Normal Electrical Power Supply - Test

3216-7 Aftertreatment #1 Intake NOx : Not Responding Properly NOx Sensor - Test

3216-11 Aftertreatment #1 Intake NOx : Other Failure Mode Sensor (Data Link Type) - Test

3216-12 Aftertreatment #1 Intake NOx : Failure Sensor (Data Link Type) - Test

3217-16 Aftertreatment #1 Intake O2 : High - moderate severity (2) Clean Emissions Module Has High Oxygen Level

3226-5 Aftertreatment #1 Outlet NOx : Current Below Normal Electrical Power Supply - Test

3226-6 Aftertreatment #1 Outlet NOx : Current Above Normal Electrical Power Supply - Test

3226-7 Aftertreatment #1 Outlet NOx : Not Responding Properly NOx Sensor - Test

3226-11 Aftertreatment #1 Outlet NOx : Other Failure Mode Sensor (Data Link Type) - Test

3226-12 Aftertreatment #1 Outlet NOx : Failure Sensor (Data Link Type) - Test

3227-16 Aftertreatment #1 Outlet O2 : High - moderate severity (2) Clean Emissions Module Has High Oxygen Level

Aftertreatment #1 DPF Intake Gas Temperature : Voltage Above

3242-3 Sensor Signal (Analog Active) - Test
Normal
Aftertreatment #1 DPF Intake Gas Temperature : Voltage Below
3242-4 Sensor Signal (Analog Active) - Test
Normal
Aftertreatment #1 DPF Intake Gas Temperature : Low - least se-
3242-17 Diesel Particulate Filter Temperature Is Low
vere (1)

Aftertreatment #1 DPF Intake Gas Temperature : Low - moder-

3242-18 Diesel Particulate Filter Temperature Is Low
ate severity (2)

Engine Exhaust Gas Recirculation Inlet Pressure : Voltage

3358-3 Sensor Signal (Analog Active) - Test
Above Normal
Engine Exhaust Gas Recirculation Inlet Pressure : Voltage Be-
3358-4 Sensor Signal (Analog Active) - Test
low Normal
Engine Exhaust Gas Recirculation Inlet Pressure : Calibration
3358-13 Sensor Calibration Required - Test
Required

3360-3 Catalyst Tank Controller : Voltage Above Normal DEF Control Module Power - Test

3360-4 Catalyst Tank Controller : Voltage Below Normal DEF Control Module Power - Test

3360-9 Catalyst Tank Controller : Abnormal Update Rate Sensor (Data Link Type) - Test

3360-14 Catalyst Tank Controller : Special Instruction Sensor (Data Link Type) - Test

3361-5 Catalyst Dosing Unit : Current Below Normal Solenoid Valve - Test

3361-6 Catalyst Dosing Unit : Current Above Normal Solenoid Valve - Test

3361-7 Catalyst Dosing Unit : Not Responding Properly DEF Module Does Not Respond

3363-5 Catalyst Tank Heater : Current Below Normal Solenoid Valve - Test

3363-6 Catalyst Tank Heater : Current Above Normal Solenoid Valve - Test

3509-3 Sensor Supply Voltage 1 : Voltage Above Normal Sensor Supply - Test

3509-4 Sensor Supply Voltage 1 : Voltage Below Normal Sensor Supply - Test

3510-3 Sensor Supply Voltage 2 : Voltage Above Normal Sensor Supply - Test

3510-4 Sensor Supply Voltage 2 : Voltage Below Normal Sensor Supply - Test

3511-3 Sensor Supply Voltage 3 : Voltage Above Normal DEF Pump Sensor Supply - Test

(continued)

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UENR4469 297
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(Table 205, contd)

J1939 Code Description Refer to Procedure
3511-4 Sensor Supply Voltage 3 : Voltage Below Normal DEF Pump Sensor Supply - Test

3512-3 Sensor Supply Voltage 4 : Voltage Above Normal Speed/Timing - Test

3512-4 Sensor Supply Voltage 4 : Voltage Below Normal Speed/Timing - Test

3516-12 Catalyst Reagent Concentration : Failure DEF Concentration Is Incorrect

3516-16 Catalyst Reagent Concentration : High - moderate severity (2) DEF Concentration Is Incorrect

3516-18 Catalyst Reagent Concentration : Low - moderate severity (2) DEF Concentration Is Incorrect

Engine Intake Manifold #1 Absolute Pressure : Voltage Above

3563-3 Sensor Signal (Analog Active) - Test
Normal
Engine Intake Manifold #1 Absolute Pressure : Voltage Below
3563-4 Sensor Signal (Analog Active) - Test
Normal
Engine Intake Manifold #1 Absolute Pressure : Out of
3563-13 Sensor Calibration Required - Test
Calibration

3719-0 Particulate Trap #1 Soot Load Percent : High - most severe (3) Diesel Particulate Filter Collects Excessive Soot

Particulate Trap #1 Soot Load Percent : High - moderate se-

3719-16 Diesel Particulate Filter Collects Excessive Soot
verity (2)

Aftertreatment #1 SCR Dosing Reagent Absolute Pressure :

4334-3 DEF Pump Pressure Sensor- Test
Voltage Above Normal

Aftertreatment #1 SCR Dosing Reagent Absolute Pressure :

4334-4 DEF Pump Pressure Sensor- Test
Voltage Below Normal

Aftertreatment #1 SCR Dosing Reagent Absolute Pressure :

4334-16 DEF Pressure Is High
High - moderate severity (2)

Aftertreatment #1 SCR Dosing Reagent Absolute Pressure :

4334-18 DEF Pressure Is Low
Low - moderate severity (2)

Aftertreatment #1 SCR Catalyst Reagent Line Heater #1 : Cur-

4354-5 DEF Line Heater - Test
rent Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heater #1 : Cur-
4354-6 DEF Line Heater - Test
rent Above Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heater #2 : Cur-
4355-5 DEF Line Heater - Test
rent Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heater #2 : Cur-
4355-6 DEF Line Heater - Test
rent Above Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heater #3 : Cur-
4356-5 DEF Line Heater - Test
rent Below Normal
Aftertreatment #1 SCR Catalyst Reagent Line Heater #3 : Cur-
4356-6 DEF Line Heater - Test
rent Above Normal
Aftertreatment #1 SCR Catalyst Intake Gas Temperature : Volt-
4360-3 Sensor Signal (Analog Active) - Test
age Above Normal

Aftertreatment #1 SCR Catalyst Intake Gas Temperature : Volt-

4360-4 Sensor Signal (Analog Active) - Test
age Below Normal

Aftertreatment #1 SCR Catalyst Intake Gas Temperature : High

4360-16 SCR Catalyst Has Incorrect Inlet Temperature
- moderate severity (2)

Aftertreatment #1 SCR Catalyst Intake Gas Temperature : Low -

4360-17 SCR Catalyst Has Incorrect Inlet Temperature
least severe (1)

Aftertreatment #1 SCR Catalyst Intake Gas Temperature : Low -

4360-18 SCR Catalyst Has Incorrect Inlet Temperature
moderate severity (2)

(continued)

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298 UENR4469
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(Table 205, contd)

J1939 Code Description Refer to Procedure
Aftertreatment #1 SCR Catalyst Intake Gas Temperature : Data
4360-20 Sensor Signal (Analog Active) - Test
Drifted High

Aftertreatment #1 SCR Catalyst Conversion Efficiency : Erratic,

4364-2 NOx Sensor - Test
Intermittent, or Incorrect

Aftertreatment #1 SCR Catalyst Conversion Efficiency : Low -

4364-18 NOx Conversion Is Low
moderate severity (2)

Aftertreatment #1 Diesel Exhaust Fluid Pump Motor Speed :

4374-5 DEF Pump - Test
Current Below Normal
Aftertreatment #1 Diesel Exhaust Fluid Pump Motor Speed :
4374-6 DEF Pump - Test
Current Above Normal
4377-12 Aftertreatment #1 Outlet NH3 Sensor : Failure NOx Sensor - Test
Aftertreatment #1 Outlet NH3 Sensor Power Supply : Erratic, In-
4380-2 NOx Sensor - Test
termittent, or Incorrect

Aftertreatment #1 Diesel Oxidation Catalyst Intake Gas Temper-

4765-3 Sensor Signal (Analog Active) - Test
ature : Voltage Above Normal

Aftertreatment #1 Diesel Oxidation Catalyst Intake Gas Temper-

4765-4 Sensor Signal (Analog Active) - Test
ature : Voltage Below Normal

Aftertreatment #1 Diesel Oxidation Catalyst Intake Gas Temper-

4765-17 Diesel Oxidation Catalyst Has Incorrect Inlet Temperature
ature : Low - least severe (1)

4783-3 DPF #1 Mean Soot Signal : Voltage Above Normal Soot Sensor - Test

4783-4 DPF #1 Mean Soot Signal : Voltage Below Normal Soot Sensor - Test

4783-12 DPF #1 Mean Soot Signal : Failure Soot Sensor - Test

4783-21 DPF #1 Mean Soot Signal : Data Drifted Low Soot Sensor - Test

Aftertreatment SCR Operator Inducement Severity : High - most

5246-0 SCR Warning System Problem
severe (3)

Aftertreatment SCR Operator Inducement Severity : High - least

5246-15 SCR Warning System Problem
severe (1)

Aftertreatment SCR Operator Inducement Severity : High - mod-

5246-16 SCR Warning System Problem
erate severity (2)

Aftertreatment #1 DOC Conversion Efficiency ; Low - least se-

5298-17 Diesel Oxidation Catalyst Has Low Conversion Efficiency
vere (1)

5392-31 Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime DEF Pressure Is Low

High Pressure Common Rail Fuel Pressure Relief Valve : High -

5571-0 Fuel Rail Pressure Problem
most severe (3)

Aftertreatment #1 Identification Number Module : Erratic, Inter-

5576-2 Diesel Particulate Filter Identification Signal - Test
mittent, or Incorrect

Aftertreatment #1 Identification Number Module : Abnormal Fre-

5576-8 Diesel Particulate Filter Identification Signal - Test
quency, Pulse Width, or Period

Aftertreatment #1 Identification Number Module : Special

5576-14 Data Link Configuration Status - Test
Instruction

5588-14 Proprietary Network #2 : Special Instruction Data Link Configuration Status - Test

Engine Exhaust Back Pressure Regulator Position : Voltage

5625-3 Valve Position - Test
Above Normal
Engine Exhaust Back Pressure Regulator Position : Voltage Be-
5625-4 Valve Position - Test
low Normal

(continued)

This document was printed from SPI2. NOT FOR RESALE

UENR4469 299
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(Table 205, contd)

J1939 Code Description Refer to Procedure
DPF Active Regeneration Inhibited Due to Low Exhaust Gas
5629-31 Diesel Particulate Filter Collects Excessive Soot
Pressure
Aftertreatment #1 Diesel Exhaust Fluid Pump Heater : Current
5706-5 DEF Pump - Test
Below Normal
Aftertreatment #1 Diesel Exhaust Fluid Pump Heater : Current
5706-6 DEF Pump - Test
Above Normal
Engine Exhaust NOx Level Sensor Power Supply : Other Fail-
5758-11 Electrical Power Supply - Test
ure Mode
Aftertreatment #1 Outlet #1 NOx Level Sensor Power Supply :
5759-11 Electrical Power Supply - Test
Other Failure Mode
Aftertreatment #1 DEF Control Module Relay Control : Current
5965-5 DEF Control Module Power - Test
Below Normal
Aftertreatment #1 DEF Control Module Relay Control : Current
5965-6 DEF Control Module Power - Test
Above Normal
Aftertreatment #1 DEF Control Module Power Supply : Current
5966-5 DEF Control Module Power - Test
Below Normal
Aftertreatment #1 DEF Control Module Power Supply : Current
5966-6 DEF Control Module Power - Test
Above Normal
Aftertreatment #1 Diesel Exhaust Fluid Dosing Control Unit :
6309-5 DEF Control Module Power - Test
Current Below Normal
Aftertreatment #1 Diesel Exhaust Fluid Dosing Control Unit :
6309-6 DEF Control Module Power - Test
Current Above Normal
Aftertreatment Ambient Air Temperature Sensor : Voltage
7441-3 Sensor Signal (Analog Passive) - Test
Above Normal
Aftertreatment Ambient Air Temperature Sensor : Voltage Below
7441-4 Sensor Signal (Analog Passive) - Test
Normal

This document was printed from SPI2. NOT FOR RESALE

300 UENR4469
Troubleshooting with a Diagnostic Code

i05873108

Diagnostic Code Cross Reference

This document was printed from SPI2. NOT FOR RESALE

UENR4469 301
Troubleshooting with a Diagnostic Code

Table 206

PDL Code Code Description J1939 Code

N/A No Diagnostic Code Detected N/A

1-2 Cylinder #1 Injector erratic, intermittent or incorrect 651-2

1-5 Cylinder #1 Injector current below normal 651-5

1-6 Cylinder #1 Injector current above normal 651-6

2-2 Cylinder #2 Injector erratic, intermittent or incorrect 652-2

2-5 Cylinder #2 Injector current below normal 652-5

2-6 Cylinder #2 Injector current above normal 652-6

3-2 Cylinder #3 Injector erratic, intermittent or incorrect 653-2

3-5 Cylinder #3 Injector current below normal 653-5

3-6 Cylinder #3 Injector current above normal 653-6

4-2 Cylinder #4 Injector erratic, intermittent or incorrect 654-2

4-5 Cylinder #4 Injector current below normal 654-5

4-6 Cylinder #4 Injector current above normal 654-6

18-5 Fuel Control Valve current below normal 1076-5

18-6 Fuel Control Valve current below normal 1076-6

41-3 8 Volt DC Supply voltage above normal 678-3

41-4 8 Volt DC Supply voltage below normal 678-4

91-2 Throttle Position Sensor erratic, intermittent, or incorrect 91-2

91-3 Throttle Position Sensor voltage above normal 91-3

91-4 Throttle Position Sensor voltage below normal 91-4

91-8 Throttle Position Sensor abnormal frequency, pulse width, or period 91-8

100-3 Engine Oil Pressure Sensor voltage above normal 100-3

100-4 Engine Oil Pressure Sensor voltage below normal 100-4

110-3 Engine Coolant Temperature Sensor voltage above normal 110-3

110-4 Engine Coolant Temperature Sensor voltage below normal 110-4

168-3 Electrical System Voltage voltage above normal 168-3

168-4 Electrical System Voltage voltage Below normal 168-4

172-3 Intake Manifold Air Temperature Sensor voltage above normal 105-3

172-4 Intake Manifold Air Temperature Sensor voltage below normal 105-4

174-3 Fuel Temperature Sensor voltage above normal 174-3

174-4 Fuel Temperature Sensor voltage below normal 174-4

190-8 Engine Speed Sensor abnormal frequency, pulse width, or period 190-8

247-9 SAE J1939 Data Link abnormal update rate 639-9

247-14 SAE J1939 Data Link special instruction 639-14

253-2 Personality Module erratic, intermittent, or incorrect 631-2

261-11 Engine Timing Offset fault 637-11

(continued)

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302 UENR4469
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(Table 206, contd)

PDL Code Code Description J1939 Code
262-3 5 Volt Sensor DC Power Supply voltage above normal 3509-3

262-4 5 Volt Sensor DC Power Supply voltage below normal 3509-4

268-2 Programmed Parameter Fault erratic, intermittent, or incorrect 630-2

274-3 Atmospheric Pressure Sensor voltage above normal 108-3

274-4 Atmospheric Pressure Sensor voltage below normal 108-4

342-8 Secondary Engine Speed Sensor abnormal frequency, pulse width, or period 723-8

526-5 Turbo Wastegate Drive current below normal 1188-5

526-6 Turbo Wastegate Drive current above normal 1188-6

774-2 Secondary Throttle Position Sensor erratic, intermittent, or incorrect 29-2

774-3 Secondary Throttle Position Sensor voltage above normal 29-3

774-4 Secondary Throttle Position Sensor voltage below normal 29-4

774-8 Secondary Throttle Position Sensor abnormal frequency, pulse width, or period 29-8

893-5 Aftertreatment #1 Diesel Exhaust Fluid Pump Motor Speed current below normal 4374-5

893-6 Aftertreatment #1 Diesel Exhaust Fluid Pump Motor Speed current above normal 4374-6

1132-14 Proprietary Network #2 special instruction 5588-14

1634-2 Idle Validation Switch #1 erratic, intermittent or incorrect 558-2

1635-2 Idle Validation Switch #2 erratic, intermittent or incorrect 2970-2

1743-2 Engine Operation Mode Selector Switch erratic, intermittent, or incorrect 2882-2

1785-3 Intake Manifold Pressure Sensor voltage above normal 3563-3

1785-4 Intake Manifold Pressure Sensor voltage below normal 3563-4

1785-13 Intake Manifold Pressure Sensor out of calibration 3563-13

1797-3 Fuel Rail Pressure Sensor voltage above normal 157-3

1797-4 Fuel Rail Pressure Sensor voltage below normal 157-4

2131-3 5 Volt Sensor DC Power Supply #2 voltage above normal 3510-3

2131-4 5 Volt Sensor DC Power Supply #2 voltage below normal 3510-4

2246-5 Glow Plug Start Aid Relay current below normal 676-5

2246-6 Glow Plug Start Aid Relay current above normal 676-6

2417-5 Ether Injection Control Solenoid current below normal 626-5

2417-6 Ether Injection Control Solenoid current above normal 626-6

2452-3 DPF #1 Intake Temperature Sensor voltage above normal 3242-3

2452-4 DPF #1 Intake Temperature Sensor voltage below normal 3242-4

2526-3 Air Inlet Temperature Sensor voltage above normal 172-3

2526-4 Air Inlet Temperature Sensor voltage below normal 172-4

3002-5 Engine Exhaust NOx Level Sensor current below normal 3216-5

3002-6 Engine Exhaust NOx Level Sensor current above normal 3216-6

3002-11 Engine Exhaust NOx Level Sensor other failure mode 3216-11

(continued)

This document was printed from SPI2. NOT FOR RESALE

UENR4469 303
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(Table 206, contd)

PDL Code Code Description J1939 Code
3002-12 Engine Exhaust NOx Level Sensor failure 3216-12

3090-3 Aftertreatment #1 SCR Dosing Reagent Pressure Sensor voltage above normal 4334-3

3090-4 Aftertreatment #1 SCR Dosing Reagent Pressure Sensor voltage below normal 4334-4

3100-12 Aftertreatment #1 DEF Tank Fluid Quality Sensor : Failure 3516-12

3105-3 Aftertreatment #1 SCR Catalyst Intake Gas Temperature Sensor voltage above normal 4360-3

3105-4 Aftertreatment #1 SCR Catalyst Intake Gas Temperature Sensor voltage below normal 4360-4

3105-20 Aftertreatment #1 SCR Catalyst Intake Gas Temperature Sensor data drifted high 4360-20

3110-5 Aftertreatment #1 SCR Catalyst Reagent Line Heater #1 current below normal 4354-5

3110-6 Aftertreatment #1 SCR Catalyst Reagent Line Heater #1 current above normal 4354-6

3111-5 Aftertreatment #1 SCR Catalyst Reagent Line Heater #2 current below normal 4355-5

3111-6 Aftertreatment #1 SCR Catalyst Reagent Line Heater #2 current above normal 4355-6

3112-5 Aftertreatment #1 SCR Catalyst Reagent Line Heater #3 current below normal 4356-5

3112-6 Aftertreatment #1 SCR Catalyst Reagent Line Heater #3 current above normal 4356-6

Aftertreatment #1 SCR Catalyst Reagent Tank #1 Heater Coolant Diverter Solenoid current below
3126-5 3363-5
normal
Aftertreatment #1 SCR Catalyst Reagent Tank #1 Heater Coolant Diverter Solenoid current above
3126-6 3363-6
normal
3130-12 Aftertreatment #1 DEF Tank #1 Level Sensor : Failure 1761-12

3134-12 Aftertreatment #1 DEF Tank #1 Temperature Sensor : Failure 3031-12

3138-12 Aftertreatment #1 Outlet NH3 Sensor : Failure 4377-12

3385-3 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage above normal 3358-3

3385-4 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage below normal 3358-4

3385-13 Engine Exhaust Gas Recirculation Intake Pressure Sensor calibration required 3358-13

3386-3 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage above normal 412-3

3386-4 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage below normal 412-4

3387-3 EGR Differential Pressure Sensor voltage above normal 411-3

3387-4 EGR Differential Pressure Sensor voltage below normal 411-4

3387-13 EGR Differential Pressure Sensor out of calibration 411-13

3397-3 DPF #1 Soot Loading Sensor voltage above normal 4783-3

3397-4 DPF #1 Soot Loading Sensor voltage below normal 4783-4

3397-12 DPF #1 Soot Loading Sensor failure 4783-12

3397-21 DPF #1 Soot Loading Sensor data drifted low 4783-21

3405-5 Engine Exhaust Gas Recirculation Valve Control current below normal 2791-5

3405-6 Engine Exhaust Gas Recirculation Valve Control current above normal 2791-6

3407-3 Engine Exhaust Gas Recirculation Valve Position Sensor voltage above normal 27-3

3407-4 Engine Exhaust Gas Recirculation Valve Position Sensor voltage below normal 27-4

3468-2 Aftertreatment #1 Identification Number Module erratic, intermittent, or incorrect 5576-2

3468-8 Aftertreatment #1 Identification Number Module abnormal frequency, pulse width, or period 5576-8

(continued)

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(Table 206, contd)

PDL Code Code Description J1939 Code
3468-14 Aftertreatment #1 Identification Number Module special instruction 5576-14

3482-3 Sensor Supply #3 voltage above normal 3511-3

3482-4 Sensor Supply #3 voltage below normal 3511-4

3483-3 Sensor Supply #4 voltage above normal 3512-3

3483-4 Sensor Supply #4 voltage below normal 3512-4

3512-5 Engine Exhaust Back Pressure Regulator current below normal 649-5

3512-6 Engine Exhaust Back Pressure Regulator current above normal 649-6

3513-3 Exhaust Back Pressure Regulator Position voltage above normal 5625-3

3513-4 Exhaust Back Pressure Regulator Position voltage below normal 5625-4

3607-5 Aftertreatment #1 DEF Pump Heater Relay current below normal 5706-5

3607-6 Aftertreatment #1 DEF Pump Heater Relay current above normal 5706-6

3609-5 Aftertreatment #1 Outlet #1 NOx Level Sensor current below normal 3226-5
3609-6 Aftertreatment #1 Outlet #1 NOx Level Sensor current above normal 3226-6
3609-11 Aftertreatment #1 Outlet #1 NOx Level Sensor other failure mode 3226-11
3609-12 Aftertreatment #1 Outlet #1 NOx Level Sensor failure 3226-12

3619-11 Aftertreatment #1 Outlet #1 NOx Level Sensor Power Supply other failure mode 5759-11

3621-11 Engine Exhaust NOx Level Sensor Power Supply other failure mode 5758-11

3666-5 Engine Fuel Supply Lift Pump Relay current below normal 1075-5

3666-6 Engine Fuel Supply Lift Pump Relay current above normal 1075-6

3820-3 Aftertreatment #1 Diesel Exhaust Fluid Controller voltage above normal 3360-3

3820-4 Aftertreatment #1 Diesel Exhaust Fluid Controller voltage below normal 3360-4

3820-9 Aftertreatment #1 Diesel Exhaust Fluid Controller abnormal update rate 3360-9

3820-14 Aftertreatment #1 Diesel Exhaust Fluid Controller special instruction 3360-14

3821-5 Aftertreatment #1 Diesel Exhaust Fluid Dosing Valve Actuator current below normal 3361-5

3821-6 Aftertreatment #1 Diesel Exhaust Fluid Dosing Valve Actuator current above normal 3361-6

3821-7 Aftertreatment #1 Diesel Exhaust Fluid Dosing Valve Actuator not responding properly 3361-7

3838-5 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control Module Relay current below normal 5965-5

3838-6 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control Module Relay current above normal 5965-6

3956-3 Engine Fuel #2 Vaporizer Coolant Outlet Temperature Sensor : voltage above normal 4765-3

3956-4 Engine Fuel #2 Vaporizer Coolant Outlet Temperature Sensor : voltage below normal 4765-4

3965-5 Aftertreatment #1 Diesel Exhaust Fluid Control Module Power Supply #1 current below normal 5966-5

3965-6 Aftertreatment #1 Diesel Exhaust Fluid Control Module Power Supply #1 current above normal 5966-6

3966-5 Aftertreatment #1 Diesel Exhaust Fluid Control Module Power Supply #2 current below normal 6309-5

3966-6 Aftertreatment #1 Diesel Exhaust Fluid Control Module Power Supply #2 current above normal 6309-6

4592-2 Aftertreatment #1 Outlet NH3 Sensor Power Supply : Erratic, Intermittent, or Incorrect 4380-2

4648-3 Aftertreatment Ambient Air Temperature Sensor voltage above normal 7441-3

4648-4 Aftertreatment Ambient Air Temperature Sensor voltage below normal 7441-4

(continued)

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Troubleshooting with a Diagnostic Code

(Table 206, contd)

PDL Code Code Description J1939 Code
5856-9 SAE J1939 Data Link #3 abnormal update rate 1235-9

5856-14 SAE J1939 Data Link #3 special instruction 1235-14

Event Codes

E171-2 Low Engine Oil Level - Derate 98-18

E171-3 Low Engine Oil Level - Shutdown 98-1

E232-1 High Fuel/Water Separator Water Level - Warning 97-15

E232-2 High Fuel/Water Separator Water Level - Derate 97-16

E360-1 Low Engine Oil Pressure - Warning 100-17

E360-2 Low Engine Oil Pressure - Derate 100-18

E360-3 Low Engine Oil Pressure - Shutdown 100-1

E361-1 High Engine Coolant Temperature - Warning 110-15

E361-2 High Engine Coolant Temperature - Derate 110-16

E361-3 High Engine Coolant Temperature - Shutdown 110-0

E362-1 Engine Overspeed - Warning 190-15

E362-3 Engine Overspeed - Shutdown 190-0

E363-2 High Fuel Supply Temperature - Derate 174-16

E396-1 High Fuel Rail Pressure - Warning 157-16

E398-1 Low Fuel Rail Pressure - Warning 157-18

E499-3 Fuel Rail #1 Pressure Leak - Shutdown 1239-0

E539-1 High Intake Manifold Air Temperature - Warning 105-15

E539-2 High Intake Manifold Air Temperature - Derate 105-16

E539-3 High Intake Manifold Air Temperature - Shutdown 105-0

E583-1 High Air Inlet #1 Differential Pressure - Warning 107-15

E930-2 High Aftertreatment #1 SCR Dosing Reagent Pressure - Derate 4334-16

E931-2 Low Aftertreatment #1 SCR Dosing Reagent Pressure - Derate 4334-18

E946-2 High Aftertreatment #1 SCR Catalyst Intake Gas Temperature - Derate 4360-16

E947-1 Low Aftertreatment #1 SCR Catalyst Intake Gas Temperature - Warning 4360-17

E947-2 Low Aftertreatment #1 SCR Catalyst Intake Gas Temperature - Derate 4360-18

E954-1 Low Aftertreatment #1 SCR Catalyst Reagent Tank #1 Level - Warning 1761-17

E954-2 Low Aftertreatment #1 SCR Catalyst Reagent Tank #1 Level - Derate 1761-18

E954-3 Low Aftertreatment #1 SCR Catalyst Reagent Tank #1 Level - Shutdown 1761-1

E960-2 High Aftertreatment #1 SCR Catalyst Reagent Tank #1 Temperature - Derate 3031-16

E995-2 High DPF #1 Soot Loading - Derate 3719-16

E995-3 High DPF #1 Soot Loading - Shutdown 3719-0

E1014-1 Low DPF #1 Intake Temperature - Warning 3242-17

E1014-2 Low DPF #1 Intake Temperature - Derate 3242-18

(continued)

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(Table 206, contd)

PDL Code Code Description J1939 Code
E1044-2 High Intake Manifold Pressure - Derate 102-16

E1045-2 Low Intake Manifold Pressure - Derate 102-18

E1092-1 High Engine Exhaust Gas Recirculation Temperature - Warning 412-15

E1092-2 High Engine Exhaust Gas Recirculation Temperature - Derate 412-16

E1121-2 Engine Exhaust Gas Recirculation Valve Control Not Responding to Command - Derate 2791-7

E1263-1 Engine Exhaust Back Pressure Regulator Not Responding to Command - Warning 649-7

E1264-3 High Pressure Common Rail Fuel pressure relief valve active - Shutdown 5571-0

E1265-1 Particulate Trap Active Regeneration Inhibited Due to Low Exhaust Gas Pressure - Warning 5629-31

E1309-2 Low Aftertreatment #1 SCR Catalyst Conversion Efficiency - Derate 4364-18

E1319-2 EGR Mass Flow Rate Not Responding 2659-7

E1364-2 Low Aftertreatment #1 SCR Catalyst Tank Reagent Concentration 3516-18

E1365-2 High Aftertreatment #1 SCR Catalyst Tank Reagent Concentration 3516-16

E1370-2 Aftertreatment #1 Diesel Exhaust Fluid Dosing Unit Loss of Prime - Derate 5392-31

E1389-1 Aftertreatment #1 SCR Operator Inducement - Warning 5246-15

E1389-2 Aftertreatment #1 SCR Operator Inducement - Derate 5246-16

E1389-3 Aftertreatment #1 SCR Operator Inducement - Shutdown 5246-0

E1398-2 Low Aftertreatment #1 SCR Catalyst Reagent Tank #1 Temperature - Derate 3031-18

E1407-2 High Aftertreatment #1 Intake O2 Concentration - Derate 3217-16

E1408-2 High Aftertreatment #1 Outlet O2 Concentration - Derate 3227-16

E1410-2 Invalid Aftertreatment #1 SCR Conversion Efficiency - Derate 4364-2

E1431-2 Invalid Aftertreatment #1 Intake NOx Level - Derate 3216-7

E1432-2 Invalid Aftertreatment #1 Outlet #1 NOx Level - Derate 3226-7

E2143-2 Low Engine Coolant Level - Derate 111-18

E2143-3 Low Engine Coolant Level - Shutdown 111-1

E2165-1 Low Aftertreatment #1 Diesel Oxidation Catalyst #1 Intake Gas Temperature - Warning 4765-17

E2180-1 Aftertreatment #1 Diesel Oxidation Catalyst Low Efficiency - Warning 5298-17

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Troubleshooting with an Event Code

Troubleshooting with an
Event Code

i03939271

Event Codes

An event code alerts the operator to an abnormal

engine operating condition such as low oil pressure or
high coolant temperature. As this engine normally
reports faults as J1939 codes, event codes are only
identifiable by the Failure Mode Identifier (FMI). The
FMI is the second element of the fault code. All
events are identified by the following FMIs:
Table 207

FMI Description

15 Parameter High - Least Severe (1)

16 Parameter High - Moderate Severity (2)

0 Parameter High - Most Severe (3)

17 Parameter Low - Least Severe (1)

18 Parameter Low - Moderate Severity (2)

1 Parameter Low - Most Severe (3)

The Electronic Control Module (ECM) can log events.

Logged events usually indicate a mechanical fault
instead of an electronic system fault or the engine is Illustration 104 g01365757
operating outside the design specification.
Example of the typical operating range of a sensor
Note: If a diagnostic code has already been logged, (1) This area represents the normal operating range of the engine
any associated event code to that fault will not be parameter.
(2) In these areas, the engine is operating in an unsafe operating
logged. range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit does
Note: If an event code is already active, a diagnostic not have an electronic fault.
code that is associated with the same sensor will not (3) In these areas, the signal from the sensor is outside of the
be active. operating range of the sensor. The sensor circuit has an
electronic fault. A diagnostic code will be generated for the
sensor circuit. Refer to Troubleshooting, “Self Diagnostics” for
Active Event Codes additional information on diagnostic codes.
An active event code represents a fault with engine The following format is used for event codes:
operation. Correct the fault as soon as possible.
“XXXX-YY Description of the event”
Active event codes are listed in ascending numerical
order. The code with the lowest number is listed first. The “XXXX” represents a System Parameter
Event codes will cause the warning lamp to illuminate Number for the event code. The “-YY” represents
and the event will be logged. FMI for the severity of the event. The FMI is followed
by a description of the event. Refer to the following
Illustration 104 is an example of the operating range example:
of an oil temperature sensor. Do not use the
Illustration to troubleshoot the oil temperature sensor. “100-17 Engine Oil Pressure : Low - Least Severe
(1)”
In this example, the number “-17” indicates the
severity of the event. The ECM has three levels of
response to events:

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Level (1) – This level can be referred to as the • Determine the conditions for the event. The
“Warning Level” . This condition represents a serious conditions will include the engine rpm and the
problem with engine operation. However, this load.
condition does not require the engine to derate or
shut down. The warning lamp will come on. • Determine if there are any systems that were
Level (2) – This level can be referred to as the installed by the dealer or by the customer that
“Derate Level” . For this condition, the ECM will could cause the event.
derate the engine in order to help prevent possible
engine damage. The warning lamp will flash. • Determine whether any additional events
Level (3) – This level can be referred to as the occurred.
“Shutdown Level” . A “Level 3” event code will be 2. Verify that the complaint is not due to normal
logged in the ECM and the engine will shut down if
the shutdown feature is enabled. The warning lamp engine operation. Verify that the complaint is not
will flash and the shutdown lamp will come on. due to error of the operator.

3. Refer to Troubleshooting, “Diagnostic Trouble

Responses to certain events may be programmed
Codes”. Perform the troubleshooting procedure
into the ECM. Refer to Troubleshooting, “System
Configuration Parameters”. that is shown against the reported code.
If these steps do not resolve the fault, identify the
Logged Event Codes procedures in this manual that best describe the
event. Check each probable cause according to the
When the ECM generates an event code, the ECM tests that are recommended.
logs the code in permanent memory. The ECM has
an internal diagnostic clock. The ECM will record the
following information when an event 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
Logged events are listed in chronological order. The
most recent event code is listed first.
This information can be helpful for troubleshooting
intermittent faults. Logged codes can also be used to
review the performance of the engine.

Clearing Event Codes

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

• 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.
• The service technician manually clears the code.
Always clear logged event codes after investigating
and correcting the fault which generated the code.

Troubleshooting
For basic troubleshooting of the engine, perform the
following steps in order to diagnose a malfunction:

1. Obtain the following information about the

complaint from the operator:

• The event and the time of the event

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Diagnostic Functional Tests

Diagnostic Functional
Tests

i05873237

CAN Data Link - Test

Use this procedure if a fault is suspected in the CAN

data links. Also, use this procedure if one of the
following diagnostic codes is active:
Table 208
Diagnostic Trouble Codes for the CAN Data Link Circuit

J1939 Code Description Comments

Code
639-9 J1939 Network #1 : Abnormal Update Rate Another controller has incorrectly stopped transmitting a J1939 speed re-
quest (TSC1) or another controller has incorrectly started transmitting a
J1939 speed request.
The ECM will log the diagnostic code.
The engine will not start.

1235-9 J1939 Network #3 : Abnormal Update Rate The Pump, Electronics, and Tank Unit (PETU), the soot sensor, or a NOx
sensor has incorrectly stopped or started transmitting a data request.
The ECM will log the diagnostic code.
The engine will not start.

3360-9 Aftertreatment #1 DEF Controller : Abnormal Update The Dosing Control Unit (DCU) has incorrectly stopped or started transmit-
Rate ting a data request.
The ECM will log the diagnostic code.
The engine will not start.

The following background information is related

to this procedure:
The CAN data links are also known as J1939 data
links. A data link is an industry standard for sending
data between different devices in the same
application.
High speed data is transferred via the data links. The
data links cannot be accurately tested without
complicated equipment. The data links require a
resistance of 60 Ohms between the two wires to
transmit the data correctly. This resistance is made
up of two 120 Ohm resistors. The two resistors are
known as “Terminating Resistors” . The terminating
resistors should be at opposite ends of a data link
circuit. If this resistance is not present, then the data
will be intermittent or unreadable.

Note: The wiring for a J1939 data link is a shielded

twisted pair cable. If the wiring is damaged, the
replacement type must be shielded twisted pair cable.

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Illustration 105 g03705249

Typical example of the schematic for the CAN A data link

Illustration 106 g03705266

Typical example of the schematic for the CAN C data link

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Illustration 107 g03662079

Pin locations on the P1 connector
(17) CAN C+
(18) CAN C-
(25) CAN A+
(26) CAN A-

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Table 209
Troubleshooting Test Steps Values Results
1. Inspect Electrical Connectors and Wiring Damaged Result: A damaged wire or damaged connector was found.
wire or
A. Turn the keyswitch to the OFF position. connector Repair the damaged wire or the damaged connector.
Use the electronic service tool to clear all logged diagnostic
B. Inspect the connectors in the circuit for the CAN data link. codes. Verify that the repair eliminates the fault.
Refer to Troubleshooting, “Electrical Connectors - Inspect” for Result: A damaged wire or damaged connector was not
details. found.

C. Perform a 45 N (10 lb) pull test on each of the wires that are as- Proceed to Test Step 2.
sociated with the CAN data link.

D. Check the screw for the P1 ECM connector for correct torque of
6 N·m (53 lb in).

E. Check all of the wiring associated with the CAN data link for
abrasions and pinch points.

2. Check the Data Link Terminating Resistance Between 50 Result: The resistance is less than 50 Ohms - there is a
Ohms and 70 short circuit in the harness.
A. Disconnect the P1 connector from the ECM. Ohms
Repair the connectors or the harness and/or replace the con-
B. Measure the resistance between P1:25 and P1:26. nectors or the harness. Ensure that all of the seals are cor-
rectly in place and ensure that the connectors are correctly
C. Measure the resistance between the P1:17 and P1:18. connected.
Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

Result: The resistance is between 110 and 130 Ohms - one

of the terminating resistors may have failed.

Locate the two terminating resistors and remove the two ter-
minating resistors from the harness. Depending on the appli-
cation, one or both of the terminating resistors may be
located in other ECMs on the data link.
Measure the resistance of the two terminating resistors.
If one of the terminating resistors is incorrect, replace the
faulty terminating resistor.
If the two terminating resistors are between 110 and 130
Ohms, proceed to Test Step 4.

Result: The resistance is greater than 150 Ohms.

Proceed to Test Step 3.

Result: The resistance is between 50 and 70 Ohms

The resistance is correct. The fault may be in the connection

to other devices on the data link.
Proceed to Test Step 3.

(continued)

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(Table 209, contd)

Troubleshooting Test Steps Values Results

3. Check the Data Link Wiring Less than Result: At least one of the resistance measurements is
two Ohms greater than two Ohms - there is an open circuit or high re-
A. Disconnect each of the connectors that connect other devices sistance in the wiring.
on the data link.
Repair the connectors or the harness and/or replace the con-
B. Use a multimeter to measure the resistance between P1:25 and nectors or the harness.
each of the CAN+ pins on other devices on the CAN A data link. Ensure that all seals are correctly in place and ensure that
the connectors are correctly connected.
C. Use a multimeter to measure the resistance between P1:25 and
pin (G) on the diagnostic connector. Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair has eliminated
D. Use a multimeter to measure the resistance between P1:26 and the fault.
each of the CAN- pins on other devices on the CAN A data link.
Result: All measured resistances are less than two Ohms.
E. Use a multimeter to measure the resistance between P1:26 and
pin (F) on the diagnostic connector. Proceed to Test Step 4

F. Use a multimeter to measure the resistance between P1:17 to

each of the CAN+ pins on other devices on the CAN C data link.

G. Use a multimeter to measure the resistance between P1:18 to

each of the CAN- pins on other devices on the CAN C data link.

4. Check the Other Devices on the CAN Data Link Other devi- Result: At least one of the other devices is not operating
ces are OK correctly.
A. Use the appropriate service tools in order to diagnose other de-
vices on the data link. Use the appropriate service tools in order to repair other devi-
ces on the data link.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

Result: The other devices are operating correctly.

Contact Perkins Global Technical Support.

i05873995 Prior to troubleshooting any faults with the coolant

level sensor, use the electronic service tool to check
Coolant Level - Test the installation status for the sensor. The coolant level
sensor configuration parameter must be set to
“Installed” in order for the ECM to monitor the signal
from the sensor.

This test procedure is only applicable on The activation of an event code and/or a warning
applications that have a coolant level sensor lamp is probably caused by a low coolant level. The
installed. other possible cause is a fault in the wiring harness, a
connector, or the sensor.
Use this procedure to troubleshoot any suspect faults
with the circuit for the coolant level sensor.
The coolant level sensor monitors the engine coolant
level in order to warn the operator when the coolant
level is low.
When the probe is not immersed in coolant,
approximately +5 VDC is sourced to the sensor signal
wire. When this condition is detected by the
Electronic Control Module (ECM), an event code is
activated.

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Illustration 108 g03662094

Schematic diagram for the coolant level sensor

Illustration 109 g03155480

P1 pin locations for the coolant level sensor
(56) 8 VDC supply
(60) Coolant level signal
(64) Return

Illustration 110 g01150024

Components of the coolant level sensor
(1) Sensor
(2) Sensor probe (brass dowel)
(3) Outer coating

Complete the procedure in the order in which the

steps are listed.

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Table 210
Troubleshooting Test Steps Values Results

1. Check the Coolant Level Coolant level Result: The coolant is at the correct level.

Allow the engine to cool prior to removal of the cooling system Proceed to Test Step 2.
pressure cap.
Result: The coolant level is low.
A. Remove electrical power from the ECM.
Add coolant according to the procedure in the Opera-
B. Check the coolant level. Refer to the Operation and Maintenance tion and Maintenance Manual.
Manual for the correct procedure to check the coolant level.
There may be a leak in the cooling system. Identify the
source of the coolant leak. Repair the leak. Refer to
Systems Operation/Testing and Adjusting, “Cooling
System” for additional information.

2. Verify that the “ Coolant Level Sensor”” Parameter is Pro- Parameter Result: The “Coolant Level Sensor” parameter is pro-
grammed Correctly programmed grammed correctly.

A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 3.

B. Establish communication with the ECM. Result: The “Coolant Level Sensor” parameter is not
programmed correctly.
C. Verify that the “Coolant Level Sensor” parameter is programmed
to “Installed” . Program the “Coolant Level Sensor” parameter to “In-
stalled” .
D. Remove electrical power from the ECM.
Verify that the repair eliminates the fault.

Illustration 111 g02090761

Terminal locations at the harness connector for the
coolant level sensor
(Terminal A) Sensor supply
(Terminal B) Sensor return
(Terminal C) Sensor signal

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Table 211
Troubleshooting Test Steps Values Results

3. Check the Supply Voltage at the Sensor Connector 8.0 ± 0.5 VDC Result: The voltage measurement is 8.0 ± 0.5 VDC.

A. Disconnect the coolant level sensor at the sensor connector. The supply voltage is reaching the sensor. Proceed to
Test Step 4.
B. Restore electrical power to the ECM.
Result: The voltage measurement is not 8.0 ± 0.5
C. Measure the voltage between terminals A (sensor supply) and B VDC.
(sensor return) at the harness connector for the coolant level sensor.
The sensor supply voltage is not reaching the sensor.
D. Remove electrical power from the ECM. There is a fault in the circuit for the sensor supply. Re-
pair the wiring between the sensor and the ECM.

4. Short the Signal Wire to Ground and Monitor the Status for Status change Result: The status changes from “LOW” to “OK”
“ Coolant Level”” when the jumper wire is installed. The ECM and the wir-
ing harness to the coolant level sensor are OK.
A. Fabricate a jumper wire that is long enough to create a short circuit
between two terminals at the coolant level sensor harness connector. Replace the coolant level sensor. Verify that the repair
Crimp connector pins to each end of the jumper wire. eliminates the fault.

B. Install the jumper wire between terminals B (sensor return) and C Result: The status does not change from “LOW” to
(sensor signal) on the harness side of the connector for the coolant “OK” when the jumper wire is installed.
level sensor.
The fault is between the ECM and the sensor connec-
C. Restore electrical power to the ECM. tor. Repair the wiring. Verify that the repair eliminates
the fault.
D. Monitor the status of “Coolant Level” on the electronic service
tool while the jumper wire is installed. Wait at least 30 seconds for ac- If the fault is still present, contact Perkins Global Tech-
tivation of the status indicator. nical Support.

E. Remove the jumper wire. Connect the harness connector for the
coolant level sensor.

i05944048 If the diagnostic connector is on the engine, the

positive data link signal will be from P2:47 to pin “D”
Data Link - Test of the diagnostic connector. The negative data link
signal will be from P2:55 to pin “E” of the diagnostic
connector.
Use this procedure if the electronic service tool will The following information refers to the pin number.
not communicate with the ECM through the data link. Ensure that the correct connector is used.
The following background information is related Communication
to this procedure:
The electronic service tool may indicate the following
The data link is the standard data link that is used by error message:
the ECM in order to communicate with the electronic
service tool. The version of the ECM is not recognized and the
integrity of the changed parameters and displayed
The ECM provides multiple connections for the data data is not guaranteed.
link. The technician must ensure that the correct
connector is being tested. The connection that is This message will indicate that the version of the
used is dependent on the application. software that is in the electronic service tool is
obsolete. Install the latest version of the software for
If the diagnostic connector is off the engine, the the electronic service tool in order to rectify the fault.
positive data link signal will be from P1:20 to pin “D”
of the diagnostic connector. The negative data link
signal will be from P1:28 to pin “E” of the diagnostic
connector.

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Diagnostic Functional Tests

Illustration 112 g03705762

Schematic of the diagnostic connector and the data link connector for a diagnostic connector that is mounted off
engine

Illustration 113 g03705767

Schematic of the diagnostic connector and the data link connector for an engine mounted diagnostic connector

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318 UENR4469
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Illustration 114 g03134661

P1 pin locations for the diagnostic connector
(20) Data link +
(28) Data link -

Illustration 115 g03134662

P2 pin locations for the diagnostic connector
(47) Data link +
(55) Data link -
(56) Voltage supply (diagnostic connector)
(64) Return (diagnostic connector)

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UENR4469 319
Diagnostic Functional Tests

Table 212
Troubleshooting Test Steps Values Results
1. Inspect Electrical Connectors and Wiring Damaged Result: A damaged wire or damaged connector was found.
wire or
A. Turn the keyswitch to the OFF position. connector Repair the damaged wire or the damaged connector.
Use the electronic service tool to clear all logged diagnostic
B. Inspect the connectors in the circuit for the data link. codes. Verify that the repair eliminates the fault.
Refer to Troubleshooting, “Electrical Connectors - Inspect” for Result: A damaged wire or damaged connector was not
details. found.

C. Perform a 45 N (10 lb) pull test on each of the wires that are as- Proceed to Test Step 2.
sociated with the CAN data link.

D. Check the screw for the P1 and P2 ECM connectors for correct
torque of 6 N·m (53 lb in).

E. Check all of the wiring associated with the data link for abrasions
and pinch points.

2. Determine the Type of Fault in the Data Link Power to the Result: The power lamp illuminates on the communications
comms adapter. The communications adapter is currently receiving
A. Connect the electronic service tool to the diagnostic connector adapter the correct voltage.
that is on the engine harness or on the application.
Proceed to Test Step 5.
B. Turn the keyswitch to the ON position.
Result: The power lamp is not illuminated on the communi-
cations adapter. The communications adapter is not currently
receiving the correct voltage.

Proceed to Test Step 3.

3. Check the Battery Voltage at the Diagnostic Connector 11.0 VDC Result: The voltage is between 22.0 VDC and 27.0 VDC for
and 13.5 a 24 V system. The voltage is between 11.0 VDC and 13.5
A. Turn the keyswitch to the ON position. VDC for a 12 VDC for a 12 V system. The diagnostic connector is currently
VDC system. receiving the correct voltage.
B. Use a multimeter in order to measure the voltage from pin A 22.0 VDC
(battery+) and pin B (ground) of the diagnostic connector. and 27.0 Proceed to Test Step 5.
VDC for a 24
VDC system. Result: The voltage is not between 22.0 VDC and 27.0 VDC
for a 24 V system. The voltage is not between 11.0 VDC and
13.5 VDC for a 12 V system. The diagnostic connector is not
currently receiving the correct voltage.

Proceed to Test Step 4.

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Illustration 116 g03705906

Typical view of the diagnostic connector from the wire
side
(A) Switched battery +
(B) Battery ground (GND)
(D) Data link +
(E) Data link -

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UENR4469 321
Diagnostic Functional Tests

Table 213
Troubleshooting Test Steps Values Results

4. Bypass the Wiring for the Diagnostic Connector Other devi- Result: The power lamp is illuminated. The fault is in the
ces are OK harness.
A. Disconnect the wires from pin A and pin B of the diagnostic
connector. Repair the faulty harness or replace the faulty harness.

Note: If the diagnostic connector is mounted on the engine, per- Use the electronic service tool in order to clear all logged di-
form steps B to D. If the diagnostic connector is mounted off the en- agnostic codes and then verify that the repair eliminates the
gine, perform step E. fault.

B. Disconnect the wires from P2:56 and P2:64. Result: The power lamp is not illuminated.

C. Fabricate a jumper wire in order to connect pin A of the diagnos- Proceed to Test Step 6.
tic connector to P2:56.

D. Fabricate a jumper wire in order to connect pin B of the diagnos-

tic connector to P2:64.

E. Fabricate a jumper wire in order to connect pin “A” of the diag-

nostic connector to battery+ and pin “B” to the battery-.

F. Connect the electronic service tool to the diagnostic connector

that is on the engine harness or on the application.

G. Turn the keyswitch to the ON position. The power lamp should

illuminate on the communications adapter.

5. Check the Data Link Connections Less than ten Result: The resistances are less than ten Ohms.
Ohms
A. Turn the keyswitch to the OFF position. Proceed to Test Step 6.
Use the electronic service tool to clear all logged diagnostic
B. Disconnect the communications adapter from the diagnostic codes. Verify that the repair eliminates the fault.
connector. Result: At least one of the resistances is greater than ten
Ohms.
C. If the diagnostic connector is installed on the application, discon-
nect connector P1 from the ECM. Check the resistance between Repair the connectors and/or the harness, or replace the
P1:20 and pin “D” on the diagnostic connector. Check the resist- connectors and/or the harness. Ensure that all of the seals
ance between P1:28 and pin “E” on the diagnostic connector. are correctly in place and ensure that the connectors are cor-
rectly connected.
D. If the diagnostic connector is installed on the engine, disconnect
P2 from the ECM. Check the resistance between P2:47 and pin Use the electronic service tool in order to clear all logged di-
“D” on the diagnostic connector. Check the resistance between agnostic codes and then verify that the repair eliminates the
P2:55 and pin “E” on the diagnostic connector. fault.

6. Change the Electronic Service Tool Components Power to the Result: The original electronic service tool works on another
comms engine.
A. If another electronic engine is available, connect the electronic adapter
service tool to the other engine. Ensure that the same cables are Proceed to Test Step 7.
used.
Result: A different electronic service tool works on the origi-
B. Turn the keyswitch to the ON position. Determine if the elec- nal engine while the engine is being tested.
tronic service tool operates correctly on the other engine.
Send the faulty electronic service tool for repairs.
C. If another engine is not available, obtain a replacement commu-
nications adapter and a replacement set of cables. Ensure that the
cables for the electronic service tool are a complete set.

D. Install the replacement communications adapter and the set of

cables for the electronic service tool and connect to the diagnostic
connector.

(continued)

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322 UENR4469
Diagnostic Functional Tests

(Table 213, contd)

Troubleshooting Test Steps Values Results
E. Turn the keyswitch to the ON position.

F. If changing the communications adapter or the cables allows the

electronic service tool to operate correctly, perform steps G to H.

G. Replace the components from the new set of cables with com-
ponents from the original set of cables. Replace one component at
a time.

H. Apply power to the electronic service tool after each of the com-
ponents is replaced. Use this method to identify the faulty
component.

I. If changing the cables does not allow the electronic service tool
to operate correctly, connect another electronic service tool.

J. Turn the keyswitch to the ON position.

Batteries give off flammable fumes which can

explode.
To avoid injury or death, do not strike a match,
cause a spark, or smoke in the vicinity of a
battery.

NOTICE
Do not connect the bypass harness to the battery until
the in-line fuse has been removed from the Battery+
line. If the fuse is not removed before connection to
the battery, a spark may result.

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UENR4469 323
Diagnostic Functional Tests

Illustration 117 g03732687

Schematic of the bypass harness connector

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324 UENR4469
Diagnostic Functional Tests

Illustration 118 g03134740

Typical view of the pin locations on connector P1 for
the bypass harness
(20) Data link +
(25) J1939 (CAN) +
(26) J1939 (CAN) -
(28) Data link -
(69) Keyswitch
(81) Battery ground (GND)
(82) Battery ground (GND)
(83) Battery ground (GND)
(84) Battery +
(85) Battery +
(86) Battery +

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UENR4469 325
Diagnostic Functional Tests

Table 214
Troubleshooting Test Steps Values Results

7. Connect an Electronic Service Tool and the ECM to another Bypass Result: The electronic service tool is operating correctly.
Battery harness
Refer to Troubleshooting, “Electrical Power Supply - Test”.
Note: Refer to Figure 117 for details of the bypass harness.
Result: The electronic service tool is not operating correctly.
A. Connect the battery wires from the bypass harness of the elec-
tronic service tool to a different battery that is not on the engine. Make sure that the latest flash file for the application is in-
stalled in the ECM. Refer to Troubleshooting, “Flash
Programming”.

Remove all temporary jumpers and reconnect all connectors.

Contact Perkins Global Technical Support.

Note: This consultation can greatly reduce the repair time.

If Global Technical Support recommend the use of a test

ECM, install a test ECM. Refer to Troubleshooting, “Replac-
ing the ECM”.

Use the electronic service tool to recheck the system for ac-
tive diagnostic codes.

If the fault is eliminated with the test ECM, reconnect the sus-
pect ECM.

If the fault returns with the suspect ECM, replace the ECM.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

If the fault is still present, contact Perkins Global Technical

Support.

i05927106 Use this procedure in order to troubleshoot a

diagnostic code for a special instruction. Use this
Data Link Configuration Status procedure if one of the following diagnostic codes are
active.
- Test
Note: Some of the following codes may not be
applicable for certain applications.
The diagnostic code for the special instruction is
logged in order to report the configuration status of
the data link. The diagnostic code for the special
instruction does not check the physical condition of
the data link.
The following list identifies possible faults on the data
link:

• Incorrect personality module code

• An invalid configuration parameter

• Incorrect module or display on the data link

• Damaged data link wiring
• Incompatible software in one of the ECMs

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Table 215
Diagnostic Trouble Codes for Data Link Configuration Status - Test

J1939 Code Code Description Comments

The data received from the CAN A data bus is not in
639-14 J1939 Network #1 : Special Instruction the correct format.
The code is logged.

The data received from the CAN C data bus is not in

1235-14 J1939 Network #3 : Special Instruction the correct format.
The code is logged.

The data received from the aftertreatment ID mod-

5576-14 Aftertreatment #1 Identification : Special Instruction ule is not in the correct format.
The code is logged.

The data received from the DCU is incompatible.

5588-14 Proprietary Network #2 : Special Instruction
The code is logged.

Complete the procedure in the order in which the

steps are listed.
Table 216
Troubleshooting Test Steps Values Results

1. Check for an Associated -9 Code Associated Trou- Result: An associated -9 code is logged.
ble code
A. Establish communication between the electronic service tool and Repair all associated -9 codes before continuing with this
the Electronic Control Module (ECM) for the engine. procedure. Refer to Troubleshooting, “Data Link - Test”.

B. Download a “Warranty Report” from the engine ECM before If a -14 code is still present after resolving the -9 code,
performing any troubleshooting or clearing diagnostic trouble proceed to Test Step 2.
codes.
Result: An associated -9 code is not logged.
C. Check for active diagnostic codes. Proceed to Test Step 2.

2. Check the Personality Module Code for Compatibility with Compatible per- Result: The code is valid for the application.
the Application sonality module
Proceed to Test Step 3.
A. Connect to the electronic service tool.
Result: The code is not valid for the application.
B. Select the ECM connection that is related to the logged code. Obtain the correct flash file and update the ECM. Reset
all active codes and clear all logged codes. Return the
C. Check if the personality module code is valid for the application. unit to service.

(continued)

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UENR4469 327
Diagnostic Functional Tests

(Table 216, contd)

Troubleshooting Test Steps Values Results

3. Check the Configuration Parameters Correct configu- Result: The configuration parameters are programmed
ration correctly.
A. Check the configuration parameters in order to ensure that the parameters
parameters are programmed correctly. Refer to Troubleshooting, Proceed to Test Step 4.
“Configuration Parameters”.
Result: The configuration parameters are not pro-
B. Select the ECM connection that is related to the logged code. grammed correctly.

Program the parameters to function with the other mod-

ules on the data link. Reset all active codes and clear all
logged codes. Return the unit to service.

4. Check for Compatibility with Any Other ECM on the Data Compatible ECM Result: The ECMs are not compatible.
Link
Replace the incompatible ECM with the correct module.
A. Use the as shipped information found in PTMI to determine if any Reset all active codes and clear all logged codes. Return
other ECM or display on the data link are incompatible. the unit to service.

B. Select the ECM connection that is related to the logged code. If the procedure did not correct the fault, contact Perkins
Global Technical Support.

i05941739

DEF Control Module Power -

Test

This procedure covers the following diagnostic codes:

Table 217
Diagnostic Trouble Codes for the DEF Control Module Power Supply

J1939 Code Code Description Comments

3360-3 Catalyst Tank Controller : Voltage Above Normal The ECM detects voltage that is above the acceptable
value.
3360-4 Catalyst Tank Controller : Voltage Below Normal The ECM detects voltage that is below the acceptable
value.
4380-2 Aftertreatment #1 NH3 Sensor Power Supply : Erratic, The ECM detects that the power supply to the ammonia
Intermittent or Incorrect (NH3) sensor is not stable.

5965-5 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is below the acceptable
Unit Relay : Current Below Normal value

5965-6 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is above the acceptable
Unit Relay : Current Above Normal value

5966-5 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is below the acceptable
Unit : Current Below Normal value
5966-6 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is above the acceptable
Unit : Current Above Normal value
6309-5 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is below the acceptable
Unit (KSW sinking dout) : Current Below Normal value

6309-6 Aftertreatment #1 Diesel Exhaust Fluid Dosing Control The ECM detects current that is above the acceptable
Unit (KSW sinking dout) : Current Above Normal value

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Illustration 119 g03732731

Schematic for the DCU electrical power supply circuit

Note: The Voltage Load Protection Module (VLPM) is

a customer option. For suspected VLPM faults, refer
to the OEM documentation.

Illustration 120 g03421149

Pin locations on the P1 connector for the power
supply circuit
(2) DCU keyswitch
(3) DCU keyswitch
(5) DCU power relay signal
(15) DCU power relay return

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UENR4469 329
Diagnostic Functional Tests

Illustration 121 g03707105

Table 218
Troubleshooting Procedure for Connectors

Troubleshooting Test Steps Value Results

(continued)

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330 UENR4469
Diagnostic Functional Tests

(Table 218, contd)

1. Inspect Electrical Connectors and Wiring Damaged wire or Result: A damaged wire or damaged connector was not
connector. Blown found. The fuses are OK.
A. Ensure that the battery disconnect switch is in the fuse.
CLOSED position. Proceed to Test Step 2.

B. Thoroughly inspect all connectors associated with the DEF Result: A damaged wire or damaged connector was found. A
control module power supply. blown fuse was found.

C. Check all fuses. Repair the damaged wire or the damaged connector. Replace
all blown fuses.
D. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool to clear all logged diagnostic
connectors associated with the power supply. codes. Verify that the repair eliminates the fault.

E. Check all of the wiring associated with the electrical power

supplies for abrasions and pinch points.

2. Check for Active Diagnostic Codes Diagnostic code Result: A 3360-X or 4380-2 diagnostic code is active.

A. Establish communication between the electronic service Proceed to Table 219 , “Troubleshooting Procedure for the
tool and the ECM. Refer to Troubleshooting, “Electronic Serv- DCU Power Supply” .
ice Tools”, if necessary.
Result: A 5965-5 diagnostic code is active.
B. Check the “Active Diagnostics” screen on the electronic
service tool. Proceed to Table 220 , “Troubleshooting for the Main DCU
Power Relay” - Test Step 1.

Result: A 5965-6 diagnostic code is active.

Proceed to Table 220 , “Troubleshooting for the Main DCU

Power Relay” - Test Step 3.

Result: A 5966-5 or 6309-5 diagnostic code is active.

Proceed to Table 221 , “Troubleshooting Procedure for the

DCU Keyswitch Signal” - Test Step 1.

Result: A 5966-6 or 6309-6 diagnostic code is active.

Proceed to Table 221 , “Troubleshooting Procedure for the

DCU Keyswitch Signal” - Test Step 4.

Table 219
Troubleshooting Procedure for the DCU Power Supply

Troubleshooting Test Steps Value Results

(continued)

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UENR4469 331
Diagnostic Functional Tests

(Table 219, contd)

1. Check the Voltage at the 31 Pin Connector Battery voltage Result: The measured voltage is equal to battery voltage.

A. Disconnect the 31 pin connector. Proceed to Table 119

B. Use a suitable multimeter to take the following voltage Schematic for the DCU electrical power supply circuit
measurements at the 31 pin connector on the ECM side. , “Pump and Electronics Unit (PEU) Replacement” .

Terminal 1 to terminal 5 Use the electronic service tool to clear all logged diagnostic
Terminal 2 to terminal 6 codes and verify that the fault is eliminated.
Terminal 3 to terminal 7
Result: The measured voltage is not equal to battery voltage.

Proceed to Test Step 2.

2. Check the Voltage to the Aftertreatment Power Relay Battery voltage Result: The measured voltage is equal to battery voltage. The
measured resistance is less than two Ohms.
A. Disconnect the main aftertreatment power relay.
Reconnect the aftertreatment power relay. If the system is
B. Measure the voltage between terminal 1 on the harness equipped with a VLPM, proceed to Test step 3. If the system
connector for the relay and a suitable ground. does not have a VLPM, proceed to Test step 6.

C. Measure the resistance between pin 4 on the VLPM and a Result: The measured voltage is not equal to battery voltage.
suitable ground.
Replace the wiring between the battery + and the aftertreat-
ment power relay.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

Result: The measured resistance is more than two Ohms.

Replace the wiring between the battery - and the aftertreat-

ment power relay.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

3. Check the Voltage to the VLPM Battery voltage Result: The measured voltage is equal to battery voltage.

A. Disconnect the VLPM. Reconnect the VLPM. Proceed to Test Step 5.

B. Turn the keyswitch to the ON position. Do not attempt to

start the engine. Result: The measured voltage is not equal to battery voltage.

C. Measure the voltage between terminal 1 on the harness Proceed to Test Step 4.
connector for the VLPM and suitable ground.

D. Turn the keyswitch to the OFF position.

(continued)

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332 UENR4469
Diagnostic Functional Tests

(Table 219, contd)

4. Check the Wiring Between the Aftertreatment Power Less than two Result: The resistance is less than two Ohms.
Relay and the VLPM Ohms
Install a replacement aftertreatment power relay.
A. Disconnect the aftertreatment power relay. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
B. Measure the resistance between Terminal 4 on the harness
connector for the relay and terminal 1 on the harness connec- Result: The resistance is greater than two Ohms.
tor for the VLPM.
Replace the wiring between the aftertreatment power relay
and the VLPM.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

5. Check the Wiring Between the VLPM and the 31 Pin Less than two Result: The resistance is less than two Ohms.
Connector Ohms
Install a replacement VLPM.
A. Disconnect the VLPM. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
B. Measure the resistance between terminal 2 on the VLPM
harness connector and pins 1, 2, and, 3 on the 31 pin Result: The resistance is greater than two Ohms.
connector.
Replace the wiring between the VLPM and the 31 pin
C. Measure the resistance between terminal 3 on the harness connector.
connector for the VLPM and pins 5, 6, and, 7 on the 31 pin Use the electronic service tool to clear all logged diagnostic
connector. codes and verify that the repair eliminates the fault.

6. Check the Voltage to the 31 Pin Connector Battery voltage Result: The measured voltage is equal to battery voltage.

A. Disconnect the 31 pin connector. Install a replacement Pump and Electronics Unit (PEU).

B. Turn the keyswitch to the ON position. Do not attempt to Use the electronic service tool to clear all logged diagnostic
start the engine. codes and verify that the repair eliminates the fault.

C. Measure the voltage between terminal 1 on the 31 pin har- Result: The measured voltage is not equal to battery voltage.
ness connector and suitable ground.
Proceed to Test Step 7.
D. Turn the keyswitch to the OFF position.

7. Check the Wiring Between the Aftertreatment Power Less than two Result: The resistance is less than two Ohms.
Relay and the 31 Pin Connector Ohms
Install a replacement aftertreatment power relay.
A. Disconnect the aftertreatment power relay. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
B. Measure the resistance between Terminal 4 on the harness
connector for the relay and terminals 1 to 3 on the 31 pin har- Result: The resistance is greater than two Ohms.
ness connector.
Replace the wiring between the aftertreatment power relay
and the 31 pin connector.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

Table 220
Troubleshooting Procedure for the Aftertreatment Power Relay

Troubleshooting Test Steps Value Results

(continued)

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UENR4469 333
Diagnostic Functional Tests

(Table 220, contd)

1. Create a Short Circuit at the Aftertreatment Power Re- Diagnostic codes Result: A 5965-6 diagnostic code is active with the jumper
lay Connector installed.

A. Turn the keyswitch to the OFF position. Install a replacement aftertreatment power relay.
Use the electronic service tool to clear all logged diagnostic
B. Disconnect the aftertreatment power relay. codes and verify that the repair eliminates the fault.

C. Fabricate a jumper wire. Install the jumper wire between

terminal 2 and terminal 5 on the harness connector for the Result: The 5965-5 diagnostic code is still active with the
relay. jumper installed.

D. Turn the keyswitch to the ON position. Proceed to Test Step 2.

E. Use the electronic service tool to check for active diagnos-

tic codes. Look for an active 5965-6 diagnostic code.

F. Turn the keyswitch to the OFF position.

2. Check the Wiring Between the Aftertreatment Power Less than two Result: Both the resistance measurements are less than two
Relay and the ECM Ohms. Ohms.

A. Disconnect the aftertreatment power relay. Disconnect the Proceed to Table 222 , “ECM Replacement” .
P1 connector at the ECM.
Result: At least one of the resistance measurements is great-
B. Measure the resistance between terminal 2 on the harness er than two Ohms.
connector for the relay and P1:5.
Replace the wiring between the aftertreatment power relay
C. Measure the resistance between terminal 5 on the harness and the ECM.
connector for the relay and P1:15. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

3. Create an Open Circuit at the Aftertreatment Power Diagnostic codes Result: A 5965-5 diagnostic code is active with the relay
Relay disconnected.

A. Turn the keyswitch to the OFF position. Install a replacement aftertreatment power relay.
Use the electronic service tool to clear all logged diagnostic
B. Disconnect the aftertreatment power relay. codes and verify that the repair eliminates the fault.

C. Turn the keyswitch to the ON position. Do not attempt to

start the engine. Result: The 5965-6 diagnostic code is still active with the relay
disconnected.
D. Use the electronic service tool to check for active diagnos-
tic codes. Look for an active 5965-5 diagnostic code. Proceed to Test Step 4.

E. Turn the keyswitch to the OFF position.

4. Check the Wiring between the Aftertreatment Power Greater than 100 Result: All resistance measurements are greater than 100
Relay Connector and the ECM for a Short Circuit Ohms Ohms.

A. Disconnect the P1 connector from the ECM. Remove the Proceed to Table 222 , “ECM Replacement” .
aftertreatment power relay .

B. Measure the resistance between P1:5 and all other termi- Result: At least one of the resistance measurements is less
nals on the P1 connector. than 100 Ohms.

C. Measure the resistance between P1:15 and all other termi- Replace the wiring between the aftertreatment power relay
nals on the P1 connector. connector and the ECM.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

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334 UENR4469
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Table 221
Troubleshooting Procedure for the DCU Keyswitch Signal

Troubleshooting Test Steps Value Results

1. Create a Short Circuit at the 31 Pin Connector Diagnostic codes Result: A 5966-6 or 6309-6 diagnostic code is active with the
jumper installed.
A. Disconnect the 31 pin connector.
Proceed to Table 119
B. Fabricate a jumper wire. Install the jumper wire between
terminal 4 on the 31 pin connector (ECM side) and a suitable Schematic for the DCU electrical power supply circuit
ground. , “Pump and Electronics Unit (PEU) Replacement” .

C. Turn the keyswitch to the ON position. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
D. Use the electronic service tool to check for active diagnos-
tic codes. Result: A 5966-5 or 6309-5 diagnostic code is active with the
Note: Other diagnostic codes will be active with the DCU con- jumper installed.
nector disconnected. Disregard all other codes and only look
for diagnostic codes that relate to the DCU keyswitch. Remove the jumper wire. Proceed to Test Step 2.

E. Turn the keyswitch to the OFF position.

2. Check the Wiring for an Open Circuit Less than two Result: Both resistance measurements are less than two
Ohms Ohms.
A. Disconnect the P1 connector from the ECM.
Proceed to Table 222 , “ECM Replacement” .
B. Measure the resistance between terminal 4 on the 31 pin
connector (ECM side) and P1:2. Result: At least one of the resistance measurements is great-
er than two Ohms.
C. Measure the resistance between terminal 4 on the 31pin
connector (ECM side) and P1:3. Replace the wiring between the 31 pin connector and the
ECM.

3. Create an Open Circuit at the 31 Pin Connector Diagnostic codes Result: A 5966-5 or 6309-5 diagnostic code is active with the
connector disconnected.
A. Disconnect the 31 pin connector.
Proceed to Table 119
B. Turn the keyswitch to the ON position.
Schematic for the DCU electrical power supply circuit
C. Use the electronic service tool to check for active diagnos- , “Pump and Electronics Unit (PEU) Replacement” .
tic codes.
Note: Other diagnostic codes will be active with the DCU con- Result: The 5966-6 or 6309-6 diagnostic code is still active
nector disconnected. Disregard all other codes and only look with the connector disconnected.
for diagnostic codes that relate to the DCU keyswitch.
Proceed to Test Step 4.
D. Turn the keyswitch to the OFF position.

4. Check the Wiring for a Short Circuit Greater than 100 Result: All resistance measurements are greater than 100
Ohms Ohms.
A. Disconnect the P1 connector from the ECM.
Proceed to Table 222 , “ECM Replacement” .
B. Measure the resistance between P1:2 and all other termi-
nals on the P1 connector except P1:3.
Result: At least one of the resistance measurements is less
C. Measure the resistance between P1:3 and all other termi- than 100 Ohms.
nals on the P1 connector apart from P1:2.
Replace the wiring between the 31 pin connector and the
ECM.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

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UENR4469 335
Diagnostic Functional Tests

Table 222
ECM Replacement

Troubleshooting Test Steps Value Results

1. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the sus-
stalled in the ECM. Refer to Troubleshooting, “Flash pect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement ECM.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time. Do not use the replacement ECM.
Contact Perkins Global Technical Support.
C. If Perkins Global Technical Support recommend the use
of a test ECM, install a test ECM. Refer to Troubleshooting,
“Replacing the ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

Table 223
Pump and Electronics Unit (PEU) Replacement

Troubleshooting Test Steps Value Results

1. Check if a Replacement PEU Eliminates the Fault Fault eliminated Result: The fault is eliminated with the replacement PEU.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect PEU. If the fault returns with the sus-
stalled in the DCU. pect PEU, permanently install the replacement PEU.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement PEU.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement PEU.
C. If Perkins Global Technical Support recommend the use Contact Perkins Global Technical Support.
of a replacement PEU, install a replacement PEU.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05877703

DEF Line Heater - Test

The Dosing Control Unit (DCU) monitors the voltage

and current flow to the Diesel Exhaust Fluid (DEF)
line heaters. Refer to Table 224 . Faults are notified to
the engine Electronic Control Module (ECM) over the
J1939 data bus.
The engine ECM sets a diagnostic trouble code if the
current flow through a circuit is incorrect. A -5 code
indicates that the current flow through the circuit is
low and there is an open circuit. A -6 code indicates
that the current flow through the circuit is high and
there is a short in the circuit.
Table 224 lists the diagnostic codes for incorrect
current flow.

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Table 224
Diagnostic Trouble Codes for DEF Line Heater

J1939 Code Code Description Comments

Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #1 line heater circuit that is probably an open
4354-5 agent Line Heater #1 : Current Be-
circuit.
low Normal
Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #1 line heater circuit that is probably a short
4354-6 agent Line Heater #1 : Current
circuit.
Above Normal
Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #2 line heater circuit that is probably an open
4355-5 agent Line Heater #2 : Current Be-
circuit.
low Normal
Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #2 line heater circuit that is probably a short
4355-6 agent Line Heater #2 : Current
circuit.
Above Normal
Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #3 line heater circuit that is probably an open
4356-5 agent Line Heater #3 : Current Be-
circuit.
low Normal
Aftertreatment #1 SCR Catalyst Re-
This code indicates there is a fault in the #3 line heater circuit that is probably a short
4356-6 agent Line Heater #3 : Current
circuit.
Above Normal
Follow the troubleshooting procedure in order to identify the root cause of the fault.

Note: Refer to Troubleshooting, “Sensors and

Electrical Connectors”for the locations of the
components listed in this procedure.

Illustration 122 g03707549

Schematic diagram of the DEF heater circuit

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UENR4469 337
Diagnostic Functional Tests

Illustration 123 g03708008

Pin locations for the DEF line heaters on the 31 pin
connector
(14) Suction line heater return
(18) Return line heater return
(16) Delivery line heater return
(13) Suction line heater
(15) Delivery line heater
(17) Return line heater

Illustration 124 g03708016

Heated DEF line connector
(1) Heater Supply
(2) Return

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338 UENR4469
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Table 225
Troubleshooting Test Steps Values Results
1. Inspect Electrical Connectors and Wiring Damaged Result: A damaged wire or damaged connector was not
wire or found.
A. Inspect the 31 pin connector. connector
Proceed to Test Step 2.
B. Inspect the connectors for the DEF line heaters.
Result: A damaged wire or damaged connector was found.
C. Perform a 45 N (10 lb) pull test on each of the wires in the 62
pin DCU connector, the 31 pin connector, and the line heaters. Repair the damaged wire or the damaged connector.
Use the electronic service tool to clear all logged diagnostic
D. Check all of the wiring associated with the DEF line heaters for codes. Proceed to Test Step 10.
abrasions and pinch points.

2. Determine the Diagnostic Code Diagnostic Result: There is an active or logged 435x -5 code.
codes
A. Establish communication between the electronic service tool Proceed to Test Step 3.
and the engine ECM. If necessary, refer to Troubleshooting, “Elec-
tronic Service Tools”. Result: There is an active or logged 435x-6 code.

B. Download the “Warranty Report” from the engine ECM before Proceed to Test Step 6.
performing any troubleshooting or clearing diagnostic trouble
codes.

C. Look for one of the codes that are listed in Table 224 .

3. Create a Short Circuit at the Suspect DEF Line Heater Diagnostic Result: A 435x-6 diagnostic code is active.
Connector codes
Replace the suspect DEF line.
A. Turn the keyswitch to the OFF position .
Proceed to Test Step 8.
Note: Engines without a DPF: The keyswitch must be OFF for 10
minutes to allow the DEF pump to purge, reset the code, and reset Result: A 435x-5 diagnostic code is active.
the Diesel Exhaust Fluid Controller (DCU).
Proceed to Test Step 5.
Note: Engines with a DPF: The keyswitch must be OFF for 15 mi-
nutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU).

B. Disconnect the harness connector for the suspect DEF line

heater.

C. Verify that the harness connector is free of debris and free of

corrosion.

D. Fabricate a jumper wire and install the jumper wire between ter-
minal 1 and terminal 2 on the harness connector for the suspect
DEF line heater.

E. Turn the keyswitch to the ON position.

F. Check for a 435x-6 diagnostic code.

G. Turn the keyswitch to the OFF position.

H. Remove the jumper wire and reconnect the line heater

connector.

(continued)

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UENR4469 339
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(Table 225, contd)

Troubleshooting Test Steps Values Results

4. Create a Short Circuit at the 31 Pin Connector Diagnostic Result: The 435x-6 diagnostic code is active.
codes
A. Disconnect the 31 pin connector. Replace the wiring between the 31 pin connector and the
harness connector for the suspect DEF line heater.
B. Fabricate a jumper wire and install the jumper wire between the
terminals on the harness connector (DCU side) for the suspect line Proceed to Test Step 8.
heater.
Result: The 435X-5 diagnostic code is still active.
C. Turn the keyswitch to the ON position.
The Pump and Electronics Unit (PEU) is suspect. Proceed to
D. Monitor the active diagnostic codes on the electronic service Test Step 7.
tool. Check for a 435X-6 diagnostic code.

Wait at least 30 seconds in order for the diagnostic codes to

become active.

E. Turn the keyswitch to the OFF position.

F. Remove the jumper wire.

5. Create an Open Circuit at the DEF Line Heater Connector Diagnostic Result: A 435X-5 diagnostic code is active.
codes
A. Turn the keyswitch to the OFF position . Replace the suspect line heater.

Note: Engines without a DPF: The keyswitch must be OFF for 10 Proceed to Test Step 8.
minutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU). Result: The 435X-6 diagnostic code is still active with the
line heater disconnected.
Note: Engines with a DPF: The keyswitch must be OFF for 15 mi-
nutes to allow the DEF pump to purge, reset the code, and reset Proceed to Test Step 6.
the Diesel Exhaust Fluid Controller (DCU).

B. Disconnect the 31 pin connector.

C. Turn the keyswitch to the ON position.

D. Monitor the active diagnostic codes on the electronic service

tool. Check for a 435X-5 diagnostic code.
Wait at least 30 seconds in order for the diagnostic codes to
become active.

E. Turn the keyswitch to the OFF position.

(continued)

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340 UENR4469
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(Table 225, contd)

Troubleshooting Test Steps Values Results

6. Create an Open Circuit at the 31 Pin Connector Diagnostic Result: A 435X-5 diagnostic code is active with the line heat-
codes er disconnected.
A. Turn the keyswitch to the OFF position .
Replace the wiring between the 31 pin connector and the
Note: Engines without a DPF: The keyswitch must be OFF for 10 harness connector for the suspect DEF line heater.
minutes to allow the DEF pump to purge, reset the code, and reset
the Diesel Exhaust Fluid Controller (DCU). Proceed to Test Step 8.

Note: Engines with a DPF: The keyswitch must be OFF for 15 mi- Result: The 435X-6 diagnostic code is still active with the
nutes to allow the DEF pump to purge, reset the code, and reset line heater disconnected.
the Diesel Exhaust Fluid Controller (DCU).
The PEU is suspect. Proceed to Test Step 7.
B. Disconnect the connector for the DEF line heater with the 435X-
6 diagnostic code.

C. Turn the keyswitch to the ON position.

D. Monitor the active diagnostic codes on the electronic service

tool. Check for a 435X-5 diagnostic code.
Wait at least 30 seconds in order for the diagnostic codes to
become active.

E. Turn the keyswitch to the OFF position.

F. Reconnect the connector for the DEF line heater.

Fault is Result: The fault is resolved with the replacement PEU.

7. Check if a Replacement PEU Eliminates the Fault resolved
Reconnect the suspect PEU. If the fault returns with the sus-
A. Make sure that the latest flash file for the application is installed pect PEU, permanently install the replacement PEU.
in the PEU.
Use the electronic service tool to clear all logged diagnostic
B. Contact Perkins Global Technical Support. codes and verify that the repair eliminates the fault.

C. If Global Technical Support recommend the use of a replace- Proceed to Test Step 8.
ment PEU, install a replacement PEU.
Result: The fault is still present with the replacement PEU.
D. Use the electronic service tool to recheck the system for active
diagnostic codes. Contact Perkins Global Technical Support.

8. Perform a “ DEF Heated Line Test”” Test passed Result: The test passed and no diagnostic codes became
active.
A. Establish communication between the electronic service tool
and “Diesel Exhaust Fluid Controller #1” . If necessary, refer to Return the engine to service.
Troubleshooting, “Electronic Service Tools”.
Result: The test failed.
B. Use the electronic service tool to perform “Line Heater 1, 2 or 3 Troubleshoot any diagnostic codes that became active dur-
Test” , as applicable. ing the test. Refer to TroubleshootingDiagnostic Trouble
Codes.

i05899592 A -5 code indicates that the current flow through the

circuit is low and there is an open in the circuit. A -6
DEF Pump - Test code indicates that the current flow through the circuit
is high and there is a short in the circuit. These codes
can be activated only when the DCU is sending a
command to the DEF pump.
The Dosing Control Unit (DCU) monitors and controls
the Diesel Exhaust Fluid (DEF) pump via voltages, Table 226 lists the diagnostic codes for the DEF
current, and PWM signals. pump circuit.
The DCU sets a diagnostic trouble code if an error is
detected in one or more of these parameters.

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UENR4469 341
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Table 226
Diagnostic Trouble Codes for the DEF Pump

J1939 Code Description Comments

Code
Aftertreatment #1 Diesel Exhaust Fluid Pump Motor This code indicates low current to the DEF pump speed sensor.
4374-5
Speed : Current Below Normal The code is logged.

Aftertreatment #1 Diesel Exhaust Fluid Pump Motor This code indicates high current to the DEF pump speed sensor.
4374-6
Speed : Current Above Normal The code is logged.

Aftertreatment #1 Diesel Exhaust Fluid Pump Heater : This code indicates low current to the DEF pump heater.
5706-5
Current Below Normal The code is logged.

Aftertreatment #1 Diesel Exhaust Fluid Pump Heater : This code indicates high current to the DEF pump heater.
5706-6
Current Above Normal The code is logged.

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Table 227
Troubleshooting Test Steps Values Results

1. Determine the Diagnostic Code Diagnostic Trou- Result: There is an active or logged XXXX-5 or XXXX-6
ble Codes diagnostic code.
A. Establish communication between the electronic service tool
and the engine Electronic Control Module (ECM). Refer to Trouble- Proceed to Test Step 2.
shooting, “Electronic Service Tools”

B. Establish communication between the electronic service tool

and the Dosing Control Unit (DCU).

C. Look for active or logged codes.

2. Replace the Pump and Electronics Unit (PEU) Diagnostic Trou- Result: The PEU was replaced.
ble Codes
Note: The PEU is a non-serviceable unit. If a fault is suspected in Proceed to Test Step 3.
the PEU, the unit must be replaced.

A. Turn the keyswitch to the OFF position for 2 minutes. The key-
switch must be OFF for 2 minutes to allow the DEF pump to purge,
reset the code, and reset the DCU.

B. Replace the PEU.

Diagnostic codes
3. Perform a DEF Dosing System Verification Test Result: The code did not return.

A. Turn the keyswitch to the “ON” position. Do not start the Return the unit to service.
engine.
Result: The code returned.
B. Connect to the “Diesel Exhaust Fluid Controller #1 ECM” using
the electronic service tool. Contact Perkins Global Technical Support.

C. Perform the “DEF Dosing Verification Test” .

i05879584

DEF Pump Pressure Sensor -

Test

Table 228 lists the diagnostic codes for the Diesel

Exhaust Fluid (DEF) pump pressure sensor circuit.

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342 UENR4469
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Table 228
Diagnostic Trouble Codes for the DEF Pump Pressure Sensor

J1939 Code Description Comments

Code
There is excessive voltage on the signal wire between the Diesel Exhaust Fluid Controller
Aftertreatment #1 SCR Dosing Re- (DCU) and the DEF pump.
4334-3 agent Absolute Pressure : Voltage or
Above Normal There is an open circuit on the supply, signal, or return wire.
The code is logged.

Aftertreatment #1 SCR Dosing Re- There is low voltage on the signal wire between the DCU and the DEF pump pressure
4334-4 agent Absolute Pressure : Voltage sensor.
Below Normal The code is logged.

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.
Table 229
Troubleshooting Test Steps Values Results

1. Replace the Pump and Electronics Unit (PEU) PEU fault Result: The PEU was replaced.

Note: The PEU is a non-serviceable unit. If a fault is suspected in Proceed to Test Step 2.
the PEU, the unit must be replaced.

A. Replace the PEU.

Diagnostic codes
2. Perform a DEF Dosing System Verification Test Result: The code did not return.

A. Turn the keyswitch to the “ON” position. Do not start the Return the unit to service.
engine.
Result: The code returned.
B. Connect the electronic service tool.
Contact Perkins Global Technical Support.
C. Perform the “DEF Dosing Verification Test” .

i05880917

DEF Pump Sensor Supply -

Test

Table 230 lists the diagnostic codes for the Diesel

Exhaust Fluid (DEF) pump circuit.
Table 230
Diagnostic Trouble Codes for the DEF Pump Sensor Supply

J1939 Code Description Comments

Code
Sensor Supply #3: Voltage Above
3511-3 An open circuit has been detected in the 5VDC supply to the DEF pump.
Normal
Sensor Supply #3: Voltage Below
3511-4 A short circuit has been detected in the 5VDC supply to the DEF pump.
Normal
Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.

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UENR4469 343
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Table 231
Troubleshooting Test Steps Values Results

1. Replace the Pump and Electronics Unit (PEU) PEU fault Result: The PEU was replaced..

Note: The PEU is a non-serviceable unit. If a fault is suspected, Proceed to Test Step 2.
the PEU must be replaced.

A. Replace the PEU.

2. Perform a DEF Dosing System Verification Test Diagnostic codes Result: The code did not return.

A. Turn the keyswitch to the “ON” position. Do not start the Return the unit to service.
engine.
Result: The code returned.
B. Connect the electronic service tool.
Contact Perkins Global Technical Support.
C. Perform the “DEF Dosing Verification Test” .

i05881171

DEF Tank Sensor - Test

Use this procedure to troubleshoot the electrical

system if a fault is suspected with the sensors. Use
this procedure if any of the diagnostic codes in Table
232 are active or easily repeated.
Table 232
Diagnostic Codes Table

J1939 Code Code Description Comments

The ECM detects a failure of the level
Aftertreatment 1 Diesel Exhaust Fluid Tank Lev-
1761-12 sensor.
el : Failure
The code is logged.

The ECM detects a failure of the temperature

Aftertreatment 1 Diesel Exhaust Fluid Tank Tem-
3031-12 sensor.
perature : Failure
The code is logged.

Battery voltage is routed to terminal 4 of the tank

header unit. The return is routed to terminal 3 of the
tank header unit. The temperature and level signals
are routed through the CAN C data link on terminal 2
(CAN C+) and terminal 1 (CAN C-). The ECM
provides short circuit protection for the internal power
supply. A short circuit to the battery will not damage
the internal power supply.

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Illustration 125 g03708685

Schematic for the DEF tank header unit

Illustration 126 g03708698

DEF tank header connector
(1) CAN C -
(2) CAN C +
(3) Return
(4) Battery +

The tank header unit houses the DEF tank

temperature and the DEF tank level sensors. The
sensors are not serviceable individually.
Complete the procedure in the order in which the
steps are listed.

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UENR4469 345
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Table 233
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Codes Diagnostic Result: A -12 diagnostic code is active.
code
A. Establish communication between the electronic service tool and Proceed to Test Step 2.
the Diesel Exhaust Fluid Controller (DCU) . Refer to Troubleshooting,
“Electronic Service Tools”, if necessary.

B. Turn the keyswitch to the ON position.

C. Look for “-12” active or logged codes.

2. Check for Battery Voltage at the DEF Tank Header Short created Result: The measured voltage is not equal to battery
voltage.
A. Disconnect the harness at the DEF tank header.
Investigate the cause of the incorrect voltage. Refer to
B. Turn the keyswitch to the ON position. Troubleshooting, “DEF Control Module Power - Test”.

D. Measure the voltage between terminals 3 and 4. Result: The measured voltage is equal to battery
voltage.
E. Turn the keyswitch to the OFF position.
Proceed to Test Step 3.

3. Connect a Replacement DEF Tank Header Unit Create an Result: No -12 diagnostic codes are active.
Open
A. Disconnect the connector from the DEF tank header unit. Install the replacement DEF tank header unit.
Confirm that the fault has been eliminated.
B. Connect a replacement DEF tank header unit. Do not install the
unit at this time Result: A -12 diagnostic code is active.

C. Connect the electronic service tool. Reconnect the harness connector to the DEF tank head-
er unit.
D. Turn the keyswitch to the ON position. Contact Perkins Global Technical Support.

E. Check for -12 codes.

i05881305

Diesel Particulate Filter

Identification Signal - Test

This procedure covers the following codes:

Table 234
Diagnostic Trouble Codes for the Aftertreatment Identification Module

J1939 Code Description Comments

Code

(continued)

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346 UENR4469
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(Table 234, contd)

5576-2 Aftertreatment #1 Identification Number Module: Er- The Electronic Control Module (ECM) detects the following conditions:
ratic, Intermittent, or Incorrect
The installed Clean Emissions Module (CEM) is not a certified match with the
engine.

Diagnostic codes 5576-8 or 5576-14 are not active.

There are no active 3509 diagnostic codes.

The ECM has been powered for 2 seconds.

“This is a violation of the emissions regulations, and may result in severe

fines and/or legal action if not corrected immediately.”Do not operate the
engine with the active fault.

Engine power is derated.

5576-8 Aftertreatment #1 Identification Number Module: Ab- The ECM detects the following conditions:
normal Frequency Pulse Width or Period
No signal is detected from the aftertreatment identification module.
There are no active 3509 diagnostic codes.

The ECM has been powered for 2 seconds.

Do not continue to operate the engine with the active fault.

Engine power is derated.

The aftertreatment identification module

communicates with the engine ECM to ensure that
the correct Integrated Clean Emissions Module
(IGCEM) is installed.
If the total operating hours of the engine are greater
than 100, the aftertreatment identification module will
cease to send the signal. The diagnostic codes that
are listed in Table 234 will be disabled.

Illustration 127 g03671526

Schematic for the aftertreatment identification module

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UENR4469 347
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Illustration 128 g03136440

View of the pin locations on the P1 connector for the
aftertreatment identification module
(64) Aftertreatment identification module return
(70) Aftertreatment identification module signal
(72) 5 VDC supply

Illustration 129 g03136458

Connector for the aftertreatment identification module
(1) 5 VDC Supply
(3) Signal
(6) Ground

Complete the procedure in the order in which the

steps are listed.

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348 UENR4469
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Table 235
Troubleshooting Test Steps Values Results

1. Check for Diagnostic Codes Diagnostic Result: A 5576-2 diagnostic code is active.
code
A. Establish communication between the electronic service tool and Proceed to Test Step 6.
the Dosing Control Unit (DCU) . Refer to Troubleshooting, “Electronic
Service Tools”, if necessary. Result: A 5576-8 diagnostic code is active.

B. Turn the keyswitch to the ON position. Proceed to Test Step 2.

C. Look for “-2” or “ -8” active or logged codes.

2. Inspect Electrical Connectors and Wiring Connectors and Result: There is a fault with the harness and
wiring connectors.
A. Inspect the P1/J1 connector. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details. Repair the connectors or the harness and/or replace the
connectors or the harness. Ensure that all of the seals
B. Inspect the connector for the aftertreatment identification module. are correctly in place and ensure that the connectors are
Refer to Troubleshooting, “Electrical Connectors - Inspect” for details. correctly connected.
Use the electronic service tool in order to clear all logged
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM diagnostic codes and then verify that the repair has elim-
connector that are associated with the aftertreatment identification inated the fault.
module.
Result: All connectors, pins, and sockets are correctly
D. Check the screw for the ECM connector for the correct torque of coupled and/or inserted. The harness is free of corro-
6 N·m (53 lb in). sion, abrasion, and pinch points.

E. Check the harness for abrasion and pinch points from the after- Proceed to Test Step 3.
treatment identification module back to the ECM.

3. Measure the Voltage to the Aftertreatment Identification 4.84 to 5.16 Result: The supply voltage is out of the nominal range.
Module VDC.
Replace the harness.
A. Turn the keyswitch to the OFF position. Use the electronic service tool to verify that the repair
eliminates the fault.
B. Disconnect the aftertreatment identification module from the
harness. Result: The supply voltage is correct.

C. Turn the keyswitch to the ON position. Proceed to Test Step 4.

D. Measure the voltage at the harness connector for the aftertreat-

ment identification module from terminal 1 to terminal 6.

4. Check the Signal Wire for an Open Circuit Less than two Result: The measured resistance is more than two
Ohms Ohms.
A. Turn the keyswitch to the OFF position.
Replace the harness.
B. Disconnect the connector for the aftertreatment ID module. Dis- Use the electronic service tool to verify that the repair
connect the P1 connector on the engine ECM. eliminates the fault.

C. Check the resistance between pin 70 on the P1 connector and ter- Result: The measured resistance is less than two Ohms
minal 3 on the harness connector for the aftertreatment identification
module. Proceed to Test Step 5.

(continued)

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UENR4469 349
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(Table 235, contd)

Troubleshooting Test Steps Values Results

5. Check the Signal Wire for a Short Circuit Greater than Result: At least one of the resistance measurements is
100 Ohms less than 100 Ohms.
A. Turn the keyswitch to the OFF position.
Replace the wiring between the aftertreatment identifica-
B. Use a suitable multimeter to measure the resistance between tion module and the ECM.
P1:70 and all other terminals on the P1 connector. Use the electronic service tool to verify that the repair
eliminates the fault.

Result: All measured resistances are greater than 100

Ohms.

Proceed to Test Step 6.

6. Manually Enter the “Aftertreatment Identification Information”” Manual Result: The IGCEM is not a certified match to the
programming engine.
A. Record the “IGCEM serial number” and the “configuration group”
from the IGCEM Identification Plate. The identification plate is on the Replace the IGCEM with a certified match to the engine.
end cover of the IGCEM. Refer to Disassembly and Assembly for removal and in-
stallation procedures. When the new IGCEM is installed,
B. Contact Perkins Global Technical Support for a list of approved the aftertreatment identification module will begin com-
RF and CEM configurations for the engine. municating with the ECM and the diagnostic code will be
cleared.
C. Verify that the IGCEM is a certified match with the engine. Note: The engine ECM will only communicate with the
IGCEM if the total operating hours of the engine are less
D. Establish communication between the electronic service tool and than 100. If the hours are greater than 100, the IGCEM
the ECM . If necessary, refer to Troubleshooting, “Electronic Service information must be programmed into the ECM by using
Tools”. the electronic service tool.

E. Navigate to the “Aftertreatment Configuration” page. Result: The IGCEM is a certified match to the engine.

F. Program the “Factory Installed Aftertreatment #1 Identification Contact Perkins Global Technical Support.
Number” with the serial number from the IGCEM Identification Plate.

G. Program the “DPF #1 Soot Loading Sensing System Configura-

tion Code” with the “configuration group” from the IGCEM Identifica-
tion Plate.

Note: The code is automatically cleared.

i05927167

ECM Memory - Test

This procedure covers the following diagnostic code:

Table 236
Diagnostic Trouble Codes for ECM Software

J1939 Code Description Comments

Code
631-2 Calibration Module : Erratic, Intermittent or The Electronic Control Module (ECM) detects incorrect engine software.
Incorrect
If equipped, the warning light will come on.
This diagnostic code is not logged.
Factory passwords are required to clear this diagnostic code.
The engine will not start.
The flash file in the ECM is from the wrong engine family.

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Recommended Actions
Table 237
Troubleshooting Test Steps Values Results

1. Confirm the Fault Diagnostic code Result:631-2 diagnostic code is active.

A. Use the electronic service tool to confirm that a 631-2 diag- Obtain the engine serial number. Use PTMI to determine the
nostic code is active. latest available flash file for the engine. Verify that the latest
available flash file is loaded into the ECM.

If necessary, use the electronic service tool to install the cor-

rect flash file into the ECM. Refer to Troubleshooting, “Flash
Programming”.

Proceed to Test Step 2.

Result:631-2 diagnostic code is not active.

Contact Perkins Global Technical Support.

i05881468 • Always use a 2900A033 Crimp Tool to service

Deutsch HD and DT connectors. Never solder the
Electrical Connector - Inspect terminals onto the wires.
• Always use a 28170079 Removal Tool to remove
wedges from DT connectors. Never use a
Most electrical faults are caused by poor connections.
screwdriver to pry a wedge from a connector.
The following procedure will assist in detecting faults
with connectors and with wiring. If a fault is found, • Always use a 2900A033 Crimp Tool to service
correct the condition and verify that the fault is
AMP seal connectors.
resolved.
Intermittent electrical faults are sometimes resolved • Refer to Troubleshooting, “ECM Harness
by disconnecting and reconnecting connectors. Connector Terminals” in order to service the
Check for diagnostic codes immediately before connectors for the Electronic Control Module
disconnecting a connector. Also check for diagnostic (ECM).
codes after reconnecting the connector. If the status
of a diagnostic code is changed due to disconnecting • Always use a breakout harness for a voltmeter
and reconnecting a connector, there are several probe or a test light. Never break the insulation of a
possible reasons. The likely reasons are loose wire in order to access a circuit for measurements.
terminals, improperly crimped terminals, moisture,
corrosion, and inadequate mating of a connection. • If a wire is cut, always install a new terminal for the
repair.
Follow these guidelines:

The connection of any electrical equipment and

the disconnection of any electrical equipment
may cause an explosion hazard which may result
in injury or death. Do not connect any electrical
equipment or disconnect any electrical equipment
in an explosive atmosphere.

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UENR4469 351
Diagnostic Functional Tests

Illustration 130 g01131276 Illustration 132 g03137420

Diagram for the installation of a connector plug (1) Seal for ECM connector
(typical example)
(1) ECM connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug

Illustration 131 g01131019

Seal for a three-pin connector (typical example)

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352 UENR4469
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Table 238
Troubleshooting Test Steps Values Results
1. Check Connectors for Moisture and Corrosion Harness, Result: A fault has been found with the harness or the
connectors, connectors.
A. Inspect all the harnesses. Ensure that the routing of the wiring and seals are
harness allows the wires to enter the face of each connector at a OK. Repair the connectors or the wiring, as required. Ensure that
perpendicular angle. Otherwise, the wire will deform the seal bore. all of the seals are correctly installed. Ensure that the con-
This situation can create a path for the entrance of moisture. Verify nectors have been reattached.
that the seals for the wires are sealing correctly. If corrosion is evident on the pins, sockets or the connector,
use only denatured alcohol to remove the corrosion. Use a
B. Ensure that the sealing plugs are in place. If any of the plugs are cotton swab or a soft brush to remove the corrosion.
missing, replace the plug. Ensure that the plugs are inserted cor- If moisture was found in the connectors, run the engine for
rectly into the connector. Refer to Illustration 130 . several minutes and check again for moisture. If moisture re-
appears, the moisture is wicking into the connector. Even if
C. Disconnect the suspect connector and inspect the connector the moisture entry path is repaired, replacement of the wires
seal. Ensure that the seal is in good condition. If necessary, replace may be necessary.
the connector. Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
D. Thoroughly inspect the connectors for evidence of moisture fault.
entry. Result: The harness, connectors, and seals are in good
Note: Some minor seal abrasion on connector seals is normal. Mi- condition.
nor seal abrasion will not allow the entry of moisture.
If moisture or corrosion is evident in the connector, the source of Proceed to Test Step 2.
the moisture entry must be found and repaired. If the source of the
moisture entry is not repaired, the fault will recur. Simply drying the
connector will not rectify the fault. Check the following items for the
possible moisture entry path:
· Missing seals
· Incorrectly installed seals
· Nicks in exposed insulation
· Improperly mated connectors
Moisture can also travel to a connector through the inside of a wire.
If moisture is found in a connector, thoroughly check the connector
harness for damage. Also check other connectors that share the
harness for moisture.
Note: The ECM is a sealed unit. If moisture is found in an ECM
connector, the ECM is not the source of the moisture. Do not re-
place the ECM.

2. Check the Wires for Damage to the Insulation The wiring is Result: There is damage to the harness.
OK
A. Carefully inspect each wire for signs of abrasion, nicks, and Replace the harness.
cuts. Use the electronic service tool in order to clear all logged di-
Inspect the wires for the following conditions: agnostic codes and then verify that the repair eliminates the
· Exposed insulation fault.
· Rubbing of a wire against the engine
· Rubbing of a wire against a sharp edge Result: The wires are free of abrasion, nicks, and cuts and
the harness is correctly clamped.
B. Check all of the fasteners for the harness and the strain relief
components on the ECM to verify that the harness is correctly se- Proceed to Test Step 3.
cured. Also check all of the fasteners in order to verify that the har-
ness is not compressed. Pull back the harness sleeves in order to
check for a flattened portion of wire. A fastener that has been over-
tightened flattens the harness. This damages the wires that are in-
side the harness.

3. Inspect the Connector Terminals Terminals are Result: The terminals of the connector are damaged.
aligned and
Note: The ECM connectors cannot be repaired. If damage is found undamaged Repair the terminals and/or replace the terminals, as
on an ECM connector, the harness must be replaced. required.

(continued)

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Diagnostic Functional Tests

(Table 238, contd)

Troubleshooting Test Steps Values Results
A. Visually inspect each terminal in the connector. Verify that the Use the electronic service tool in order to clear all logged di-
terminals are not damaged. Verify that the terminals are correctly agnostic codes and then verify that the repair eliminates the
aligned in the connector and verify that the terminals are correctly fault.
located in the connector.
Result: The terminals are OK.

Proceed to Test Step 4.

Illustration 133 g01802454

A typical example of the lock wedge.
(1) Lock wedge

Table 239
Troubleshooting Test Steps Values Results
4. Perform a Pull Test on Each Wire Terminal Connection Pull test OK Result: A wire has been pulled from a terminal or a terminal
has been pulled from the connector in the 45 N (10 lb) pull
A. Ensure that the locking wedge for the connector is installed cor- test.
rectly. Terminals cannot be retained inside the connector if the lock-
ing wedge is not installed correctly. Use the 2900A033 Crimp Tool to replace the terminal. Re-
place damaged connectors, as required.
B. Perform the 45 N (10 lb) pull test on each wire. Each terminal Use the electronic service tool in order to clear all logged di-
and each connector should easily withstand 45 N (10 lb) of tension agnostic codes and then verify that the repair eliminates the
and each wire should remain in the connector body. This test fault.
checks whether the wire was correctly crimped in the terminal and Result: All terminals pass the pull test.
whether the terminal was correctly inserted into the connector.
Proceed to Test Step 5.

5. Check the Locking Mechanism of the Connectors The connec- Result: The locking mechanism for the connector is dam-
tors are aged or missing.
A. Ensure that the connectors lock correctly. After locking the con- locked and
nectors, ensure that the two halves cannot be pulled apart. are not Repair the connector or replace the connector, as required.
damaged Use the electronic service tool in order to clear all logged di-
B. Verify that the latch tab of the connector is correctly latched. Also agnostic codes and then verify that the repair eliminates the
verify that the latch tab of the connector returns to the locked fault.
position.
Result: The connectors are in good condition.

Proceed to Test Step 6.

(continued)

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354 UENR4469
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(Table 239, contd)

Troubleshooting Test Steps Values Results

6. Check the Screws on the ECM Connectors The ECM Result: The screws for the ECM connectors are damaged or
connectors a threaded hole in the ECM is damaged.
A. Visually inspect the screws for the ECM connectors. Ensure that are secure.
the threads on each screw are not damaged. Repair the connectors or replace the connectors or screws,
as required. If a threaded hole in the ECM is damaged, re-
B. Connect the ECM connectors. place the ECM.
Use the electronic service tool in order to clear all logged di-
C. Use a 7 mm screw in order to retain each of the ECM agnostic codes and then verify that the repair eliminates the
connectors. fault.

D. Tighten the two screws for the ECM connector to the correct tor- Result: The ECM connectors are secured.
que of 6.0 N·m (53 lb in). Proceed to Test Step 7.

7. Perform the “ Wiggle Test”” on the Electronic Service Tool Intermittent Result: No intermittent faults were found.
faults were
A. Select the “Wiggle Test” from the diagnostic tests on the elec- indicated. If you were sent from another procedure, return to the proce-
tronic service tool. dure and continue testing. If this test confirms that the fault
has been eliminated, return the engine to service.
B. Choose the appropriate group of parameters to monitor.
Result: At least one intermittent fault was indicated.
C. Press the “Start” button. Wiggle the wiring harness in order to
reproduce intermittent faults. Repair the harness or the connector.
If an intermittent fault exists, the status will be highlighted and an
audible beep will be heard. Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

i05944115

Electrical Power Supply - Test

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the power to
the engines Electronic Control Module (ECM). Use
this procedure if any of the diagnostic codes in Table
240 is active or easily repeated.
Table 240
Diagnostic Trouble Codes for the Electrical Power Supply

J1939 Code Code Description Comments

168-3 Electrical System Voltage : Voltage Above Normal The ECM detects voltage that is above the acceptable
value.
168-4 Electrical System Voltage : Voltage Below Normal The ECM detects voltage that is below the acceptable
value.
3216-5 Aftertreatment 1 Intake NOx : Current Below Normal The ECM detects current that is below the acceptable
value
3216-6 Aftertreatment 1 Intake NOx : Current Above Normal The ECM detects current that is above the acceptable
value
3226-5 Aftertreatment 1 Outlet NOx : Current Below Normal The ECM detects current that is below the acceptable
value
3226-6 Aftertreatment 1 Outlet NOx : Current Above Normal The ECM detects current that is above the acceptable
value
5758-11 Engine Exhaust NOx Level Sensor Power Supply: Other The ECM detects voltage that is outside the acceptable
Failure Mode value.
5759-11 Aftertreatment #1 Outlet#1 NOx Level Sensor Power The ECM detects voltage that is outside the acceptable
Supply: Other Failure Mode value.

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Diagnostic Functional Tests

The engine ECM requires the keyswitch to be in the

ON position in order to maintain communications with
the electronic service tool.

Illustration 134 g03732762

Schematic for the engine electrical power supply circuit

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356 UENR4469
Diagnostic Functional Tests

Illustration 135 g03712263

Schematic for the NOx sensor power supply circuit

Illustration 136 g03421240

Pin locations on the P1 connector for the power
supply circuit
(14) NOx sensor return
(57) SCR inlet NOx sensor power
(65) SCR outlet NOx sensor power
(69) Keyswitch input
(81) Battery -
(82) Battery -
(83) Battery -
(84) Battery +
(85) Battery +
(86) Battery +

Complete the procedure in the order in which the

steps are listed.

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UENR4469 357
Diagnostic Functional Tests

Table 241
Troubleshooting Test Steps Value Results

1. Inspect Electrical Connectors and Wiring Damaged wire or Result: A damaged wire or damaged connector was not
connector. Blown found. The fuses are OK.
A. Ensure that the battery disconnect switch is in the fuse.
CLOSED position. Proceed to Test Step 2.

B. Thoroughly inspect all connectors associated with the elec- Result: A damaged wire or damaged connector was found. A
trical power supplies. blown fuse was found.

C. Check all fuses. Repair the damaged wire or the damaged connector. Replace
all blown fuses.
D. Perform a 45 N (10 lb) pull test on each of the wires in the
connectors associated with the electrical power supplies. Use the electronic service tool to clear all logged diagnostic
codes. Verify that the repair eliminates the fault.
E. Check all of the wiring associated with the electrical power
supplies for abrasions and pinch points.

2. Check the Charging Circuit Charging circuit Result: The charging system is OK.

A. Check the charging circuit. Refer to Systems Operation, Proceed to Test Step 3.
Testing and Adjusting, “Charging System - Test”.
Result: The charging system is not OK.

There is a fault in the charging system. Make the necessary

repairs.

Use the electronic service tool to clear all logged diagnostic

codes and verify that the repair eliminates the fault.

3. Load Test the Batteries Load test Result: The batteries pass the load test.

A. Use a suitable battery load tester to test the batteries. Re- Proceed to Test Step 4.
fer to Systems Operation, Testing and Adjusting, “Battery -
Test” for the correct procedure. Result: The batteries do not pass the load test.

Recharge or replace the faulty batteries.

Use the electronic service tool to clear all logged diagnostic

codes and verify that the repair eliminates the fault.

4. Check for Active Diagnostic Codes Diagnostic code Result: A 168-X diagnostic code is active.

A. Establish communication between the electronic service Proceed to Table 242 , “Troubleshooting Procedure for the
tool and the ECM. Refer to Troubleshooting, “Electronic Serv- Engine ECM Power Supply” .
ice Tools”, if necessary.
Result: A 5758-11, 5759-11, 3216, or 3226 diagnostic code is
B. Check the “Active Diagnostics” screen on the electronic active.
service tool.
Proceed to Table 243 , “Troubleshooting Procedure for the
NOx Sensor Power Supplies” .

Table 242
Troubleshooting Procedure for the Engine ECM Power Supply

Troubleshooting Test Steps Value Results

(continued)

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Diagnostic Functional Tests

(Table 242, contd)

1. Check the Voltage at the Ignition Keyswitch Input Battery voltage Result: The measured voltage is equal to battery voltage.

A. Turn the keyswitch to the OFF position. Reconnect the connector for the ignition keyswitch. Proceed
to Test Step 2.
B. Disconnect the connector for the ignition keyswitch.
Result: The measured voltage is not equal to battery voltage.
C. Measure the voltage at the battery supply input to the igni-
tion keyswitch. Replace the wiring between the battery and the input to the
ignition keyswitch.

Use the electronic service tool to clear all logged diagnostic

codes. Verify that the repair eliminates the fault.

2. Check the Keyswitch Signal Voltage Battery voltage Result: The measured voltage is equal to battery voltage.

A. Turn the keyswitch to the OFF position. Proceed to Test Step 4.

B. Disconnect the P1 connector from the ECM. Result: The measured voltage is not equal to battery voltage.

C. Turn the keyswitch to the ON position. Do not attempt to Proceed to Test Step 3.
start the engine.

D. Measure the voltage between P1:69 and a suitable

ground.

3. Check the Wiring Between the Keyswitch and the ECM Less than two Result: The resistance is less than two Ohms.
Ohms.
A. Turn the keyswitch to the OFF position. Replace the ignition keyswitch.

B. Disconnect the connector for the ignition keyswitch. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
C. Measure the resistance between the keyswitch “ON” ter-
minal on the harness and P1:69. Result: The resistance is greater than two Ohms.

Replace the wiring between the ignition keyswitch and the

ECM.

Use the electronic service tool to clear all logged diagnostic

codes and verify that the repair eliminates the fault.

4. Check for Battery Voltage at the ECM Connector Battery Voltage Result: The measured voltage is equal to battery voltage.

A. Turn the keyswitch to the ON position. Proceed to Table 244 , “ECM Replacement” .

B. Use a suitable multimeter to measure the resistance be- Result: The measured voltage is not equal to battery voltage.
tween the following points:
Replace the wiring between the battery and the ECM.
P1:81 and P1:84
P1:82 and P1:85 If the procedure did not correct the issue, contact Perkins
P1:83 and P1:86 Global Technical Support.

Table 243
Troubleshooting Procedure for the NOx Sensor Power Supplies

Troubleshooting Test Steps Value Results

(continued)

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UENR4469 359
Diagnostic Functional Tests

(Table 243, contd)

1. Check the Voltage at the Sensor Connector Battery Voltage Result: The measured voltage is equal to battery voltage.

A. Turn the keyswitch to the OFF position. Install a replacement NOx sensor.

B. Disconnect the connector for the suspect NOx sensor. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
C.Turn the keyswitch to the ON position.

D. Use the electronic service tool to switch on the override for Result: The measured voltage is not equal to battery voltage.
the suspect NOx sensor.
Proceed to Test Step 2.
E. Measure the voltage between terminal 1 and terminal 4 on
the harness connector for the sensor.

F. Turn the keyswitch to the OFF position.

2. Check the Wiring for an Open Circuit Less than two Result: Both resistance measurements are less than two
Ohms Ohms.
A. Disconnect the P1 connector from the ECM.
Proceed to Test Step 3.
B. For a 5758-11 or 3216 diagnostic code, take the following
resistance measurements: Result: At least one of the resistance measurements is great-
Terminal 1 on the SCR intake NOx sensor harness connector er than two Ohms.
to P1:57.
Terminal 4 on the SCR intake NOx sensor harness connector Replace the wiring between the suspect NOx sensor and the
to P1:14. ECM.

For a 5759-11 or 3226 diagnostic code, take the following re- Use the electronic service tool to clear all logged diagnostic
sistance measurements: codes and verify that the repair eliminates the fault.
Terminal 1 on the SCR outlet NOx sensor harness connector
to P1:65.
Terminal 4 on the SCR outlet NOx sensor harness connector
to P1:14.

3. Check the Wiring for a Short Circuit Greater than 100 Result: All resistance measurements are greater than 100
Ohms Ohms.
A. Measure the resistance between P1:14 and all other termi-
nals on the P1 connector. Proceed to Table 244 , “ECM Replacement” .

B. For a 5758-11 or 3216 diagnostic code, measure the resist-

ance between P1:57 and all other terminals on the P1 Result: At least one of the resistance measurements is less
connector. than 100 Ohms.

For a 5759-11 or 3226 diagnostic code, measure the resist- Replace the wiring between the suspect NOx sensor and the
ance between P1:65 and all other terminals on the P1 ECM.
connector.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

If the procedure did not correct the issue, contact Perkins

Global Technical Support.

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360 UENR4469
Diagnostic Functional Tests

Table 244
ECM Replacement

Troubleshooting Test Steps Value Results

1. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the sus-
stalled in the ECM. Refer to Troubleshooting, “Flash pect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement ECM.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time. Do not use the replacement ECM.
Contact Perkins Global Technical Support.
C. If Perkins Global Technical Support recommend the use
of a test ECM, install a test ECM. Refer to Troubleshooting,
“Replacing the ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05955268

Ether Starting Aid - Test

Before testing the ether injection system, remove

the ether canister from the system.
Use this procedure in order to troubleshoot the ether
system or use this procedure if a diagnostic code in
Table 245 is active or logged.
Table 245
Diagnostic Trouble Codes for Ether Injection

J1939 Code Code Description Comments

626-5 Ether Injection Control Solenoid : Current Be- The Electronic Control Module (ECM) detects the following conditions:
low Normal
A low current condition in the output from the ECM to the solenoid for ether
injection

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic
code.
626-6 Ether Injection Control Solenoid : Current The Electronic Control Module (ECM) detects the following conditions:
Above Normal
A high current condition in the output from the ECM to the solenoid for ether
injection

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic
code.

If there is an active engine shutdown, the ether The following conditions must be met for the ether
injection system is disabled. injection system to be enabled:
Activation of the ether starting aid is based on the
coolant temperature, intake manifold air temperature,
and air intake temperature. All three parameters must
be below a predetermined threshold for ether
injection to be enabled.

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UENR4469 361
Diagnostic Functional Tests

• Ether injection is set to enabled in the ECM

parameters

• Engine coolant temperature, intake manifold air

temperature, and air intake temperature must be
below a predetermined threshold
An override in the electronic service tool permits
activation of ether injection when the engine is not
running.

Illustration 137 g03712340

Schematic for the ether injection system

Illustration 138 g01155187

Terminal locations at the harness connector for the
ether solenoid
(1) Ether solenoid supply
(2) Return for ether injection solenoid

Illustration 139 g03400760

Pin locations on the P1 connector for the ether
injection circuit
(9) Ether solenoid supply
(49) Return

Complete the procedure in the order in which the

steps are listed.

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Diagnostic Functional Tests

Table 246
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose con- Result: The harness and wiring are OK.
nection or
A. Remove the electrical power from the ECM. damaged Proceed to Test Step 2.
wire
B. Thoroughly inspect the ECM connector J1/P1. Inspect all of the Result: There is a fault in a connector or the wiring.
other connectors for the circuit. Refer to the diagnostic functional
test Troubleshooting, “Electrical Connectors - Inspect”. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
C. Perform a 45 N (10 lb) pull test on each of the wires in the that the connectors are correctly coupled. Proceed to Test
ECM connector that are associated with the circuit. Step 8.

D. Check the ECM connector (allen head screw) for the correct
torque of 6 N·m (53 lb in).

E. Check the harness and the wiring for abrasion and for pinch
points.

2. Check for Active or Logged Diagnostic Codes Diagnostic Result: No diagnostic codes are present.
codes
The ether canister must be removed prior to performing this There may be an intermittent fault in an electrical component
procedure. between the ECM and the harness connector for the ether
control. The problem may be inside an electrical connector.
A. Verify that the keyswitch is in the OFF position. Refer to Troubleshooting, “Electrical Connector - Inspect”. Pro-
ceed to Test Step 8.
B. Remove the ether canister.
Result: A 626-5 code is present.
C. Connect the electronic service tool to the diagnostic connector.
Proceed to Test Step 3.
D. Turn the keyswitch to the ON position.
Result: A 626-6 code is present.
E. Check for active or logged diagnostic codes that relate to the
ether injection system. Proceed to Test Step 5.

3. Create a Short at the Solenoid Connector Diagnostic Result: A 626-5 diagnostic code was previously active. A 626-
code 6 diagnostic code is active with the jumper installed.
A. Verify that the keyswitch is in the OFF position.
Replace the ether solenoid assembly.
B. Disconnect the harness connector from the ether solenoid.
Proceed to Test Step 8.
C. Fabricate a jumper wire and install the jumper wire between
terminal 1 and terminal 2 on the harness connector for the ether Result: The 626-5 diagnostic code remains active.
solenoid.
Proceed to Test Step 4.
D. Turn the keyswitch to the ON position.

E. Access the “Diagnostic Overrides” screen on the electronic

service tool and then activate the ether injection system.

(continued)

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UENR4469 363
Diagnostic Functional Tests

(Table 246, contd)

Troubleshooting Test Steps Values Results

4. Check the Wiring for an Open Circuit Less than Result: The resistance measurements are both less than 2.0
2.0 Ohms Ohms.
A. Verify that the keyswitch is in the OFF position.
Proceed to Test Step 7
B. Disconnect the harness connector from the ether solenoid.
Result: At least one of the resistance measurements is great-
C. Disconnect the P1 connector from the ECM. er than 2.0 Ohms.

D. Use a multimeter to check the resistance between terminal 1 Replace the wiring between the ether solenoid and the P1
on the solenoid connector and terminal P1:9. connector.

E. Use a multimeter to check the resistance between terminal 2

on the solenoid connector and terminal P1:49.

5. Create an Open Circuit at the Solenoid Connector Diagnostic Result: A 626-6 diagnostic code was previously active. A 626-
codes 5 diagnostic code is active with the solenoid disconnected.
A. Verify that the keyswitch is in the OFF position.
Install a replacement ether solenoid.
B. Disconnect the harness connector from the ether solenoid.
Proceed to Test Step 8.
C. Turn the keyswitch to the ON position.

D. Use the electronic service too to check for active diagnostic co- Result: The 626-6 diagnostic code is still active.
des. Wait at least 10 seconds for activation of the diagnostic
codes. Proceed to Test Step 6.

E. Turn the keyswitch to the OFF position.

6. Check the Wiring for a Short Circuit Greater than Result: All resistance measurements are greater than 100
100 Ohms Ohms.
A. Verify that the keyswitch is in the OFF position.
Proceed to Test Step 7.
B. Disconnect the connector for the ether solenoid. Disconnect
the P1 connector from the ECM. Result: At least one of the resistance measurements is less
than 100 Ohms.
C. Use a suitable multimeter to measure the resistance between
the following terminals: Replace the wiring between the ether solenoid and the P1
1. P1:9 and all other terminals on the P1 connector. connector.
2. P1:49 and all other terminals on the P1 connector.
Proceed to Test Step 8.

7. Check if a Replacement ECM Eliminates the Fault Fault Result: The fault is eliminated with the test ECM.
eliminated
A. Make sure that the latest flash file for the application is installed Reconnect the suspect ECM. If the fault returns with the sus-
in the ECM. Refer to Troubleshooting, “Flash Programming”. pect ECM, permanently install the replacement ECM.

B. Contact Perkins Global Technical Support. Proceed to Test Step 8.

Note: This consultation can greatly reduce the repair time.

C. If Global Technical Support recommend the use of a test ECM, Result: The fault is still present with the replacement ECM.
install a test ECM. Refer to Troubleshooting, “Replacing the
ECM”. Do not use the replacement ECM.
Contact Perkins Global Technical Support.
D. Turn the keyswitch to the ON position. Use the electronic serv-
ice tool to verify that the repair eliminates the fault.

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364 UENR4469
Diagnostic Functional Tests

Illustration 140 g03152796

Ether solenoid activation pin

Table 247
Troubleshooting Test Steps Values Results

8. Verify the Repair Plunger Result: The plunger moved up when the override was active.
movement
A. Activate the Ether Injection Override. Install the ether bottle and return the unit to service.

B. Verify that the plunger moved up when the override was active. If the procedure did not correct the issue, contact Perkins
Global Technical Support.

i05838622

Fuel Transfer Pump - Test

Use this procedure to troubleshoot the relay for the

Electric Fuel Lift Pump (EFLP). Use this procedure if
there is a suspected electrical fault with the EFLP.
This procedure covers the following diagnostic codes:

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UENR4469 365
Diagnostic Functional Tests

Table 248
Diagnostic Codes for the EFLP Relay

J1939 Code Description Comments

Code
1075-5 Engine Electric Lift Pump for Engine Fuel The Electronic Control Module (ECM) detects the following conditions:
Supply : Current Below Normal
There are no active 168 diagnostic codes.

The ECM is not attempting to power the relay.

The ECM has been powered for at least 2 seconds.

There is a low current condition in the EFLP relay circuit for more than 2 seconds.

The warning light will come on. The diagnostic code will be logged.
The ECM is unable to activate the relay for the EFLP. The EFLP will not operate or the
EFLP will operate all the time. The engine will not operate.

1075-6 Engine Electric Lift Pump for Engine Fuel The ECM detects the following conditions:
Supply : Current Above Normal
There are no active 168 diagnostic codes.

The ECM is attempting to power the relay.

The ECM has been powered for at least 2 seconds.

There is a high current condition in the EFLP relay circuit for more than 2 seconds.

The warning light will come on. The diagnostic code will be logged.
The ECM is unable to activate the relay for the EFLP. The EFLP will not operate or the
EFLP will operate all the time. The engine will not operate.
The ECM will continue to attempt to activate the relay. If the current is OK for 6 seconds,
then the diagnostic code will be cleared.

The following background information is related

to this procedure:
The EFLP is used in order to provide positive fuel
pressure to the high-pressure fuel pump. When the
keyswitch is turned to the ON position, the ECM will
activate the EFLP. If the engine is not running, the
ECM will deactivate the EFLP after 2 minutes.

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366 UENR4469
Diagnostic Functional Tests

Illustration 141 g03712725

Schematic for the Electric Fuel Lift Pump (EFLP) relay

Illustration 142 g03712734

Pin location on the P1 connector for the EFLP relay
(7) EFLP relay supply
(15) EFLP relay return

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UENR4469 367
Diagnostic Functional Tests

Table 249
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
B. Thoroughly inspect the connectors between the EFLP relay that the connectors are correctly coupled.
and the engine ECM. Refer to Troubleshooting, “Electrical Con- Use the electronic service tool to clear all logged diagnostic
nectors - Inspect” for details. codes and verify that the repair eliminates the fault.

C. Perform a 45 N (10 lb) pull test on each of the wires in the Result: All connectors, pins, and sockets are correctly
ECM connector that are associated with the EFLP relay. coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.
D. Check the screw for the ECM connector for the correct tor-
que of 6 N·m (53 lb in). Proceed to Test Step 2.

E. Check the harness and wiring for abrasion and for pinch
points from the injectors to the ECM.

2. Check for Active Diagnostic Codes Diagnostic codes Result: Diagnostic code 1075-5 is active when the EFLP is
switched off.
A. Connect the electronic service tool to the diagnostic
connector. Proceed to Test Step 3.

B. Turn the keyswitch to the ON position. Do not start the Result: Diagnostic code 1075-6 is active when the EFLP is
engine. switched on.

C. Make a note of any active diagnostic codes. Proceed to Test Step 5.

C. Wait for at least 2 minutes for the Electric Fuel Lift Pump Result: An active diagnostic code or a recently logged diag-
(EFLP) to deactivate. Make a note of any active diagnostic nostic code was not displayed. There may be a fault with the
codes. switched power circuit for the EFLP. The ECM does not
monitor the status of this condition.

Proceed to Test Step 7.

(continued)

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(Table 249, contd)

Troubleshooting Test Steps Values Results

3. Create a Short Circuit at the EFLP Relay Open circuit Result: A 1075-6 diagnostic code was active with the jump-
er installed.
A. Turn the keyswitch to the OFF position.
Install a replacement EFLP.
B. Disconnect the harness connector for the Electric Fuel Lift
Pump (EFLP) relay. Reconnect the connector for the EFLP relay.

C. Fabricate a jumper wire that is 150 mm (6 inch) long. Turn the keyswitch to the ON position. Do not start the en-
gine. Check for active diagnostic codes.
D. Use the jumper wire to connect Test Point 1 to Test Point 2
on the harness connector for the EFLP relay. Refer to Illustra- Wait for at least 2 minutes for the EFLP to deactivate. Check
tion 142 . for active diagnostic codes.

E. Turn the keyswitch to the ON position. Do not start the Confirm that the fault has been eliminated.
engine.
Result: A 1075-5 diagnostic code is still active with the
F. Use the electronic service tool to check for an active 1075-6 jumper installed. There is a fault in the wiring or the ECM.
diagnostic code.
Proceed to Test Step 4.
G. Wait for at least 2 minutes for the EFLP to deactivate. Check
for an active 1075-5 diagnostic code.

H. Turn the keyswitch to the OFF position.

I. Remove the jumper. Leave the connector for the EFLP

disconnected.

4. Measure the Voltage at the Relay Connector Battery voltage Result: The measured voltage is equal to battery voltage.
The wiring to the input of the EFLP relay is OK.
A. Turn the keyswitch to the ON position. Do not start the
engine. Proceed to Test Step 6.

B. Use a voltmeter to measure between Test Point 2 on the Result: The measured voltage is not equal to battery volt-
harness connector for the EFLP relay and a suitable ground. age. The fault is in the wiring to the input of the EFLP relay.

Repair or replace the faulty wiring.

Turn the keyswitch to the ON position. Do not start the

engine.

Wait for at least 2 minutes for the EFLP to deactivate. Check

for active diagnostic codes.

Confirm that the fault has been eliminated.

(continued)

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UENR4469 369
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(Table 249, contd)

Troubleshooting Test Steps Values Results
Fault moves to an-
5. Create an Open Circuit at the Relay other injector Result: A 1075-5 diagnostic code is active. There are no
faults in the wiring for the EFLP.
A. Turn the keyswitch to the OFF position.
Install a replacement relay.
B. Disconnect the harness connector for the EFLP relay.
Turn the keyswitch to the ON position. Do not start the
C. Turn the keyswitch to the ON position. Do not start the engine.
engine.
Wait for at least 2 minutes for the EFLP to deactivate. Check
Wait for at least 2 minutes for the EFLP to deactivate. for active diagnostic codes.

D. Use the electronic service tool to check for an active 1075-6 Confirm that the fault has been eliminated.
diagnostic code.
Result: A 1075-6 diagnostic code is still active. There is a
E. Turn the keyswitch to the OFF position. fault in the wiring or the ECM.

Proceed to Test Step 6.

6. Check the Wiring Between the Relay and the ECM for an Less than two Result: At least one of the resistance measurements is
Open Circuit Ohms greater than two Ohms. The fault is in the wiring to the
EFLP.
A. Turn the keyswitch to the OFF position.
Repair the faulty EFLP harness connector or replace the
B. Disconnect the P1 connector. faulty harness.

C. Inspect the P1/J1 connector. Refer to Troubleshooting, Turn the keyswitch to the ON position. Do not start the en-
“Electrical Connectors - Inspect”. gine. Check for active diagnostic codes.

D. Disconnect the connector for the Electric Fuel Lift Pump Wait for at least 2 minutes for the EFLP to deactivate. Check
(EFLP) relay. for active diagnostic codes.

E. Measure the resistance between P1:7 and Test Point 2 on Confirm that the fault has been eliminated.
the harness connector for the EFLP relay.
Result: All resistance measurements are less than two
F. Measure the resistance between P1:15 and Test Point 1 on Ohms. The fault is in the ECM.
the harness connector for the EFLP relay.
Make sure that the latest flash file for the application is in-
stalled in the ECM. Refer to Troubleshooting, “Flash
Programming”.

Contact Perkins Global Technical Support.

Note: This consultation can greatly reduce the repair time.

If the Technical Support recommends the use of a test ECM,

install a test ECM. Refer to Troubleshooting, “Replacing the
ECM”.

Use the electronic service tool in order to clear all logged di-
agnostic codes.

Turn the keyswitch to the ON position. Do not start the en-

gine. Check for active diagnostic codes.

Wait for at least 2 minutes for the Electric Fuel Lift Pump
(EFLP) to deactivate. Check that the fault has been
eliminated.

If the fault is still present, contact Perkins Global Technical

Support.

(continued)

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370 UENR4469
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(Table 249, contd)

Troubleshooting Test Steps Values Results

7. Check the Fuse Fuse blown Result: The fuse is blown. There is a short in the circuit for
the EFLP.
A. Turn the keyswitch to the ON position. Wait for 5 seconds.
Do not replace the fuse at this stage. Proceed to Test Step
B. Turn the keyswitch to the OFF position. Check the fuse for 8.
the Electric Fuel Lift Pump (EFLP). Refer to Illustration 141 .
Result: The fuse is not blown. There may be an open circuit
in the circuit for the EFLP.

Proceed to Test Step 11.

8. Disconnect the Relay Connector Fuse blown Result: The fuse is blown. The fault is in the wiring between
Test Point A on the relay and battery+.
A. Disconnect the connector for the Electric Fuel Lift Pump
(EFLP) relay. Repair the faulty wiring or replace the faulty wiring.

B. Replace the fuse for the EFLP. Replace the fuse and then turn the keyswitch to the ON po-
sition to verify that the repair eliminates the fault.
C. Turn the keyswitch to the ON position. Wait for 5 seconds.
Result: The fuse is not blown.
D. Turn the keyswitch to the OFF position. Check the fuse.
Proceed to Test Step 9.

9. Check the Wiring Between the Relay and the Electric Greater than Result: The resistance is more than 10000 Ohms. The wir-
Fuel Lift Pump 10000 Ohms ing between the relay and the EFLP is not shorted.

A. Disconnect the connector for the EFLP relay. Proceed to Test Step 10.

B. Disconnect the connector for the EFLP. Result: The resistance is less than 10000 Ohms. The fault
is in the wiring between the relay and the EFLP.
C. Check the resistance between Test Point B on the harness
connector for the relay and a suitable ground. Repair the faulty wiring or replace the faulty wiring. Turn the
keyswitch to the ON position to verify that the repair elimi-
nates the fault.

10. Check the Relay for a Short Circuit Fuse blown Result: The fuse is blown. The short is in the relay.

A. Reconnect the EFLP relay. Leave the connector for the Replace the relay.
EFLP disconnected.
Replace the fuse. Reconnect the EFLP and the relay. Turn
B. Turn the keyswitch to the ON position. Wait for 5 seconds. the keyswitch to the ON position to verify that the repair
eliminates the fault.
C. Turn the keyswitch to the OFF position. Check the fuse for
the EFLP. Result: The fuse is not blown. The short is in the EFLP or
the lead for the EFLP.

Replace the EFLP.

Reconnect the EFLP and the relay. Turn the keyswitch to

the ON position to verify that the repair eliminates the fault.

(continued)

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UENR4469 371
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(Table 249, contd)

Troubleshooting Test Steps Values Results

11. Check the Input Voltage to the Relay Battery voltage Result: The voltage is equal to battery voltage. The wiring
between the battery and the EFLP relay is OK.
A. Disconnect the connector for the EFLP relay.
Proceed to Test Step 12.
B. Use a voltmeter to check the voltage between Test Point (A)
on the harness connector for the EFLP relay and a suitable Result: The voltage is not within the expected range. The
ground. fault is in the wiring between the battery and the EFLP relay.

Repair the faulty wiring or replace the faulty wiring.

Turn the keyswitch to the ON position. Do not start the

engine.

Wait for at least 2 minutes for the EFLP to deactivate. Check

for active diagnostic codes.

Confirm that the fault has been eliminated.

12. Check the Voltage at the Connector for the Electric Fuel Battery voltage Result: The voltage is equal to battery voltage. The wiring
Lift Pump between the battery and the EFLP relay is OK.

A. Reconnect the connector for the EFLP relay. Proceed to Test Step 13.

B. Disconnect the connector for the EFLP. Result: The voltage is not within the expected range. The
EFLP is not receiving the correct voltage.
C. Turn the keyswitch to the ON position. Do not start the
engine. Proceed to Test Step 14.

D. Measure the voltage at terminal 1 of the harness connector

for the EFLP to a suitable ground.

(continued)

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372 UENR4469
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(Table 249, contd)

Troubleshooting Test Steps Values Results

13. Check the Return Wire for the Electric Fuel Lift Pump Battery voltage Result: The voltage is equal to battery voltage. The wiring
between the EFLP and battery- is OK.
A. Disconnect the connector for the EFLP.
Replace the EFLP. Refer to Disassembly and Assembly,
B. Turn the keyswitch to the ON position. Do not start the “Fuel Priming Pump - Remove and Install”.
engine.
Turn the keyswitch to the ON position. Do not start the
C. Measure the voltage from terminal 1 to terminal 2 of the har- engine.
ness connector for the EFLP.
Confirm that the fault has been eliminated.

Result: The voltage is not within the expected range. The

fault is in the wiring between the EFLP and battery-.

Repair the faulty wiring or replace the faulty wiring.

Turn the keyswitch to the ON position to activate the EFLP

and confirm that the repair eliminates the fault.

14. Bypass the Relay Battery voltage Result: The voltage is equal to battery voltage. There is a
fault in the relay.
A. Turn the keyswitch to the OFF position.
Install a replacement relay.
B. Disconnect the connector for the EFLP relay.
Turn the keyswitch to the ON position. Do not start the
C. Disconnect the connector for the EFLP. engine.

D. Fabricate a jumper wire that is 150 mm (6 inch) long. Confirm that the fault has been eliminated.

E. Use the jumper wire to connect Test Point (A) to Test point Result: The voltage is not within the expected range. The
(B) on the harness connector for the EFLP relay. Refer to Illus- fault is in the wiring between the EFLP and the EFLP relay.
tration 141 .
Repair the faulty wiring or replace the faulty wiring.
F. Measure the voltage from terminal 1 on the harness connec-
tor for the EFLP to a suitable ground. Turn the keyswitch to the ON position to activate the EFLP
and confirm that the repair eliminates the fault.
G. Remove the jumper.

i05891819

Glow Plug Starting Aid - Test

This procedure covers the following diagnostic code:

Use this procedure if there is a suspected fault in the
glow plug start aid circuit or the glow plugs.

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UENR4469 373
Diagnostic Functional Tests

Table 250
Diagnostic Trouble Codes For The Glow Plug Starting Aid

J1939 Code Code Description Comments

The Electronic Control Module (ECM) detects the following conditions:

The engine is not cranking.

The ECM has been powered for at least one second.

There is a low current condition (open circuit) in the glow plug start aid relay circuit for
Engine Glow Plug Relay : Current
676-5 more than 2 seconds.
Below Normal
The warning light will come on. The diagnostic code will be logged. An ECM that was pre-
viously blank will require a total of 2 hours of operation before the diagnostic code will be
logged.
The ECM is unable to activate the relay for the glow plug starting aid. The glow plugs will
not operate. The engine may be difficult to start in cold temperatures and the exhaust
may emit white smoke.

The Electronic Control Module (ECM) detects the following conditions:

The engine is not cranking.

The ECM has been powered for at least one second.

There is a high current condition (short circuit) in the glow plug start aid relay circuit for
Engine Glow Plug Relay : Current
676-6 more than 2 seconds.
Above Normal
The warning light will come on. The diagnostic code will be logged. An ECM that was pre-
viously blank will require a total of 2 hours of operation before the diagnostic code will be
logged.
The ECM is unable to activate the relay for the glow plug starting aid. The glow plugs will
not operate or the glow plugs will operate all the time. The engine may be difficult to start
in cold temperatures and the exhaust may emit white smoke.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

The following background information is related Electronic Service Tool Test Aid
to this procedure:
The electronic service tool includes the test “Glow
The starting aid is used to improve the engine starting Plug Start Aid Override Test” . This test will assist the
when the engine is cold. With the keyswitch in the ON analysis of the cold starting aid.
position, the ECM monitors the following parameters
to decide if the glow plugs need to be switched ON: Overview of the Glow Plug Start Aid Override Test

• Coolant temperature This glow plug start aid override test switches on the
cold starting aid when the engine is not running. The
• Intake manifold air temperature glow plug start aid override test aids the analysis of
the circuit for the glow plug start aid relay.
If the glow plugs are required, then the ECM will
activate the starting aid relay for a controlled period.
While the glow plug start aid relay is activated, the
glow plug start aid relay will supply power to the glow
plugs. If a “Wait To Start” lamp is installed, then this
lamp will be illuminated in order to indicate the “Wait
To Start” period.
“ Wait to Start Lamp””
This feature may be included as an option.
When glow plugs need to be activated prior to
starting, a lamp will indicate that the operator needs
to “Wait to Start” . Starting aids may be used during
the cranking of the engine. Starting aids may be used
if the engine has previously been started. The “Wait
to Start” lamp will not be active in these conditions.

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Illustration 143 g03712767

Schematic for the glow plug starting aid circuit

Illustration 144 g03400040

Pin locations on the P1 connector for the glow plug
starting aid circuit
(8) Glow plug start aid control
(49) Return

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UENR4469 375
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Table 251
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Check that the fuses are not blown. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
B. Inspect the terminals on the glow plug start aid relay and that the connectors are correctly coupled.
then inspect the connector on the flying lead from the relay. Re- Use the electronic service tool to clear all logged diagnostic
fer to Troubleshooting, “Electrical Connectors - Inspect” for codes and verify that the repair eliminates the fault.
details.
Result: All connectors, pins, and sockets are correctly
C. Inspect the bus bar for the glow plugs. Ensure that the nuts coupled and/or inserted. The harness is free of corrosion,
that secure the bus bar to each glow plug are tightened to a tor- abrasion, and pinch points. The fuses are not blown. The
que of 2 N·m (17 lb in). Ensure that the bus bar is not shorted bus bar is secured to the glow plugs and not shorted to
to the engine. ground.

D. Perform a 45 N (10 lb) pull test on each of the wires in the Proceed to Test Step 2.
ECM connector that are associated with the glow plug starting
aid.

E. Check the screw for the ECM connector for the correct tor-
que of 6 N·m (53 lb in).

F. Check the harness for abrasion and pinch points from the
glow plugs back to the ECM.

2. Check for Active Diagnostic Codes Diagnostic codes Result: No diagnostic codes are present.

A. Connect the electronic service tool to the diagnostic There may be an intermittent fault in an electrical compo-
connector. nent between the ECM and the glow plugs. The problem
may be inside an electrical connector. Refer to Trouble-
B. Turn the keyswitch to the ON position. shooting, “Electrical Connector - Inspect” in order to identify
Note: Do not start the engine. intermittent faults.

C. Use the electronic service tool to select the “Glow Plug Start There may be a fault in the glow plug switched power circuit.
Aid Override Test” in order to turn on the power for the glow The ECM does not monitor the status of this condition.
plugs. Proceed to Test Step 9 to test this circuit.

D. Check for active diagnostic codes or recently logged diag- Result: Diagnostic code 676-5 is active or recently logged.
nostic codes.
Proceed to Test Step 3.

Result: Diagnostic code 676-6 is active or recently logged.

Proceed to Test Step 5.

(continued)

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376 UENR4469
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(Table 251, contd)

Troubleshooting Test Steps Values Results

3. Create a Short Circuit at the Relay Connector Diagnostic code Result: A 676-5 diagnostic code was previously active. A
676-6 diagnostic code is active with the jumper installed.
A. Turn the keyswitch to the OFF position.
Install a replacement glow plug relay.
B. Remove the glow plug start aid relay.
Use the electronic service tool to clear all logged diagnostic
C. Fabricate a jumper wire. Install the jumper wire between codes and verify that the repair eliminates the fault.
Test Point 1 and Test Point 2 on the harness connector for the
glow plug relay. Refer to Illustration 143 . Result: The 676-5 diagnostic code is still active.

D. Turn the keyswitch to the ON position. Proceed to Test Step 4.

E. Use the electronic service tool to select the “Glow Plug Start
Aid Override Test” to turn on the power for the glow plugs.

F. Use the electronic service tool to check for active diagnostic

codes. Wait at least 30 seconds for activation of the diagnostic
codes.

G. Turn the keyswitch to the OFF position and remove the

jumper wire.

Less than two

4. Check the Wiring Between the ECM and the Relay for an Ohms Result: The resistance measurement is greater than two
Open Circuit Ohms - the fault is in the wiring between the relay and the
ECM.
A. Verify that the keyswitch is in the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect the P1 connector from the ECM.
Result: The resistance measurement is less than two
C. Inspect the P1connector. Refer to Troubleshooting, “Electri- Ohms.
cal Connectors - Inspect” for details.
Proceed to Test Step 7.
D. Measure the resistance between Test Point 1 on the har-
ness connector for the relay and P1:49.

D. Measure the resistance between Test Point 2 on the har-

ness connector for the relay and P1:8.

5. Create an Open Circuit at the Relay Diagnostic codes Result: A 676-6 diagnostic code was previously active. A
676-5 diagnostic code is active with the relay disconnected.
A. Turn the keyswitch to the OFF position.
Install a replacement glow plug start aid relay.
B. Disconnect the glow plug start aid relay. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
C. Use the electronic service tool to select the “Glow Plug Start
Aid Override Test” in order to turn on the power for the glow Result: The 676-6 diagnostic code is still active with the re-
plugs. lay disconnected.

D. Use the electronic service tool to check for active diagnostic Proceed to Test Step 6.
codes. Wait at least 30 seconds for activation of the diagnostic
codes.

(continued)

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UENR4469 377
Diagnostic Functional Tests

(Table 251, contd)

Troubleshooting Test Steps Values Results

6. Check the Wiring Between the Relay and the ECM for a Greater than 100 Result: At least one of the resistance measurements is less
Short Circuit Ohms than 100 Ohms - there is a short in the wiring between the
relay and the ECM.
A. Disconnect the P1 connector.
Repair the faulty wiring or replace the faulty wiring.
B. Inspect the P1connector. Refer to Troubleshooting, “Electri- Use the electronic service tool to clear all logged diagnostic
cal Connectors - Inspect” for details. codes and verify that the repair eliminates the fault.

C. Use a suitable multimeter to measure the resistance be-

tween P1:49 and all other terminals on the P1 connector. Result: All resistance measurements are greater than 100
Ohms.
D. Use a suitable multimeter to measure the resistance be-
tween P1:8 and all other terminals on the P1 connector. Proceed to Test Step 7.

7. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommends the use of a test ECM, in- Contact Perkins Global Technical Support.
stall a test ECM. Refer to Troubleshooting, “Replacing the
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

8. Check the Operation of the Glow Plugs Approximately 7.0 Result: The reading on the clamp on ammeter near the ex-
Amps for a 12 pected reading.
A. Place a suitable clamp-on ammeter on the power supply VDC system.
wire. Approximately 4.5 The glow plugs are operating correctly.
Amps for a 24 Return the engine to service.
B. Use the electronic service tool to select the “Glow Plug Start VDC system.
Aid Override Test” in order to turn on the power for the glow Result: The reading on the clamp on ammeter is between
plugs. zero and the expected reading.

C. Wait for 20 seconds and then note the reading on the Proceed to Test Step 9.
clamp-on ammeter.
Result: The reading on the clamp on ammeter is zero.

Proceed to Test Step 10.

(continued)

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378 UENR4469
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(Table 251, contd)

Troubleshooting Test Steps Values Results

9. Test the Continuity of the Glow Plugs One or more glow Result: One or more of the glow plugs do not display
plugs do not have continuity.
A. Disconnect the power supply and remove the bus bar from continuity.
the glow plugs. Replace any glow plugs that do not show continuity.
Use the electronic service tool to clear all logged diagnostic
B. Use a suitable digital multimeter to check continuity (resist- codes and verify that the repair eliminates the fault.
ance). Turn the audible signal on the digital multimeter ON.
Result: All glow plugs display continuity.
C. Place one probe on the connection for one of the glow plugs
and the other probe to a suitable ground. The digital multimeter Repeat this procedure from Test Step 1.
should make an audible sound.

D. Repeat the continuity check on the remaining glow plugs.

10. Check the Fuse Blown fuse Result: The fuse is blown - there is a short in the power cir-
cuit for the glow plugs.
A. Turn the battery disconnect switch to the OFF position.
Do not replace the fuse at the stage.
B. Check the fuse for the glow plug start aid relay. Refer to Illus- Proceed to Test Step 11.
tration 144 .
Result: The fuse is not blown - there may be an open circuit
in the power circuit for the glow plugs.

Proceed to Test Step 13.

11. Disconnect the Relay and Check the Fuse Blown fuse Result: The fuse is blown - there is a short circuit in the wir-
ing between the fuse and the glow plug start aid relay.
A. Disconnect the glow plug start aid relay.
Repair the faulty wiring or replace the faulty wiring.
B. Replace the fuse for the relay. Replace the fuse and reconnect the relay.
Turn the battery disconnect switch to the ON position.
C. Turn the battery disconnect switch to the ON position. Wait Use the electronic service tool to clear all logged diagnostic
for 5 seconds. codes and verify that the repair eliminates the fault.

D. Turn the battery disconnect switch to the OFF position. Result: The fuse is not blown.

E. Check the fuse. Proceed to Test Step 12.

12. Check the Wiring Between the Relay and the Bus Bar Greater than Result: The resistance is greater than 10000 Ohms.
for a Short Circuit 10000 Ohms
Install a replacement relay. Reconnect the power supply
A. Disconnect the power supply wire from the bus bar. wire to the bus bar.
Turn the battery disconnect switch to the ON position.
B. Measure the resistance between Test Point B on the har- Use the electronic service tool to clear all logged diagnostic
ness connector for the relay to a suitable engine ground. codes and verify that the repair eliminates the fault.

Result: The resistance is less than 10000 Ohms - there is a

short in the wiring between the relay and the bus bar.

Repair the faulty wiring or replace the faulty wiring.

Turn the battery disconnect switch to the ON position.
Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.

(continued)

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UENR4469 379
Diagnostic Functional Tests

(Table 251, contd)

Troubleshooting Test Steps Values Results

13. Check the Input Voltage to the Relay At least 11 VDC Result: The voltage is not as expected - The fault is in the
for a 12 VDC sys- wiring between the battery and the relay.
A. Disconnect the connector for the glow plug start aid relay. tem. At least 22
VDC for a 24 VDC Repair the faulty wiring or replace the faulty wiring.
B. Turn the battery disconnect switch to the ON position. system. Reconnect the relay.
Use the electronic service tool to clear all logged diagnostic
C. Measure the voltage at Test Point A on the harness connec- codes and verify that the repair eliminates the fault.
tor for the relay to a suitable ground.
Result: The voltage is as expected.

Leave the relay disconnected and proceed to Test Step 14.

14. Bypass the Relay Approximately 7.0 Result: The reading on the clamp-on ammeter is correct.
Amps for a 12
A. Turn the battery disconnect switch to the OFF position. VDC system. Install a replacement relay.
Approximately 4.5 Turn the battery disconnect switch to the ON position.
B. Fabricate an 8 AWG jumper wire that is 150 mm (6 inch) Amps for a 24 Use the electronic service tool to clear all logged diagnostic
long. VDC system. codes and verify that the repair eliminates the fault.

C. Install the jumper wire between Test Point A and Test Point Result: The reading on the clamp-on ammeter is zero - the
B on the harness connector for the relay. fault is in the wiring between the relay and the bus bar.

D. Turn the battery disconnect switch to the ON position. Repair the faulty wiring or replace the faulty wiring.
Turn the battery disconnect switch to the ON position.
E. Use a clamp-on ammeter to measure the current on the Use the electronic service tool to clear all logged diagnostic
power supply wire to the glow plugs. codes and verify that the repair eliminates the fault.

F. Turn the battery disconnect switch to the OFF position. If the procedure did not correct the issue, contact Perkins
Global Technical Support.
G. Remove the jumper.

i05891878

Idle Validation - Test

This procedure covers the following diagnostic codes:

Table 252
Diagnostic Trouble Codes for the Idle Validation Switches

J1939 Code Code Description Comments

Accelerator Pedal 1 Low Idle The Electronic Control Module (ECM) detects the following condition:
558-2 Switch : Erratic, Intermittent, or
Incorrect The signal from the Idle Validation Switch (IVS) is invalid.
Accelerator Pedal 2 Low Idle
If equipped, the warning light will come on. The ECM will log the diagnostic code.
2970-2 Switch : Erratic, Intermittent, or
Incorrect
Follow the troubleshooting procedure in order to identify the root cause of the fault.

If the application is equipped with two throttles, the

engine will use the second throttle until the fault is
repaired.
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:

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380 UENR4469
Diagnostic Functional Tests

• The engine will default to limp home mode.

• If the engine speed is higher than the speed in limp

home mode, the engine will decelerate to limp
home mode.

• If the engine speed is lower than the speed in limp

home mode, the engine speed will remain at the
current speed.

• The engine will remain at this speed while the

diagnostic code remains active.

• All inputs from the faulty throttle are ignored by the

ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been cycled.
The IVS may be installed. The IVS is required for
mobile applications with an analog throttle installed.
The IVS is part of the throttle position sensor. The IVS
is CLOSED when the low idle is set.
The configuration parameters for the throttle and for
the IVS thresholds are programmed into the ECM.
Use the electronic service tool in order to display the
configuration parameters for the throttle and for the
IVS.
If the IVS operates outside of the programmed range,
then the engine speed may not respond to changes in
the throttle position.
The electronic service tool may be used for the
following:
• If necessary, reset the IVS threshold for an existing
IVS.
• If necessary, view the IVS change point and reset
the IVS thresholds when a new throttle assembly
is installed.

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Diagnostic Functional Tests

Illustration 145 g03712853

Schematic of the IVS circuit

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382 UENR4469
Diagnostic Functional Tests

Illustration 146 g03162058

Typical view of the pin locations in the P1 connector
for the IVS
(36) Sensor Ground
(66) Idle validation 2
(75) Idle validation 1

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UENR4469 383
Diagnostic Functional Tests

Table 253
Troubleshooting Test Steps Values Results

1. Check for Active Diagnostic Codes and/or Recently Diagnostic codes Result: No diagnostic codes are active - the problem
Logged Diagnostic Codes may have been intermittent.

A. Connect the electronic service tool to the diagnostic Carefully inspect the connectors and wiring. Refer to
connector. Troubleshooting, “Electrical Connectors - Inspect”.

B. Turn the keyswitch to the ON position. Result: A 558-2 or a 2970-2 diagnostic code is active or
recently logged at this time.
C. Monitor the active diagnostic code screen on the electronic
service tool. Check and record any active diagnostic codes. Proceed to Test Step 2.
Note: Wait at least 30 seconds in order for the diagnostic codes
to become active.
Note: A diagnostic code that is logged several times is an indi-
cation of an intermittent problem. Most intermittent problems are
a poor connection in a connector.

2. Check the Operation of the IVS IVS status change Result: The IVS state changes from CLOSED (ON) to
OPEN (OFF)
A. Connect the electronic service tool to the diagnostic
connector. Proceed to Test Step 3.

B. Turn the keyswitch to the ON position. Result: The IVS state does not change.
Note: Do not start the engine.
Proceed to Test Step 4.
C. Use the electronic service tool in order to check the current
“Throttle Configuration” .

D. Select the “SERVICE” option from the drop-down menu of

the electronic service tool.

E. Select the “Throttle Configuration” option on the electronic

service tool. Select the appropriate “Throttle Configuration”
summary from the menu on the left of the screen. The IVS win-
dow for the throttle will indicate “YES” if an IVS is installed.

F. Select the “Throttle status” function on the electronic service

tool. Select “Status” function and then select “Throttles”
function.

G. The throttle is set in the low idle position.

H. Operate the throttle slowly. The IVS status should change

from CLOSED (ON) to OPEN (OFF).

(continued)

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384 UENR4469
Diagnostic Functional Tests

(Table 253, contd)

Troubleshooting Test Steps Values Results

3. Check the IVS Threshold IVS operates within Result: The IVS switch operates within the “Idle Valida-
threshold. tion Min OFF Threshold” and the “Idle Validation Max
A. Connect the electronic service tool to the diagnostic ON Threshold” parameters.
connector.
The IVS is operating correctly.
B. Turn the keyswitch to the ON position. Return the engine to service.

C. Use the electronic service tool in order to check the current Result: The IVS switch cannot operate within the “Idle
“Throttle Configuration” . Validation Min OFF Threshold” and the “Idle Validation
Max ON Threshold” parameters.
D. Select the “SERVICE” option from the drop-down menu of
the electronic service tool. Proceed to Test Step 9.

E. Select the “Throttle Configuration” option on the electronic

service tool. Select the appropriate “Throttle Configuration”
summary from the menu on the left of the screen. The IVS win-
dow for the throttle will indicate “YES” if an IVS is installed.
Make a note of the “Idle Validation Min OFF Threshold” param-
eters that are displayed in the “Throttle Configuration” menu of
the electronic service tool. Make a note of the “Idle Validation
Max ON Threshold” parameters that are displayed in the
“Throttle Configuration” menu of the electronic service tool.

F. To select the “Throttle status” function on the electronic serv-

ice tool, select “Status” function and then select “Throttles”
function.

G. The throttle is set in the low idle position.

H. Operate the throttle slowly. The IVS status should change

from CLOSED (ON) to OPEN (OFF).

4. Inspect Electrical Connectors and the Harness Loose connection or Result: Faults found in harness or connectors.
damaged wire
A. Inspect the P1/J1 connectors, the harness and all of the con- Repair the connectors or the harness and/or replace the
nectors for the IVS. Refer to Troubleshooting, “Electrical Con- connectors or the harness. Ensure that all of the seals
nectors - Inspect” for details. are correctly in place and ensure that the connectors are
correctly connected.
B. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool in order to clear all logged
ECM connector that are associated with the suspect idle valida- diagnostic codes and then verify that the repair elimi-
tion switch. nates the fault.

C. Check the screw for the ECM connector for the correct torque Result: No harness or connector faults found.
of 6 N·m (53 lb in).
Proceed to Test Step 5.
D. Check the harness for abrasion and pinch points from the
throttle switch to the ECM.

(continued)

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UENR4469 385
Diagnostic Functional Tests

(Table 253, contd)

Troubleshooting Test Steps Values Results
IVS state on with
5. Check the Location of the Fault jumper installed. Result: With the jumper wire connected, the electronic
service tool displays the IVS state in the ON position on
A. Disconnect the IVS harness connector. IVS state off with the throttle status screen. With the jumper wire discon-
jumper removed. nected, the electronic service tool displays the IVS state
B. Fabricate a jumper wire. in the OFF position on the throttle status screen.
Proceed to Test Step 9.
C. Turn the keyswitch to the ON position.
Result: The IVS status that is displayed on the elec-
D. Install a jumper wire between the IVS connections on the har- tronic service tool does not change with the jumper wire
ness. Use the electronic service tool in order to check for diag- either removed or installed.
nostic codes.
Proceed to Test Step 6.
E. Remove the jumper wire that is between the IVS connections
on the harness. Use the electronic service tool in order to check
for diagnostic codes.

6. Check the Wiring for an Open Circuit Less than two Ohms Result: One or more of the measured resistances is
greater than two Ohms. There is an open circuit in the
A. Disconnect the IVS harness connector. wiring.

B. Disconnect the P1 connector. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diag-
C. If the fault is on IVS1, use a multimeter to check the resist- nostic codes and verify that the repair eliminates the
ance between the IVS1 input terminal on the IVS harness con- fault.
nector and P1:77.
Result: The measured resistance in all wires is less than
D. If the fault is on IVS2, use a multimeter to check the resist- two Ohms.
ance between the IVS2 input terminal on the IVS harness con-
nector and P1:66. Proceed to Test Step 7.

E. Use a multimeter to check the resistance between the IVS1

output terminal on the applicable IVS harness connector and
P1:36.

7.Check the Wiring for a Short Circuit Greater than 100 Result: One or more of the measured resistances is less
Ohms than 100 Ohms. There is a short circuit in the wiring.
A. Disconnect the P1 connector.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect both IVS harness connectors. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Use a multimeter to check the resistance between P1:75 and fault.
all other terminals on the P1 connector.

D. Use a multimeter to check the resistance between P1:66 and Result: All resistance measurements are greater than
all other terminals on the P1 connector. 100 Ohms.

E. Use a multimeter to check the resistance between P1:36 and Proceed to Test Step 8.
all other terminals on the P1 connector.

(continued)

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386 UENR4469
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(Table 253, contd)

Troubleshooting Test Steps Values Results

8. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Proceed to Test Step 8.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time.
Result: The fault is still present with the replacement
C. If Perkins Global Technical Support recommend the use of a ECM.
test ECM, install a test ECM. Refer to Troubleshooting, “Replac-
ing the ECM”. Do not use the replacement ECM.
Contact Perkins Global Technical Support.
D. Turn the keyswitch to the ON position. Use the electronic
service tool to verify that the repair eliminates the fault.

9. Check the IVS Calibration The IVS operates Result: The IVS operates within the “Idle Validation Min
within the OFF Threshold” and the “Idle Validation Max ON
A. Connect the electronic service tool to the diagnostic thresholds. Threshold” values.
connector.
The IVS is operating correctly.
B. Turn the keyswitch to the ON position. Return the engine to service.

C. Select the “Throttle Configuration” option on the electronic Result: The IVS does not operate within the “Idle Vali-
service tool. Select the appropriate “Throttle Configuration” dation Min OFF Threshold” and the “Idle Validation Max
summary from the menu on the left of the screen. The IVS win- ON Threshold” values.
dow for the throttle will indicate “YES” if an IVS is installed.
Make a note of the “Idle Validation Min OFF Threshold” param- Proceed to Test Step 10.
eters that are displayed in the “Throttle Configuration” menu of
the electronic service tool. Make a note of the “Idle Validation
Max ON Threshold” parameters that are displayed in the
“Throttle Configuration” menu of the electronic service tool.

D. Select the “Throttle status” function on the electronic service

tool. Select “Status” function and then select “Throttles”
function.

E. Set the throttle to low idle.

F. Operate the throttle slowly toward high idle. The raw percent-
age values for the throttle that are shown on the electronic serv-
ice tool should increase and the IVS status should change from
CLOSED (ON) to OPEN (OFF) position. Make a note of the raw
reading for the throttle when the IVS reading changes from the
CLOSED position to the OPEN position. Repeat this step in or-
der to obtain accurate raw percentage values for the throttle.
The noted value should be within the previously noted “Idle Vali-
dation Min OFF Threshold” and “Idle Validation Max ON
Threshold” limits.

G. The throttle is set to the full throttle position or the high idle
position.

H. Operate the throttle slowly toward low idle. The raw percent-
age values for the throttle that are shown on the electronic serv-
ice tool should decrease and the IVS status should change from
OPEN (OFF) to CLOSED (ON) position. Make a note of the raw
reading for the throttle when the IVS reading changes from the
OPEN position to the CLOSED position. Repeat this step in or-
der to obtain accurate raw percentage values for the throttle.

(continued)

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UENR4469 387
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(Table 253, contd)

Troubleshooting Test Steps Values Results
The noted value should be within the previously noted “Idle Vali-
dation Min OFF Threshold” and “Idle Validation Max ON
Threshold” limits.

10. Use the Electronic Service Tool to Reset the IVS Thresh- The fault is cleared. Result: The fault is cleared after programming the new
old Limits calculated values.

The electronic service tool can be used to change the following Use the electronic service tool to clear all logged diag-
parameters to suit the type of throttle that is installed: nostic codes and verify that the repair eliminates the
· Idle Validation Min OFF Threshold fault.
· Idle Validation Max ON Threshold Return the engine to service.
Note: The limits are shown in the “Throttle Configuration”
screen which is located in the “Service” menu. Result: The fault is not cleared.

A. Refer to Test Step 9. “Check the IVS Calibration”. Record the Contact Perkins Global Technical Support.
raw value of the throttle signal when the idle validation switch
changes from the CLOSED position to the OPEN position.
Note: The default value for the “Idle Validation Min OFF Thresh-
old” is 21%. The lowest value that should be set is 5%. The de-
fault value for the “Idle Validation Max ON Threshold” is 25%.
The maximum value that is expected is 28%.

B. Set the “Idle Validation Min OFF Threshold” to 3% below the

raw value that was previously recorded.

C. Set the “Idle Validation Max ON Threshold” to 3% above the

raw value.

D. Enter the new threshold limits into the electronic service tool.
Click “Submit” on the electronic service tool screen.

E. Turn the keyswitch to the OFF position and wait at least 5

seconds. Turn the keyswitch to the ON position.

F. Repeat Test Step 9. Check that the IVS operates within the
newly set threshold limits.

i05944171 • Wait to start lamp

Indicator Lamp - Test • Low oil pressure lamp

• Emissions system failure lamp
Use this procedure under the following • Wait to disconnect lamp
circumstances:
• Low DEF level lamp
• The lamps are not receiving battery voltage.
• Shutdown lamp
• The lamps are not operating correctly.
• Warning lamp
The following diagnostic lamps are available:
The electronic service tool can be used as a
diagnostic aid in order to switch the individual lamps
ON and OFF.
Note: The diagnostic aid that switches the lamps is
contained in the “Override” section in the
“diagnostics” menu of the electronic service tool.

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388 UENR4469
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Illustration 147 g03712946

Typical schematic of the circuit for the indicator lamps

Illustration 148 g03421943

Typical example of the pin locations on the P1
connector for the indicator lamps
(16) Wait to start lamp
(23) Low oil pressure lamp
(24) Wait to disconnect lamp
(31) Warning lamp
(32) Shutdown lamp
(39) Low DEF lamp
(40) Emissions system failure lamp
(69) Ignition keyswitch
(81) Ground
(82) Ground
(83) Ground
(84) Battery (+)
(85) Battery (+)
(86) Battery (+)

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UENR4469 389
Diagnostic Functional Tests

Table 254
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
B. Check that the fuses are not blown. that the connectors are correctly coupled.
Replace any blown fuses.
C. Thoroughly inspect the P1 connector and the lamp connec- Use the electronic service tool to verify that the repair elimi-
tions. Refer to Troubleshooting, “Electrical Connectors - In- nates the fault.
spect” for details.
Result: All connectors, pins, and sockets are correctly
D. Perform a 45 N (10 lb) pull test on each of the wires in the coupled and/or inserted. The harness is free of corrosion,
P1 connector that are associated with the indicator lamps. abrasion, and pinch points. The fuses are not blown.

E. Check the screw for the ECM connector for the correct tor- Proceed to Test Step 2.
que of 6 N·m (53 lb in).

F. Check the harness for abrasions and for pinch points from
the battery to the ECM.

2. Inspect the Lamp Less than 2000 Result: The lamp has greater than 2000 Ohms resistance.
Ohms
A. Disconnect the lamp from the harness. Inspect the lamp in Replace the suspect lamp.
order to determine if the lamp has failed.
Use the electronic service tool to verify that the repair elimi-
B. Measure the resistance across the two terminals of the nates the fault.
lamp.
Result: The lamp has less than 2000 Ohms resistance.

Proceed to Test Step 3.

3. Measure the Input Voltage to the Lamp at the Lamp At least 10 VDC Result: The voltage is not within the expected range - the
Socket for a 12 V system. fault is in the battery supply wiring to the lamp.
At least 22 VDC
A. Turn the keyswitch to the ON position. for a 24 V system. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to verify that the repair elimi-
B. Use the electronic service tool to select the “override” func- nates the fault.
tion in order to switch individual lamps ON and OFF.
Note: The “Override” function is contained in the “Diagnos- Result: The voltage is within the expected range.
tics” menu of the electronic service tool.
Proceed to Test Step 4.
C. Measure the voltage at the lamp socket.

4. Check the Wiring for an Open Circuit Less than two Result: The measured resistance is greater than two Ohms
Ohms - the fault is in the wiring between the lamp holder and the
A. Turn the keyswitch to the OFF position. ECM.

B. Disconnect the P1 connector. Repair the faulty wiring or replace the faulty wiring.

C. Remove the bulb from the suspect lamp. Use the electronic service tool to verify that the repair elimi-
nates the fault.
D. Use a multimeter to measure the resistance between the
ground connection on the lamp holder and the applicable termi- Result: The measured resistance is less than two Ohms.
nal on the P1 connector.
Proceed to Test Step 5.

(continued)

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390 UENR4469
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(Table 254, contd)

Troubleshooting Test Steps Values Results
Greater than 100
5. Check the Wiring for a Short Circuit Ohms Result: One or more of the measured resistances is less
than 100 Ohms. There is a short in the wiring between the
A. Disconnect the P1 connector. lamp holder and the ECM.

B. Use a multimeter to check the resistance between the termi- Repair the faulty wiring or replace the faulty wiring.
nal for the suspect lamp and all the other terminals on the P1 Use the electronic service tool to verify that the repair elimi-
connector. nates the fault.

Result: All resistance measurements are greater than 100

Ohms.

Proceed to Test Step 6.

6. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Perkins Global Technical Support recommend the use of Contact Perkins Global Technical Support.
a test ECM, install a test ECM. Refer to Troubleshooting, “Re-
placing the ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05892599

Injector Data Incorrect - Test

This procedure covers the following codes:

Table 255
Diagnostic Codes for Injector Data Incorrect

J1939 Code Code Description Comments

651-2 Engine Injector Cylinder #01 : Erratic, Intermittent or Incorrect The Electronic Control Module (ECM) detects an injector code
that is incorrect for the engine.
652-2 Engine Injector Cylinder #02 : Erratic, Intermittent or Incorrect The warning lamp will come on.
653-2 Engine Injector Cylinder #03 : Erratic, Intermittent or Incorrect

654-2 Engine Injector Cylinder #04 : Erratic, Intermittent or Incorrect

The following background information is related

to this procedure:
Injector codes are 30 hexadecimal character codes
that are supplied with each injector. The code is on a
plate on the top of the injector and a card is also
included in the packaging for the injector. The code is
used by the ECM to balance the performance of the
injectors.
Refer to Troubleshooting, “Injector Code - Calibrate”
for further information.

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UENR4469 391
Diagnostic Functional Tests

Illustration 149 g02131289

Typical code plate on an injector

Illustration 150 g02132293

Sequence for recording the injector code

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392 UENR4469
Diagnostic Functional Tests

Table 256
Troubleshooting Test Steps Values Results

1. Check for Active Diagnostic Codes Diagnostic codes Result: No diagnostic codes are present.

A. Connect the electronic service tool to the diagnostic Return the unit to service.
connector.
Result: One or more of the preceding diagnostic codes are
B. Turn the keyswitch to the ON position. active.

C. Check for active diagnostic codes or recently logged diag- Make a note of any cylinder numbers with the active diag-
nostic codes. nostic code. Proceed to Test Step 2.

2. Check the Injector Code on any Suspect Cylinders Diagnostic code Result: The card that was supplied with the injector is avail-
able for the suspect cylinders.
A. Connect the electronic service tool to the diagnostic connec-
tor. Refer to Troubleshooting, “Electronic Service Tools”. Compare the injector code from the card with the injector
code that was recorded from the electronic service tool for
B. Turn the keyswitch to the ON position. each suspect cylinder.

C. Select the following menu options on the electronic service If the codes match, proceed to Test Step 3.
tool in order to obtain the injector codes from the ECM:
If the codes do not match, then use the electronic service
· “Service” tool to input the code from the card.
· “Calibrations”
· “Injector Trim Calibration” Result: The card with the injector code is not available.

D. Make a note of the injector codes for any suspect cylinders. Proceed to Test Step 3.

Injector codes
3. Manually Program the Injector Code Result: The code on the injector is the same as the code in
the ECM.
A. Remove the valve mechanism cover. Refer to Disassembly
and Assembly, “Valve Mechanism Cover - Remove and Install”. The injector is incorrect for the engine. Replace the injector
with the correct injector for the engine. Refer to Disassembly
B. Make a note of the injector code that is on the injector in any and Assembly, “Electronic Unit Injector - Remove” and refer
suspect cylinders. to Disassembly and Assembly, “Electronic Unit Injector -
Install”.
Note: Refer to Illustration 150 for the correct sequence for re-
cording the injector code. Result: The code on the injector is not the same as the code
in the ECM.
C. Compare the injector code from the injector with the injector
code from the electronic service tool for each suspect cylinder. Use the electronic service tool to input the correct injector
code. Refer to Troubleshooting, “Injector Code - Calibrate”
for the correct procedure.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

If the procedure did not correct the issue, contact Perkins

Global Technical Support.

i05927265

Injector Solenoid - Test

This procedure covers the following diagnostic codes:

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UENR4469 393
Diagnostic Functional Tests

Table 257
Diagnostic Trouble Codes for Injector Solenoid

J1939 Code Code Description Comments

Engine Injector Cylinder #01 : Cur- These diagnostic codes indicate an open circuit (low current) in either the solenoid or the
651-5
rent Below Normal wiring for the electronic unit injector.
The Electronic Control Module (ECM) detects the following conditions:
Engine Injector Cylinder #02 : Cur-
652-5
rent Below Normal
A low current condition (open circuit) for each of five consecutive attempts to operate
Engine Injector Cylinder #03 : Cur-
653-5 Battery voltage above 9 VDC for 2 seconds
rent Below Normal

The warning light will come on. The ECM will log the diagnostic code.
The engine will have low power and/or rough running.
When an “Cylinder Cutout Test” is performed, a faulty electronic unit injector will indicate
Engine Injector Cylinder #04 : Cur-
654-5 a low reading in comparison with the other electronic unit injectors.
rent Below Normal
The ECM will continue to attempt to operate the electronic unit injector after the diagnos-
tic code has been logged. An open circuit will prevent the operation of the electronic unit
injector.

Engine Injector Cylinder #01 : Cur- These diagnostic codes indicate a short circuit (high current) in either the solenoid or the
651-6
rent Above Normal wiring for the electronic unit injector.
The ECM detects the following conditions:
Engine Injector Cylinder #02 : Cur-
652-6
rent Above Normal
A high current condition (short circuit) for each of five consecutive attempts to operate
Engine Injector Cylinder #03 : Cur-
653-6 Battery voltage above 9 VDC for 2 seconds
rent Above Normal

The warning light will come on. The ECM will log the diagnostic code.
The engine will have low power and/or rough running.
Engine Injector Cylinder #04 : Cur-
654-6 The ECM will continue to attempt to operate the electronic unit injector after the diagnos-
rent Above Normal
tic code has been logged. A short circuit will prevent the operation of the electronic unit
injector.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Perform this procedure under conditions that are Use the “Injector Solenoid Test” to diagnose an open
identical to the conditions that exist when the fault or short circuit diagnostic code while the engine is not
occurs. Typically, faults with the injector solenoid running. The “Injector Solenoid Test” will send a
occur when the engine is warmed up and/or when the signal to each solenoid. The electronic service tool
engine is under vibration (heavy loads). will indicate the status of the solenoid as “OK” ,
“Open” , or “Short” .
These engines have Electronic Unit Injectors (EUI).
The ECM sends a pulse to each injector solenoid.
The pulse is sent at the correct time and at the correct
duration for a given engine load and speed. The
solenoid is mounted on top of the fuel injector body.
An electrical fault can prevent the electronic unit
injector from operating. An open or short circuit in the
ECM that is unique to one electronic unit injector will
prevent that electronic unit injector from operating. An
open or short circuit in common wiring within the ECM
can prevent the two electronic unit injectors that
share that common wiring from operating.
If an open circuit is detected in the solenoid circuit, a
diagnostic code is generated. The ECM continues to
try to fire the injector. If a short circuit is detected, a
diagnostic code is generated. The ECM will
periodically try to fire the injector. If the short circuit
remains, this sequence of events will be repeated
until the fault is corrected.
“ Injector Solenoid Test””

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394 UENR4469
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Illustration 151 g03713296

Schematic of the circuit for the injector solenoids

Illustration 152 g03713299 Illustration 153 g02041293

View of the pin locations on the P2 connector for the Fuel injector
injector solenoids
(73) Supply (cylinder 1)
(65) Return (cylinder 1)
(76) Supply (cylinder 2)
(68) Return (cylinder 2)
(75) Supply (cylinder 3)
(67) Return (cylinder 3)
(74) Supply (cylinder 4)
(66) Return (cylinder 4)

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UENR4469 395
Diagnostic Functional Tests

Illustration 154 g01951833

Harness connector for the fuel injector solenoids

Illustration 155 g01951828

Connector in the cylinder head

Electrical Shock Hazard. The electronic unit injec-

tors use DC voltage. The ECM sends this voltage
to the electronic unit injectors. Do not come in
contact with the harness connector for the elec-
tronic unit injectors while the engine is operating.
Failure to follow this instruction could result in
personal injury or death.

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396 UENR4469
Diagnostic Functional Tests

Table 258
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Turn the keyswitch to the OFF position. A strong electrical Repair any faulty connectors or replace the wiring harness.
shock hazard is present if the keyswitch is not turned OFF. Ensure that all of the seals are properly in place and ensure
that the connectors are correctly coupled.
B. Thoroughly inspect the connectors at the cylinder head. Re- Use the electronic service tool to clear all logged diagnostic
fer to Troubleshooting, “Electrical Connectors - Inspect” for codes and verify that the repair eliminates the fault.
details.
Result: All connectors, pins, and sockets are correctly
C. Perform a 45 N (10 lb) pull test on each of the wires in the coupled and/or inserted. The harness is free of corrosion,
ECM connector that are associated with injector solenoids. abrasion, and pinch points.

D. Check the screw for the ECM connector for the correct tor- Proceed to Test Step 2.
que of 6 N·m (53 lb in).

E. Check the harness and wiring for abrasion and for pinch
points from the injectors to the ECM.

2. Use the “ Injector Solenoid Test”” “OK” , “OPEN” , Result: All cylinders indicate “OK” - There is not an elec-
or “SHORT” tronic fault with the injectors at this time.
A. Start the engine.
Use the electronic service tool to clear all logged diagnostic
B. Allow the engine to warm up to the normal operating codes. Return the engine to service.
temperature.
Result: “OPEN”
C. Stop the engine.
Note the cylinders that indicate “OPEN” .
D. Turn the keyswitch to the ON position. Proceed to Test Step 3.

E. Access the “Injector Solenoid Test” by accessing the follow- Result: “SHORT”
ing display screens in order:
· “Diagnostics” Note the cylinders that indicate “SHORT” .
· “Diagnostic Tests” Proceed to Test Step 4.
· “Injector Solenoid Test”

F. Activate the test.

Note: Do not confuse the “Injector Solenoid Test” with the
“Cylinder Cutout Test” . The “Cylinder Cutout Test” is used to
shut off fuel to a specific cylinder while the engine is running.
The “Injector Solenoid Test” is used to actuate the injector sol-
enoids while the engine is not running.

(continued)

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UENR4469 397
Diagnostic Functional Tests

(Table 258, contd)

Troubleshooting Test Steps Values Results

3. Check the Harness between the ECM and the Cylinder Suspect injector Result: The electronic service tool displays “SHORT” for
Head for an Open Circuit indicates the cylinder with the jumper wire.
“SHORT”
A. Turn the keyswitch to the OFF position. A strong electrical Proceed to Test Step 5.
shock hazard is present if the keyswitch is not turned OFF.
Result: The electronic service tool does not display
B. Disconnect the connector for the suspect injector from the “SHORT” for the cylinder with the jumper wire.
cylinder head.
Proceed to Test Step 6.
C. Fabricate a jumper wire 100 mm (4 inch) long with terminals
on both ends of the wire.

D. Insert one end of the jumper wire into the terminal for the
supply to the suspect injector. Insert the other end of the jump-
er wire into the terminal for the return circuit for the suspect
injector.

E. Turn the keyswitch to the ON position.

F. Perform the “Injector Solenoid Test” at least two times.

G. Repeat this test for each suspect injector. Stop the “Injector
Solenoid Test” before handling the jumper wires.

4. Check the Harness between the ECM and the Cylinder Suspect injector Result: The electronic service tool displays “OPEN” for the
Head for a Short Circuit indicates “OPEN” suspect cylinder and the cylinder that shares the same
connector.
A. Turn the keyswitch to the OFF position. A strong electrical
shock hazard is present if the keyswitch is not turned OFF. Proceed to Test Step 5.

B. Disconnect the connector for the suspect injector from the Result: The electronic service tool does not display
cylinder head. “OPEN” for the suspect cylinder

C. Turn the keyswitch to the ON position. Proceed to Test Step 6.

D. Perform the “Injector Solenoid Test” at least two times.

E. Repeat this test for each suspect injector. Stop the “Injector
Solenoid Test” before handling the jumper wires.

(continued)

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398 UENR4469
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(Table 258, contd)

Troubleshooting Test Steps Values Results

5. Exchange the Injector Harness Under the Valve Mecha- Fault moves to an- Result: Exchanging the harnesses causes the fault to move
nism Cover other injector to another injector - There is a fault with the suspect injector
harness under the valve mechanism cover.
A. Turn the keyswitch to the OFF position. A strong electrical
shock hazard is present if the keyswitch is not turned OFF. Repair the suspect injector harness or replace the suspect
injector harness under the valve mechanism cover.
B. Remove the valve mechanism cover. Refer to Disassembly Use the electronic service tool in order to clear all logged di-
and Assembly, “Valve Mechanism Cover - Remove and Install” agnostic codes and then verify that the repair eliminates the
for the correct procedure. fault.

C. Disconnect the connector for the suspect injector from the Result: The fault remains on the same injector when the
cylinder head. Disconnect the connector from the adjacent harness is exchanged - the injector may be faulty.
injector.
Replace the faulty injector. Refer to Disassembly and As-
D. Exchange the two internal harnesses. Refer to Disassembly sembly, “Electronic Unit Injector - Remove” and Disassem-
and Assembly, “Electronic Unit Injector - Remove” and refer to bly and Assembly, “Electronic Unit Injector - Install”.
Disassembly and Assembly, “Electronic Unit Injector - Install” Perform the “Injector Solenoid Test” .
for the correct procedure. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
E. Turn the keyswitch to the ON position.

F. Perform the “Injector Solenoid Test” at least two times.

G. Restore the wiring to the normal positions.

6. Check the Wiring to the Cylinder Head for an Open Less than two Result: One or more of the measured resistances is greater
Circuit Ohms than two Ohms. The fault is in the wiring between the ECM
and the cylinder head connector.
A. Turn the keyswitch to the OFF position. A strong electrical
shock hazard is present if the keyswitch is not turned OFF. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diagnostic
B. Disconnect connector P2 from the ECM. codes and verify that the repair eliminates the fault.

C. Thoroughly inspect the P2 connector. Refer to Trouble- Result: The measured resistances for the suspect injector
shooting, “Electrical Connectors - Inspect”. wiring are less than two Ohms.

D. Disconnect the connector for the suspect injector from the Proceed to Test Step 8.
cylinder head.

E. Use a multimeter to check the resistance between the termi-

nals on the suspect cylinder head connector and the terminals
on P2. Refer to Illustration 151 .

F. Install the removed connectors.

(continued)

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UENR4469 399
Diagnostic Functional Tests

(Table 258, contd)

Troubleshooting Test Steps Values Results

7. Check the Wiring to the Cylinder Head for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is less
Ohms than 100 Ohms - there is a short in the wiring between the
A. Turn the keyswitch to the OFF position. A strong electrical relay and the ECM.
shock hazard is present if the keyswitch is not turned OFF.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect connector P2 from the ECM. Use the electronic service tool to clear all logged diagnostic
codes and verify that the repair eliminates the fault.
C. Thoroughly inspect the P2 connector. Refer to Trouble-
shooting, “Electrical Connectors - Inspect”.
Result: All resistance measurements are greater than 100
D. Disconnect the connector for the suspect injector from the Ohms.
cylinder head.
Proceed to Test Step 8.
E. Use a multimeter to check the resistance between the termi-
nals for the suspect injector on P2 and all other terminals on
P2. Refer to Illustration 151 .

F. Install the removed connectors.

8. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement ECM.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time. Do not use the replacement ECM.
Contact Perkins Global Technical Support.
C. If Technical Support recommends the use of a test ECM, in-
stall a test ECM. Refer to Troubleshooting, “Replacing the If the procedure did not correct the fault, contact Perkins
ECM”. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05892782

Mode Selection - Test

This procedure covers the following diagnostic code:

Table 259
Diagnostic Trouble Codes for the Mode Selection Switch

J1939 Code Code Description Comments

The Electronic Control Module (ECM) detects a combination of switch positions for the
mode switches that has not been defined.
If equipped, the warning lamp will come on and the ECM will log the diagnostic code.
Engine Alternate Rating Select : Er-
2882-2 The ECM will return the engine to the last good mode selection or setting.
ratic, Intermittent, or Incorrect
The engine will start and the engine will default to the previous mode selection. The en-
gine may operate at reduced speed or reduced power depending on the mode that is
selected.
Follow the troubleshooting procedure in order to identify the root cause of the fault.

Use this procedure to check if the mode selection

switch operates correctly.

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The mode selection switch inputs provide the

operator with the ability to select a maximum of four
different modes of operation. Different modes of
operation can be used giving the operator a means to
select the most efficient method of completing the
required work.
Each mode has a single fuel limit map, a rated speed,
and a matched fuel delivery. Each mode also has a
specific droop value for throttle 1 and throttle 2.
Table 260
Mode Switch 2 Switch 1 Enabled
Number

1 Open Open Y/N

2 Open Closed Y/N

3 Closed Open Y/N

4 Closed Closed Y/N

If a fault occurs in the circuit for either of the switches,

the mode of operation will be different to the mode
that was selected. If the mode of operation is not
enabled on the application, a 2882-2 diagnostic code
will become active.

Illustration 156 g03713315

Schematic for the mode selection switch

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UENR4469 401
Diagnostic Functional Tests

Illustration 157 g03713331

Pin locations on the P1 connector for the mode
selection circuit
(36) Switch return
(77) Mode switch 1
(78) Mode switch 2

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402 UENR4469
Diagnostic Functional Tests

Table 261
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Turn the keyswitch OFF. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
B. Thoroughly inspect the P1 connector. Thoroughly inspect that the connectors are correctly coupled.
the mode switch connectors, plugs, and interconnections on Use the electronic service tool to clear all logged diagnostic
the harness. Refer to Troubleshooting, “Electrical Connectors - codes and verify that the repair eliminates the fault.
Inspect” for details.
Result: All connectors, pins, and sockets are correctly
C. Perform a 45 N (10 lb) pull test on each of the wires in the coupled and/or inserted. The harness is free of corrosion,
P1 connector that are associated with the mode selector abrasion, and pinch points.
switches.
Proceed to Test Step 2.
D. Check the screw for the ECM connector for the correct tor-
que of 6 N·m (53 lb in).

E. Check the harness for abrasions and for pinch points from
the mode section switches to the ECM.

2. Check the Status of the Mode Selection Switch Switch status Result: The switch status changes on the electronic service
changes tool as the mode switches are cycled.
A. Turn the keyswitch to the OFF position.
Use the electronic service tool to clear all logged diagnostic
B. Connect the electronic service tool to the diagnostic codes. Return the engine to service.
connector.
Result: The switch status does not change as the mode
C. Turn the keyswitch to the ON position. switches are cycled.

D. Monitor the status screen on the electronic service tool. Proceed to Test Step 3.
Cycle the mode switch to the ON position and to the OFF
position.

3. Insert a Jumper at the Suspect Mode Switch Switch status Result: When the jumper wire is connected, the switch is in
“CLOSED” with the CLOSED position.
A. Turn the keyswitch to the OFF position. jumper installed
Replace the suspect mode selection switch.
B. Disconnect the connector for the suspect mode selection Use the electronic service tool to clear all logged diagnostic
switch. codes and verify that the repair eliminates the fault.

C. Fabricate a jumper wire and install the jumper wire across Result: When the jumper wire is connected, the switch is in
the two contacts of the suspect switch. the OPEN position

D. Turn the keyswitch to the ON position. Monitor the status Proceed to Test Step 4.
screen on the electronic service tool. Connect the jumper wire
and then disconnect the jumper wire.

E. Turn the keyswitch to the OFF position. Remove the jumper

wire.

(continued)

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UENR4469 403
Diagnostic Functional Tests

(Table 261, contd)

Troubleshooting Test Steps Values Results

4. Measure the Voltage at the Switch At least 10 VDC Result: One of the measured voltages is not within the ex-
for a 12 V system pected range - The fault is in the wiring between the suspect
A. Turn the keyswitch to the OFF position. At least 22 VDC mode switch and the ECM.
for a 24 V system
B. Disconnect the connector for the mode selection switches. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diagnostic
C. Turn the keyswitch to the ON position. codes and verify that the repair eliminates the fault.

D. Use the electronic service tool to turn both of the mode Result: The measured voltages are within the expected
switches to the ON position. range.

E. Measure the voltage from the input of each mode switch to a Proceed to Test Step 5.
suitable ground.

5. Check the Wiring for an Open Circuit Less than two Result: One of the measured resistances is greater than
Ohms two Ohms - The fault is in the wiring between the suspect
A. Turn the keyswitch to the OFF position. mode switch and P1:36.

B. Disconnect the connector for the mode switches. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diagnostic
C. Use a multimeter to measure the resistance between P1:36 codes and verify that the repair eliminates the fault.
and the ground terminal on each of the mode switches..
Result: All measured resistances are less than two Ohms.

Proceed to Test Step 6.

6. Check the Wiring for a Short Circuit Greater than 100 Result: One of the measured resistances is less than 100
Ohms Ohms. The fault is in the wiring between the ECM and the
A. Turn the keyswitch to the OFF position. mode switch.

B. Disconnect the connector for the mode switches. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diagnostic
C. Disconnect the P1 connector from the ECM. codes and verify that the repair eliminates the fault.

D. Use a multimeter to measure the resistance between P1:77 Result: All measured resistances are greater than 100
and all other terminals on the P1 connector. Ohms. There is a fault in the ECM.

E. Use a multimeter to measure the resistance between P1:78 Proceed to Test Step 7.
and all other terminals on the P1 connector.

7. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommend the use of a test ECM, in- Contact Perkins Global Technical Support.
stall a test ECM. Refer to Troubleshooting, “Replacing the
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

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i05951740

Motorized Valve - Test

This procedure covers the following codes:

Table 262
Diagnostic Codes for the Motorized Valves

J1939 Code Description Comments

Code
649-5 Engine Exhaust Back Pressure Reg- The ECM detects the following conditions:
ulator Control Command : Current
Below Normal A low current condition in the output for the exhaust back pressure regulator for 2 seconds

168 diagnostic codes are not active.

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

649-6 Engine Exhaust Back Pressure Reg- The ECM detects the following conditions:
ulator Control Command : Current
Above Normal A high current condition in the output for the exhaust back pressure regulator for 2 seconds

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

649-7 Engine Exhaust Back Pressure Reg- The ECM detects the following conditions:
ulator Control Command : Not Re-
sponding to Command The signal from the exhaust back pressure regulator position sensor indicates that the valve is
not in the desired position.

This diagnostic code can be caused by a loss of the 5 VDC supply to the exhaust back pres-
sure regulator position sensor.

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

2791 -5 Engine Exhaust Gas Recirculation The ECM detects the following conditions:
(EGR) Valve Control : Current Below
Normal A low current condition in the output for the NOx Reduction System (NRS) valve (EGR valve)
for 2 seconds

168 diagnostic codes are not active.

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

(continued)

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UENR4469 405
Diagnostic Functional Tests

(Table 262, contd)

Diagnostic Codes for the Motorized Valves

J1939 Code Description Comments

Code
2791-6 EGR Valve Control : Current Above The ECM detects the following conditions:
Normal
A high current condition in the output for the NRS valve (EGR valve) for 2 seconds

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

2791-7 EGR Valve Control Not Responding The ECM detects the following conditions:
to Command
The signal from the NRS valve position sensor indicates that the valve is not in the desired
position.

This diagnostic code can be caused by a loss of the 5 VDC supply to the NRS valve position
sensor.

The ECM has been powered for at least 2 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

The following background information is related

to this procedure:

NRS valve (EGR valve)

The NRS valve (EGR valve) is used to control the
amount of exhaust gas which is recirculated into the
intake manifold.
The amount of exhaust gas that is required is
calculated by the software that is contained in the
ECM.
The NRS valve is controlled by a PWM signal from
the ECM.

Exhaust Back Pressure Regulator

The Exhaust Back Pressure Regulator (EBPR) is
used to promote regeneration of the Diesel
Particulate Filter (DPF). When the soot level in the
DPF is high, the ECM commands the EBPR to close.
As the EBPR closes, the increased back pressure
causes the engine to increase fuel flow. The
increased fuel flow raises the exhaust gas
temperature and therefore accelerates the
regeneration process in the DPF.
As the soot level in the DPF reduces, the ECM
commands the EBPR to open, reducing the exhaust
back pressure to a normal level.
The EBPR is also used on engines with no DPF to
assist deposit management.
The position of the EBPR is calculated by the
software that is contained in the ECM. The EBPR is
controlled by a PWM signal from the ECM.

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Diagnostic Functional Tests

Illustration 158 g03732809

Schematic for the motorized valves

Illustration 160 g03164637

Connector for the exhaust back pressure regulator
(1) Position sensor 5 VDC supply
(2) Position sensor return
(4) EBPR valve ground
(6) EBPR valve signal

Illustration 159 g03732816

Pin locations on the P2 connector for the motorized
valves
(1) Valve position sensor 5 VDC supply
(3) NRS valve signal
(4) NRS valve return
(10) EBPR valve position sensor ground
(19) NRS valve position sensor ground
(41) EBPR valve return
(49) EBPR valve signal

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UENR4469 407
Diagnostic Functional Tests

Illustration 161 g02315757

Connector for the NRS valve
(1) Position sensor 5 VDC supply
(2) Position sensor ground
(4) NRS valve return
(6) NRS valve signal

Complete the procedure in the order in which the

steps are listed.

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408 UENR4469
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Table 263
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection Result: There is a fault in a connector or the wiring.
or damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring harness.
Ensure that all of the seals are properly in place and ensure
B. Thoroughly inspect the connectors for the motorized valves. that the connectors are correctly coupled.
Refer to Troubleshooting, “Electrical Connectors - Inspect” for Use the electronic service tool to clear all logged diagnostic
details. codes and verify that the repair eliminates the fault.

C. Perform a 45 N (10 lb) pull test on each of the wires in the Result: All connectors, pins, and sockets are correctly
ECM connector that are associated with the motorized valves. coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.
D. Check the screw for the ECM connector for the correct tor-
que of 6 N·m (53 lb in). Proceed to Test Step 2.

E. Check the harness and wiring for abrasion and for pinch
points from the motorized valves to the ECM.

2. Check for Diagnostic Codes Diagnostic codes Result: An XXXX-5 diagnostic code is active or recently
logged for one or more of the motorized valves.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 4.
B. Connect the electronic service tool to the diagnostic
connector. Result: An XXXX-6 diagnostic code is active or recently
logged for one or more of the motorized valves.
C. Turn the keyswitch to the ON position.
Proceed to Test Step 6.
D. Monitor the electronic service tool for active diagnostic co-
des and/or logged diagnostic codes. Result: An XXXX-7 diagnostic code is active or recently
logged for one or more of the motorized valves.

Proceed to Test Step 3.

Result: No diagnostic codes are active or logged.

For intermittent faults, refer to Troubleshooting, “Electrical

Connectors - Inspect”.

If no intermittent faults are found, return the unit to service.

(continued)

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UENR4469 409
Diagnostic Functional Tests

(Table 263, contd)

Troubleshooting Test Steps Values Results

3. Measure the Sensor Supply Voltage at the Valve 4.84 to 5.16 VDC Result: The voltage from the terminal for the 5 VDC supply
Connector to the sensor common terminal measures 4.84 to 5.16 VDC.

A. Turn the keyswitch to the OFF position. Reconnect the suspect valve. If the XXXX-7 code is still ac-
tive, replace the suspect valve. Refer to Disassembly and
B. Disconnect the suspect valve from the engine harness. Assembly for more information.

C. Turn the keyswitch to the ON position. Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
D. Measure the voltage at the harness connector for the valve fault.
from the 5 VDC supply terminal of the position sensor to the
sensor ground terminal. Result: The sensor supply voltage is out of the nominal
range. A 3509-X or a 3510-X diagnostic code is active. The
fault is in the 5 VDC supply wire or the ground wire in the en-
gine harness.

Repair the faulty wiring or replace the faulty harness.

Use the electronic service tool to clear all logged diagnostic

codes and verify that the repair eliminates the fault.

4. Create a Short Circuit at the Valve Connector Open circuit Result: Diagnostic code XXXX-6 is active when the jumper
wire is installed. Diagnostic code XXXX-5 is active with the
A. Turn the keyswitch to the OFF position. jumper removed.

B. Disconnect the connector for the suspect valve. Reconnect the valve.

C. Fabricate a jumper wire that is 150 mm (6 inch) long. Check for active diagnostic codes on the electronic service
tool. Wait at least 30 seconds in order for the codes to be
D. Install the jumper between the signal and return pins on the displayed.
connector for the suspect valve in order to create a short
circuit. If the XXXX-5 diagnostic code returns, then replace the
valve. Refer to Disassembly and Assembly for the correct
E. Turn the keyswitch to the ON position. Check for active diag- procedure.
nostic codes on the electronic service tool.
Use the electronic service tool to clear all logged diagnostic
F. Remove the jumper wire from the connector for the motor- codes and verify that the repair eliminates the fault.
ized valve.
Result: A 649-5 or a 2791-5 diagnostic code is still active
with the jumper installed.

Proceed to Test Step 5.

(continued)

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410 UENR4469
Diagnostic Functional Tests

(Table 263, contd)

Troubleshooting Test Steps Values Results

5. Check the Wiring for an Open Circuit Open circuit Result: All measured resistances are less than two Ohms.
There is a fault in the ECM.
A. Turn the keyswitch to the OFF position.
Make sure that the latest flash file for the application is in-
B. Disconnect the P2 connector and the connector for the sus- stalled in the ECM. Refer to Troubleshooting, “Flash
pect valve. Programming”.
Contact Perkins Global Technical Support.
C. For the EBPR, use a multimeter to check the resistance be-
tween terminal 4 on the valve connector and P2:41. Note: This consultation can greatly reduce the repair time.

D. For the EBPR, use a multimeter to check the resistance be- If Technical Support recommends the use of a test ECM, in-
tween terminal 6 on the valve connector and P2:49. stall a test ECM. Refer to Troubleshooting, “Replacing the
ECM”.
E. For the NRS valve, use a multimeter to check the resistance
between terminal 4 on the valve connector and P2:4. Use the electronic service tool to recheck the system for ac-
tive diagnostic codes.
F. For the NRS valve, use a multimeter to check the resistance
between terminal 6 on the valve connector and P2:3. If the fault is resolved with the test ECM, reconnect the sus-
pect ECM.
G. Reconnect the connectors.
If the fault returns with the suspect ECM, replace the ECM.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

Result: One or more of the measured resistances is greater

than two Ohms. There is a fault in the wiring.

Repair the valve connector or replace the wiring harness.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

6. Create an Open Circuit at the Valve Connector Motorized valve Result: An XXXX-5 diagnostic code is now active. There is
a short in the valve.
A. Turn the keyswitch to the OFF position.
Reconnect the valve.
B. Disconnect the connector for the suspect valve in order to
create an open circuit. Check for active diagnostic codes on the electronic service
tool. Wait at least 30 seconds in order for the codes to be
C. Turn the keyswitch to the ON position. Check for active diag- displayed.
nostic codes on the electronic service tool. Wait at least 30 sec-
onds in order for the codes to be displayed. If the XXXX-6 diagnostic code returns, then replace the
valve. Refer to Disassembly and Assembly for the correct
procedure.

Use the electronic service tool to clear all logged diagnostic

codes and verify that the repair eliminates the fault.

Result: There is still a 649-6 or a 2791-6 diagnostic code.

Proceed to Test Step 7.

7. Check the Wiring for a Short Circuit Greater than 100 Result: All measured resistances are greater than 100
Ohms Ohms. There is a fault in the ECM.
A. Turn the keyswitch to the OFF position.

(continued)

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UENR4469 411
Diagnostic Functional Tests

(Table 263, contd)

Troubleshooting Test Steps Values Results
B. Disconnect the P2 connector and the connector for the sus- Make sure that the latest flash file for the application is in-
pect valve. stalled in the ECM. Refer to Troubleshooting, “Flash
Programming”.
C. For the EBPR, use a multimeter to check the resistance be- Contact Perkins Global Technical Support.
tween P2:41 and all other terminals on the P2 connector.
Note: This consultation can greatly reduce the repair time.
D. For the EBPR, use a multimeter to check the resistance be-
tween P2:49 and all other terminals on the P2 connector. If Technical Support recommends the use of a test ECM, in-
stall a test ECM. Refer to Troubleshooting, “Replacing the
E. For the NRS valve, use a multimeter to check the resistance ECM”.
between P2:4 and all other terminals on the P2 connector.
Use the electronic service tool to recheck the system for ac-
F. For the NRS valve, use a multimeter to check the resistance tive diagnostic codes.
between P2:3 and all other terminals on the P2 connector.
If the fault is resolved with the test ECM, reconnect the sus-
G. Reconnect the connectors. pect ECM.

If the fault returns with the suspect ECM, replace the ECM.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

Result: One or more of the measured resistances is less

than 100 Ohms. There is a fault in the wiring.

Repair the valve connector or replace the wiring harness.

Use the electronic service tool in order to clear all logged di-
agnostic codes and then verify that the repair eliminates the
fault.

If the fault has not been eliminated, contact Perkins Global

Technical Support.

i05949616

NOx Sensor - Test

The ECM is monitoring the NOx level being reported

by the sensor. If the NOx value is not steady when the
engine speed/fueling is steady, the codes listed below
will log. If the NOx value is steady when the engine
speed/load is changing, the codes listed below will
log.
Table 264 lists the diagnostic codes for the NOx
sensors.
Table 264
Diagnostic Trouble Codes for the NOx Sensors

J1939 Code Description Comments

Code
Aftertreatment #1 Intake NOx : Not The engine out NOx level is not responding as expected.
3216-7
Responding Properly The code is logged.

(continued)

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Diagnostic Functional Tests

(Table 264, contd)

Diagnostic Trouble Codes for the NOx Sensors

J1939 Code Description Comments

Code
Aftertreatment #1 Outlet NOx : Not The tailpipe out NOx level is not responding as expected.
3226-7
Responding Properly The code is logged.

Aftertreatment #1 SCR Catalyst Con-

4364-2 version Efficiency : Erratic, Intermit- The Engine Out and Tailpipe Out NOx Sensors are installed in the incorrect locations
tent, or Incorrect

Follow the troubleshooting procedure in order to identify the root cause of the problem.

Complete the procedure in the order in which the

steps are listed.
Table 265
Troubleshooting Test Steps Values Results

1. Determine the Diagnostic Code Diagnostic trou- Result: A 4364-2 diagnostic code is active or recently
ble code logged.
A. Establish communication between the electronic service tool
and the engine Electronic Control Module (ECM) . Refer to Trou- Proceed to Test Step 2.
bleshooting, “Electronic Service Tools”, if necessary.
Result: A 3216-7 or 3226-7 diagnostic code is active or re-
cently logged.
B. Determine the diagnostic trouble code that is active.
Proceed to Test Step 3.

2. Check that the NOx Sensors are Installed Correctly Correct Result: The NOx sensors are now installed correctly.
installation Proceed to Test Step 8.
A. Verify that the sensors are located in the correct position.
The engine out NOx sensor has black protective coating on the
wires.
The tailpipe out NOx sensor has gray protective coating on the
wires.

B. If the sensors are installed in the wrong positions, install the

sensors in the correct positions. Refer to Disassembly and Assem-
bly, “Nitrogen Oxide Sensor - Remove and Install” for the correct
procedure.

3. Perform an “ Aftertreatment System Functional Test”” Successful Result: The test completed successfully.
completion of
A. Establish communication between the electronic service tool test Return the unit to service.
and the engine ECM. Refer to Troubleshooting, “Electronic Service
Tools”, if necessary. Result: The test did not complete successfully.

B. Perform an “Aftertreatment System Functional Test” using the Proceed to Test Step 4.
electronic service tool.

(continued)

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UENR4469 413
Diagnostic Functional Tests

(Table 265, contd)

Troubleshooting Test Steps Values Results

4. Check for an Engine Misfire Misfire Result: A misfire was detected.

A. Establish communication between the electronic service tool Replace or repair the failed component or components.
and the engine ECM.
Proceed to Test Step 6.
B. Perform a “Cylinder Cutout Test” using the electronic service
tool. Result: A misfire was not detected.

Proceed to Test Step 5.

5. Check the Exhaust System for Leaks Exhaust leaks Result: There were not any exhaust leaks found.

A. Check the entire exhaust system for leaks. For a 3216-7 diagnostic code replace the intake NOx
sensor.

For a 3226-7 diagnostic code replace the outlet NOx

sensor.

Refer to Disassembly and Assembly, “Nitrogen Oxide Sen-

sor - Remove and Install” for the correct procedure.
Proceed to Test Step 6.

Result: There were exhaust leaks found.

Repair the exhaust leaks.

Proceed to Test Step 8.

6. Check the Aftertreatment System for Oil or Fuel CEM Result The volume of drained oil or fuel is greater than
1.0 L (1.05669 qt).
A. Remove excess oil or fuel from the piping with a clean cloth.
Install a replacement CEM. Refer to Disassembly and As-
B. Remove the Clean Emissions Module (CEM). Refer to Disas- sembly, “Clean Emissions Module - Remove and Install”.
sembly and Assembly, “Clean Emissions Module - Remove and
Install”. Return the unit to service.

C. Support the CEM over a suitable container with the exhaust inlet Result The volume of drained oil or fuel is less than 1.0 L
downwards. Leave the CEM to drain for 8 hours. (1.05669 qt).

D. Check the quantity of drained oil or fuel in the container. Proceed to Test Step 7.

(continued)

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414 UENR4469
Diagnostic Functional Tests

(Table 265, contd)

Troubleshooting Test Steps Values Results

7. Recover the Aftertreatment System CEM Result: The “Aftertreatment Recovery Procedure” com-
pletes with a soot load of less than 80% and no smoke from
A. Clean any remaining oil or fuel from the piping and the CEM in- the exhaust.
let with a clean cloth.
Proceed to Test Step 8.
B. Install the Clean Emissions Module (CEM). Refer to Disassem-
bly and Assembly, “Clean Emissions Module - Remove and Result The “Aftertreatment Recovery Procedure” com-
Install”. pletes with a soot load of more than 80% or smoke from the
exhaust.
C. Run the engine at high idle with no load for a minimum of 20
minutes. Contact Perkins Global Technical Support.

Note: During the following step, there are two versions of the
“Aftertreatment Recovery Procedure” . One version is for engines
with a DPF. The other version is for engines without a DPF. Ensure
that the correct procedure is used.

D. Use the electronic service tool to perform the “Aftertreatment

Recovery Procedure” . While the procedure is progressing, check
for smoke from the exhaust. Some smoke will be evident during
the procedure. The smoke must dissipate before the procedure is
completed.

8. Perform a “ Aftertreatment System Functional Test”” Successful Result: The test completed successfully.
completion of
A. Establish communication between the electronic service tool test Return the unit to service.
and the ECM. Refer to Troubleshooting, “Electronic Service Tools”,
if necessary. Result: The test did not complete successfully.

B. Perform a “Aftertreatment System Functional Test” using the Contact Perkins Global Technical Support.
electronic service tool.

i05944890

Power Take-Off - Test

Use this procedure under the following

circumstances:
• The correct supply voltage to the PTO switches is
suspect.

• Operation of the PTO switches is suspect.

Note: Some applications may only have one PTO
switch.
The PTO switches provide the operator with the
ability to select the desired engine speed. Engine
speed will decrease with increasing load. The PTO
switches can be used to control the engine speed.
The engine has the following options of set speed
control:

• Single speed
• No speed (no PTO control)

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UENR4469 415
Diagnostic Functional Tests

Illustration 162 g03733170

Schematic for the PTO switches

Illustration 163 g03713368

View of the pin locations on the P1 connector for the
PTO mode switches
(36) Switch ground
(43) PTO mode - set/lower
(51) PTO mode - ON/OFF
(52) PTO mode - raise/resume
(67) PTO mode - disengage

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416 UENR4469
Diagnostic Functional Tests

Table 266
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Thoroughly inspect the J1/P1 connectors on the Electronic and ensure that the connectors are correctly coupled.
Control Module (ECM), the switch connections and battery Use the electronic service tool to clear all logged diag-
connections. Refer to Troubleshooting, “Electrical Connectors - nostic codes and verify that the repair eliminates the
Inspect” for details. fault.

C. Perform a 45 N (10 lb) pull test on each of the wires in the Result: All connectors, pins, and sockets are correctly
switch connector and the ECM connector that are associated coupled and/or inserted. The harness is free of corrosion,
with the active diagnostic code. Refer to Illustration 163 . abrasion, and pinch points.

D. Check the screw for the ECM connector for the correct tor- Proceed to Test Step 2.
que of 6 N·m (53 lb in).

E. Check the harness for corrosion, abrasion, and pinch points

from the PTO mode switches to the ECM.

2. Check the “ PTO Mode Switches”” on the Electronic Switch status Result: The switch status changes on the electronic
Service Tool changes from service tool as the PTO switches are cycled.
“OPEN” to
A. Turn the keyswitch to the OFF position. “CLOSED” Use the electronic service tool to clear all logged diag-
nostic codes. Return the engine to service.
B. Connect the electronic service tool to the diagnostic
connector. Result: The switch status does not change as the PTO
switches are cycled.
C. Turn the keyswitch to the ON position.
Proceed to Test Step 3.
D. Observe the status of the PTO mode switch on the elec-
tronic service tool while cycling the PTO ON/OFF switch.

E. Use the electronic service tool in order to observe the status

of the PTO mode switch while cycling the PTO Set/Lower
switch.

F. Use the electronic service tool in order to observe the status

of the PTO mode switch while cycling the PTO Raise/Resume
switch.

3. Check the Status of the PTO Mode Disengage Switches Switch status Result: The PTO mode - Disengage switch operates
changes from “EN- correctly.
A. Use the electronic service tool in order to observe the switch GAGED” to
status while the PTO mode disengage switches are operated “DISENGAGED” Use the electronic service tool to clear all logged diag-
OFF and ON. nostic codes. Return the engine to service.
Note: The PTO mode - Disengage switches usually function
by the operation of the brake, clutch, or the operator switch. Result: The PTO mode - Disengage switch does not op-
These switches should be operated separately for this test. erate correctly.

Proceed to Test Step 4.

(continued)

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UENR4469 417
Diagnostic Functional Tests

(Table 266, contd)

Troubleshooting Test Steps Values Results

4. Check the Suspect PTO Switch Switch status Result: When the jumper wire is connected, the status of
changes when jump- the PTO mode switches is “CLOSED” . When the jumper
A. Turn the keyswitch to the OFF position. er is installed wire is disconnected, the status of the PTO mode
switches is “OPEN” - The fault is in the switch.
B. Remove the two wires from the suspect switch. Use a suit-
able jumper in order to join the two wires together. Replace the switch.
Use the electronic service tool in order to clear all logged
C. Turn the keyswitch to the ON position. diagnostic codes and then verify that the repair has elimi-
nated the problem.
D. Monitor the status screen on the electronic service tool while
the jumper wire is being disconnected and reconnected. Result: When the jumper wire is connected, the status of
the PTO mode switches is “OPEN” or when the jumper
wire is disconnected the status of the PTO mode
switches is “CLOSED” .

Proceed to Test Step 5.

5. Measure the Resistance of the Cables at the ECM Less than two Ohms Result: The measured resistance is more than two
with switch ON. Ohms with the switch ON or the measured resistance is
A. Turn the keyswitch to the OFF position. Greater than 100 less than 100 Ohms with the switch OFF. - There is a
Ohms with switch off. fault with the wires between the suspect switch and the
B. Disconnect the suspect switch. P1 connector.

C. Disconnect the P1 connector from the ECM. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diag-
D. Measure the resistance between P1:36 and the appropriate nostic codes and verify that the repair eliminates the
pin on the P1 connector for the suspect switch. Refer to Illus- fault.
tration 163 .
Result: The measured resistance is less than two Ohms
E. Repeat the procedure for each of the PTO mode switches. with the switch ON. The measured resistance is more
than 100 Ohms with the switch OFF.

Proceed to Test Step 6.

6. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement
Note: This consultation can greatly reduce the repair time. ECM.

C. If Perkins Global Technical Support recommend the use of Do not use the replacement ECM.
a test ECM, install a test ECM. Refer to Troubleshooting, “Re- Contact Perkins Global Technical Support.
placing the ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05892843

Sensor (Data Link Type) - Test

Use this procedure to troubleshoot the electrical

system if a fault is suspected with the CAN data link .
Also use this procedure if a diagnostic code in Table
267 is active or easily repeated.

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418 UENR4469
Diagnostic Functional Tests

Table 267
Diagnostic Trouble Codes for the Data Link Sensors

J1939 Code Code Description Comments

Aftertreatment #1 Intake NOx : Other The NOx sensor cannot reach the correct operating temperature in the defined
3216-11
Failure Mode time period

The data received from the NOx sensor is out of range.

3216-12 Aftertreatment #1 Intake NOx : Failure The code is logged.
The warning lamp is illuminated.

Aftertreatment #1 Outlet NOx : Other The NOx sensor cannot reach the correct operating temperature in the defined
3226-11
Failure Mode time period

The data received from the NOx sensor is out of range.

3226-12 Aftertreatment #1 Outlet NOx : Failure The code is logged.
The warning lamp is illuminated.

The data received from the DCU is out of range.

Aftertreatment #1 DEF Controller : Spe-
3360-14 The code is logged.
cial Instruction
The warning lamp is illuminated.

The data received from the ammonia (NH3) sensor is out of range.
Aftertreatment #1 Outlet NH3 : Failure
4377-12 The code is logged.
(DOC/SCR engines only)
The warning lamp is illuminated.

If the electronic service tool will not communicate with

the ECM, refer to Troubleshooting, “Electronic
Service Tool Does Not Communicate” before starting
this procedure. The procedure verifies that electrical
power is being supplied to the ECM and to the
diagnostic connector.
The data links are used to communicate information
between the engine ECM and other control modules
that are a part of the application. The electronic
service tool also communicates with the ECM via the
data links.
The diagnostic connector contains connections for
electrical power and for the data links.
When the keyswitch is in the OFF position, the
electronic service tool may communicate with the
ECM. However, the communications may be
disrupted and the communications may require
frequent reconnection. In order to avoid any
disruption, place the keyswitch in the ON position
when the electronic service tool is being used.
The electronic service tool may display the following
error message:
“The version of the ECM is not recognized and the
integrity of the changed parameters and displayed
data is not guaranteed.”
This message indicates that one of the following
conditions exist:
• The flash file in the ECM is newer than the version
of the electronic service tool.
• The latest version of the electronic service tool has
not been installed.

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UENR4469 419
Diagnostic Functional Tests

Illustration 164 g03713403

Schematic for the data-type sensors

Complete the procedure in the order in which the

steps are listed.

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420 UENR4469
Diagnostic Functional Tests

Table 268
Troubleshooting Test Steps Values Results

1. Check the Connectors Connectors Result: The connectors were connected correctly and did
not have corrosion or moisture.
A. Thoroughly inspect the connectors that are associated with the
data link circuits. Verify that the connectors are free of debris, free Proceed to Test Step 2.
of corrosion and securely connected.
Result: The connectors were not connected correctly or
B. Perform a 45 N (10 lb) pull test on all of the wires associated the connectors have corrosion or moisture.
with the data link circuits.
Repair the connectors and/or the wiring. Replace parts, if
necessary. The DCU connector is not serviceable. Veri-
fy that the original fault is resolved.

2. Check for Active or Recently Logged Diagnostic Codes Diagnostic Trou- Result: There is an active or recently logged 3216-11 or
ble Codes 3226-11 diagnostic code.
A. Establish communication between the electronic service tool
and the engine Electronic Control Module (ECM). Refer to Trou- Proceed to Test Step 3.
bleshooting, “Electronic Service Tools”
Result: There is an active or recently logged 3216-12 di-
B. Download the “Warranty Report” from the engine ECM before agnostic code.
performing any troubleshooting or clearing diagnostic trouble
codes. Proceed to Test Step 4.

C. Establish communication between the electronic service tool Result: There is an active or recently logged 3226-12 di-
and the Dosing Control Unit (DCU) . agnostic code.

D. Look for active or logged codes. Proceed to Test Step 5.

Result: There is an active or recently logged 4377-12 di-

agnostic code.

Proceed to Test Step 6.

Result: There is an active or recently logged 3360-14 di-

agnostic code.

Proceed to Test Step 7.

3. Inspect the NOx Sensor NOx sensor OK Result: The NOx sensor is damaged.

A. Remove the suspect NOx sensor. Refer to Disassembly and Install a replacement NOx sensor. Refer to Disassembly
Assembly for the correct procedure. and Assembly for the correct procedure.
Proceed to Test Step 9.
B. Inspect the NOx sensor for visible damage.

Result: The NOx sensor is not damaged.

Clean the NOx sensor using only a soft brush.

Note: Do not use abrasive materials or fluids to clean the
NOx sensor.

Reinstall the NOx sensor. Refer to Disassembly and As-

sembly for the correct procedure.
Proceed to Test Step 9.

(continued)

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UENR4469 421
Diagnostic Functional Tests

(Table 268, contd)

Troubleshooting Test Steps Values Results

4. Override the SCR Intake NOx Sensor Diagnostic trou- Result: The 3216-12 diagnostic code is no longer active.
ble codes
A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 9.

B. Turn the keyswitch to the ON position.

Result: The 3216-12 diagnostic code is still active.
C. Use the electronic service tool to perform the “Aftertreatment
#1 Intake NOx Level Sensor Power Supply Override” . Install a replacement NOx sensor. Refer to Disassembly
and Assembly for the correct procedure.
D. Check for active diagnostic codes. Proceed to Test Step 9.

5. Override the SCR Outlet NOx Sensor Diagnostic trou- Result: The 3226-12 diagnostic code is no longer active.
ble codes
A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 8.

B. Turn the keyswitch to the ON position.

Result: The 3226-12 diagnostic code is still active.
C. Use the electronic service tool to perform the “Aftertreatment
#1 Outlet #1 NOx Level Sensor Power Supply Override” . Install a replacement NOx sensor. Refer to Disassembly
and Assembly for the correct procedure.
D. Check for active diagnostic codes. Proceed to Test Step 9.

6. Override the Ammonia Sensor Diagnostic trou- Result: The 4377-12 diagnostic code is no longer active.
ble codes
A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 8.

B. Turn the keyswitch to the ON position.

Result: The 4377-12 diagnostic code is still active.
C. Use the electronic service tool to perform the “Aftertreatment
#1 DEF Dosing Control Module Key Switch Line Override” . Install a replacement ammonia sensor. Refer to Disassem-
bly and Assembly for the correct procedure.
D. Check for active diagnostic codes. Proceed to Test Step 9.

7. Override the Power to the DCU Diagnostic Result: The 3360-12 diagnostic code is still active.
codes
A. Turn the keyswitch to the ON position. Proceed to Test Step 8.

B. Use the electronic service tool to perform the “Aftertreatment Result: The 3360-12 diagnostic code is no longer active.
#1 DEF Dosing Control Module Key Switch Line Override” .
Proceed to Test Step 9.
C. Check for active diagnostic codes.

(continued)

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422 UENR4469
Diagnostic Functional Tests

(Table 268, contd)

Troubleshooting Test Steps Values Results

8. Check if a Replacement PEU Eliminates the Fault Fault is resolved Result: The fault is resolved with the replacement PEU.

A. Make sure that the latest flash file for the application is installed Reconnect the suspect PEU. If the fault returns with the
in the DCU. suspect PEU, permanently install the replacement PEU.
Proceed to Test Step 9.
B. Contact Perkins Global Technical Support.
Result: The fault is still present with the replacement
C. If Global Technical Support recommend the use of a replace- PEU.
ment PEU, install a replacement PEU.
Contact Perkins Global Technical Support.
D. Use the electronic service tool to recheck the system for active
diagnostic codes.

9. Perform the “ Aftertreatment System Functional Test”” Diagnostic Result: The test passed and no diagnostic codes became
Codes active.
A. Turn the keyswitch to the ON position.
Return the engine to service.
B. Use the electronic service tool to perform the “Aftertreatment
System Functional Test” . Result: The test failed.

Troubleshoot any diagnostic codes that became active

during the test. Refer to TroubleshootingDiagnostic Trou-
ble Codes.

If the procedure did not correct the fault, contact Perkins

Global Technical Support.

i05892909

Sensor Calibration Required -

Test

The Electronic Control Module (ECM) performs

calibrations of pressure sensors automatically. Use
this procedure if the diagnostic code in Table 269 is
active or easily repeated.
Table 269
Diagnostic Codes Table for Sensor Calibration

J1939 Code Code Description Comments

(continued)

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UENR4469 423
Diagnostic Functional Tests

(Table 269, contd)

The ECM detects the following conditions:
The NRS differential pressure is outside the acceptable range during
Engine Exhaust Gas Recirculation Differen- initialization check, or during sensor calibration when the engine is
411-13
tial Pressure : Out of Calibration not running.
The warning lamp will come on and the engine will be derated.
The code is logged.

The ECM detects the following conditions:

The offset between the NRS inlet pressure and the barometric pres-
sure is outside the acceptable range during initialization check.
Engine Exhaust Gas Recirculation Inlet Pres- The offset between the NRS inlet pressure and the barometric pres-
3358-13
sure : Out of Calibration sure is outside the acceptable range during sensor calibration when
the engine is not running.
The warning lamp will come on and the engine will derate. The code
is logged.

The ECM detects the following conditions:

The offset between the intake manifold air pressure and the baromet-
ric pressure is outside the acceptable range during initialization
check.
Engine Intake Manifold #1 Absolute Pressure
3563-13 The offset between the intake manifold air pressure and the baromet-
: Out of Calibration
ric pressure is outside the acceptable range during sensor calibration
with the engine not running.
The warning lamp will come on and the engine will derate.
The code is logged.

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424 UENR4469
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Table 270
Troubleshooting Test Steps Values Results

1. Check For Active Diagnostic Codes Diagnostic codes Result: There are no active diagnostic codes for the
pressure sensors.
A. Turn the keyswitch to the OFF position.
If there are logged diagnostic codes for the intake mani-
B. Connect the electronic service tool to the diagnostic fold pressure sensor, the fault may be intermittent.
connector. Refer to Troubleshooting, “Electrical Connectors - In-
spect” in order to identify intermittent faults.
C. Turn the keyswitch to the ON position. Download the “Prod-
uct Summary Report” from the engine ECM before performing Result: One or more of the temperature sensors is read-
any troubleshooting or clearing diagnostic trouble codes. ing less than 5° C (41° F).

D. Use the electronic service tool to check that coolant temper- Proceed to Test Step 2.
ature, intake manifold air temperature, and NRS temperature
are all at least 5° C (41° F). Result: There is an active -3 or -4 diagnostic code for a
pressure sensor or the barometric pressure sensor.
Note: Wait at least 10 seconds in order for the diagnostic co-
des to become active. Troubleshoot these codes before continuing with this
procedure.
E. Use the electronic service tool in order to monitor active di-
agnostic codes or recently logged diagnostic codes. Look for Result:3358-13 and 3563-13 diagnostic codes are
an active or logged -3 or -4 codes for the pressure sensor or active.
the barometric pressure sensor.
Proceed to Test Step 3.
F. Use the electronic service tool in order to monitor active di-
agnostic codes or recently logged diagnostic codes. Look for Result: There is an active -13 diagnostic code for only
an active or logged -13 code for a pressure sensor or the baro- one sensor.
metric pressure sensor.
Proceed to Test Step 4.
G. Turn the keyswitch to the OFF position.

2. Ensure that the Systems are Fully Thawed Diagnostic codes Result: There are no active -13 codes.

A. Move the machine into an environment where the ambient The fault was caused by ice in system that has now been
temperature is greater than 5° C (41° F) for the duration of any thawed. Return the unit to service
troubleshooting.
Result: Both 3563-13 and 3358-13 codes are active or
B. If engine has been operated or stored in cold ambient condi- logged.
tions where there is a risk of ice formation on a sensor or sen-
sor pipes, run engine until the coolant temperature exceeds Proceed to Test Step 3.
65° C (149° F)for 20 minutes.
Result: A single -13 code is active or logged.
C. Turn the keyswitch to the OFF position. Wait for at least 20
seconds. The electronic service tool will disconnect. Proceed to Test Step 4.

D. Turn the keyswitch to the ON position.

E. Verify that coolant temperature, intake manifold air tempera-

ture, and NRS temperature are all now at least 5° C (41° F).

F. Check for active -13 diagnostic codes.

G. Check that the suspect sensor is installed correctly. Check

that the suspect sensor is fully seated into the engine.

3. Check the Barometric Pressure Sensor Barometric pressure Result: There is no active -13 code. The fault was
sensor fault caused by a faulty barometric pressure sensor.
A. Turn the keyswitch to the OFF position.
B. Install a new barometric pressure sensor.

(continued)

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UENR4469 425
Diagnostic Functional Tests

(Table 270, contd)

Troubleshooting Test Steps Values Results
C. Turn the keyswitch to the ON position. Do not start the Use the electronic service tool to clear all logged codes.
engine. Return the unit to service.

Note: Wait at least 10 seconds in order for the diagnostic co- Result: Either a 3563-13 or 3358-13 code is active.
des to become active.
Proceed to Test Step 4.
D. Monitor the status parameter for the suspect sensor on the
electronic service tool.

Illustration 165 g03724216

(1) Pipe for the NRS differential pressure (2) Pipe for the NRS inlet pressure sensor
sensor

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426 UENR4469
Diagnostic Functional Tests

Table 271
Troubleshooting Test Steps Values Results

4. Check the Suspect Pressure Sensor Barometric pressure Result: There is an active -13 code or the sensor is
sensor fault blocked
A. Turn the keyswitch to the OFF position.
B. Disconnect the connector for the suspect sensor and re- Temporarily connect a new sensor to the harness. Use
move the sensor from the engine. the electronic service tool to confirm that the repair elimi-
nates the fault.
C. Check the sensor for a blockage.
If the fault is eliminated, permanently install the new sen-
D. Temporarily reconnect the sensor to the harness. Do not in- sor. Refer to Disassembly & Assembly for the correct in-
stall the sensor on the engine. stallation procedure.

E. Turn the keyswitch to the ON position. Do not start the If the fault is still present, proceed to Test Step 3.
engine.
Result: There is no active -13 code.
F. Check for an active -13 diagnostic code for the suspect
sensor. Check that the sensor pipe is free of blockages or restric-
tions. Refer to Illustration 165 . If necessary, remove the
pipe and clear any blockage with an air line that is set at
a maximum pressure of 200 kPa (29 psi). If the blockage
is cleared, reinstall the pipe. If the blockage cannot be
cleared or there is a restriction, replace the pipe.

Install the sensor. Refer to Disassembly & Assembly for

the correct installation procedure.

Turn the keyswitch to the ON position. Run the engine at

idle speed for 5 minutes.

Turn the keyswitch to the OFF position. Ensure ECM is

fully powered-down.

Turn the keyswitch to the ON position. Do not start the

engine. Wait for 10 seconds. Confirm code is not active.

Use the electronic service tool to clear all logged codes.

If the fault is still present, Contact Perkins Global Tech-

nical Support.

i05892917

Sensor Supply - Test

This procedure covers the following diagnostic codes:

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UENR4469 427
Diagnostic Functional Tests

Table 272
Diagnostic Trouble Codes for Sensor Supplies

J1939 Code Description Comments

Code
678-3 ECU 8 Volts DC Supply : Voltage Above Normal The ECM detects the following conditions:

The 8 VDC supply is more than 8.8 VDC for more than one second.

The ECM has been powered for more than 3 seconds.

Diagnostic code 168-4 is not active.

The ECM will log the diagnostic code and the warning lamp will illuminate
while this diagnostic code is active.
The engine may be limited to low idle.

678-4 ECU 8 Volts DC Supply : Voltage Below Normal The ECM detects the following conditions:

The 8 VDC supply is less than 7.2 VDC for more than one second.

The ECM has been powered for more than 3 seconds.

Diagnostic code 168-4 is not active.

The ECM will log the diagnostic code and the warning lamp will illuminate
while this diagnostic code is active.

The engine may be limited to low idle.

An active diagnostic code may not cause any noticeable effect on engine re-
sponse unless the voltage drops below 6.5 VDC.

3509-3 Sensor Supply Voltage 1 : Voltage Above Normal The Electronic Control Module (ECM) detects the following conditions:

3510-3 Sensor Supply Voltage 2 : Voltage Above Normal The 5 VDC supply for the sensors is greater than 5.16 VDC for more than
one second.

The ECM has been powered for at least 3 seconds.

Diagnostic code 168-4 is not active.

The warning lamp will come on. The ECM sets all of the sensors on the 5
VDC circuit to the default values.
The engine will be derated.

3509-4 Sensor Supply Voltage 1 : Voltage Below Normal The ECM detects the following conditions:

3510-4 Sensor Supply Voltage 2 : Voltage Below Normal The 5 VDC supply for the sensors is less than 4.84 VDC for more than one
second.

The ECM has been powered for at least 3 seconds.

Diagnostic code 168-4 is not active.

The warning lamp will come on. The ECM sets all of the sensors on the 5
VDC circuit to the default values.
The engine will be derated.

Note: A 678-XX diagnostic code indicates a fault The ECM supplies regulated +5 VDC to the following
in the 8 VDC circuit on the J1/P1 connector. A sensors on P2:1:
3509-XX diagnostic code indicates a fault in the 5
VDC circuit on the J2/P2 connector. A 3510-XX
diagnostic code indicates a fault in the 5 VDC
circuit on the J1/P1 connector.
The following background information is related
to this procedure:

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• Barometric pressure sensor

• Intake manifold air pressure sensor

• Fuel pressure sensor

• Engine oil pressure sensor

• NRS intake pressure sensor
• NRS differential pressure sensor

• NRS valve position sensor

• Exhaust Back Pressure Regulator (EBPR) position
sensor
The ECM supplies regulated +5 VDC to the analog
throttle position sensors (if equipped) and the
aftertreatment ID module on P1:72.
The ECM supplies regulated +8 VDC to the digital
throttle position sensors (if equipped) on P1:56.
A diagnostic code can be caused by the following
conditions:
• A short circuit in the harness

• A short circuit to a voltage that is higher than 5.16

VDC

• A faulty sensor
• A faulty ECM
• An open circuit in the harness

Illustration 166 g03713467

Typical example of the schematic for the 5 VDC supply on P1:72

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Diagnostic Functional Tests

Illustration 167 g03713485

Typical example of the schematic for the 5 VDC supply on P2:1

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Diagnostic Functional Tests

Illustration 168 g03713525

Typical example of the schematic for the 8 VDC supply on P1:56

Illustration 169 g02315513 Illustration 171 g02315534

Typical example of the fuel rail pressure sensor Typical example of the connector for the NRS valve
(1) Sensor ground (1) 5 VDC supply
(3) 5 VDC supply (2) Sensor ground

Note: The position of the terminal for the voltage

supply on the fuel rail pressure sensor is different to
all other engine pressure sensors.

Illustration 172 g02315537

Typical example of the connector for the
aftertreatment identification module
Illustration 170 g02315514 (1) 5 VDC supply
Typical example of an engine pressure sensor (6) Ground
(1) 5 VDC supply
(2) Sensor ground

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Diagnostic Functional Tests

Illustration 173 g03130436

Typical example of the connector for the Exhaust
Back Pressure Regulator (EBPR)
(1) 5 VDC supply
(2) Ground

Illustration 175 g03713563

Typical example of the pin locations for the 5 VDC
supply on the P2 connector
(1) 5 VDC supply
(10) Ground
(19) NRS valve sensor ground

Complete the procedure in the order in which the

steps are listed.

Illustration 174 g03713556

Typical example of the P1 pin location for the sensor
supply
(30) Ground
(56) 8 VDC supply
(64) Ground
(72) 5 VDC supply

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Table 273
Troubleshooting Test Steps Values Results

1. Check for Connector Damage Connector fault Result: Found damage, abrasion, corrosion, or incorrect
attachment.
A. Turn the keyswitch to the OFF position.
Repair the connectors or the harness and/or replace the
B. Check the connectors and the harness for the following faults: connectors or the harness.
· Damage Use the electronic service tool in order to clear all logged di-
· Abrasion agnostic codes and then verify that the repair eliminates the
· Corrosion fault.
· Incorrect attachment
Result: No faults found
C. Refer to Troubleshooting, “Electrical Connectors - Inspect”.
Proceed to Test Step 2.
D. Perform a 45 N (10 lb) pull test on each of the wires in the har-
ness that are associated with the throttle position sensors. Check
the wire connectors for all the sensors on the sensor supply
circuits.

E. Check the screws for the ECM connectors for the correct torque
of 6 N·m (53 lb in).

2. Check for Active Diagnostic Codes Diagnostic Result: One or more of the diagnostic codes listed in Table
codes 272 is active or recently logged.
A. Connect the electronic service tool to the diagnostic connector. Proceed to Test Step 3.

B. Turn the keyswitch to the ON position. Result: None of the previous diagnostic codes are active.

C. Use the electronic service tool in order to monitor the diagnostic The fault may be intermittent. Proceed to Test Step 7.
codes. Check and record any active diagnostic codes.
Note: Wait at least 15 seconds in order for the diagnostic codes to
become active.

(continued)

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Diagnostic Functional Tests

(Table 273, contd)

Troubleshooting Test Steps Values Results

3. Disconnect the Sensors One at a Time Diagnostic Result: The 3509 or 3510 is inactive when all of the sensors
code inactive are disconnected.
A. Turn the keyswitch to the OFF position.
Replace the suspect sensor.
B. For a 3509-X diagnostic code, disconnect the sensors on the 5 Use the electronic service tool to clear all logged diagnostic
VDC supply circuit on the J2/P2 connector one at a time. Refer to codes and verify that the repair eliminates the fault.
Illustration 167 . Wait for 30 seconds after each sensor is discon-
nected. Use the electronic service tool in order to monitor the diag- Result: A 3509 diagnostic code is still active.
nostic codes.
Proceed to Test Step 4.
For a 3510-X diagnostic code, disconnect the analog throttle posi-
tion sensors (if equipped) one at a time. Also, disconnect the after- Result: A 3510 or 678 diagnostic code is still active.
treatment ID module any other sensors that are connected to the 5
VDC supply on the P1 connector. Wait for 30 seconds after each Proceed to Test Step 5.
sensor is disconnected. Use the electronic service tool in order to
monitor the diagnostic codes.

For a 678-X diagnostic code, disconnect the digital throttle position

sensors (if equipped) one at a time. Also, disconnect any other
sensors that are connected to the 8 VDC supply on the P1 con-
nector. Wait for 30 seconds after each sensor is disconnected.
Use the electronic service tool in order to monitor the diagnostic
codes.
Note: The sensor supply diagnostic will become inactive when the
sensor that caused the diagnostic code is disconnected.

C. Ensure that all the sensors on the suspect sensor supply circuit
are disconnected.

4. Disconnect the ECM Connector Diagnostic Result: The 3509 diagnostic code is no longer active.
code inactive
A. Turn the keyswitch to the OFF position. Replace the engine wiring harness.
Use the electronic service tool to clear all logged diagnostic
B. Disconnect the P2 connector from the ECM. codes and verify that the repair eliminates the fault.
Thoroughly inspect the P2/J2 connectors for corrosion and/or
damaged seals. Repair if necessary. Result: The 3509 diagnostic code is still active with the P2
connector disconnected.
C. Turn the keyswitch to the ON position.
Proceed to Test Step 8.
D. Use the electronic service tool to check for active diagnostic
codes.
Note: With the P2 connector disconnected, Diagnostic codes will
be active for all of the engine sensors. Disregard all other codes
and look for a 3509-X diagnostic code only.

E. Turn the keyswitch to the OFF position.

5. Check the Wiring for an Open Circuit or High Resistance Less than two Result: At least one of the resistance measurements is
Ohms greater than two Ohms.
A. Disconnect any sensors that are connected to the suspect sen-
sor supply circuit. Disconnect the P1 connector from the ECM. Replace the wiring with the high resistance.
Thoroughly inspect the P1/J1 connectors for corrosion and/or Use the electronic service tool to clear all logged diagnostic
damaged seals. Repair if necessary. codes and verify that the repair eliminates the fault.

B. Use a suitable multimeter to measure the resistance of the fol- Each resistance measurement is less than two Ohms.
lowing wires for each sensor:
· The sensor supply wire from the sensor to the P1 connector Proceed to Test Step 6.
· The sensor ground wire from the sensor to the P1 connector

(continued)

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Diagnostic Functional Tests

(Table 273, contd)

Troubleshooting Test Steps Values Results

6. Check the Wiring for a Short Circuit Greater than Result: At least one of the resistance measurements is less
100 Ohms than 100 Ohms.
A. Use a suitable multimeter to take the following resistance
measurements: Replace the wiring between the sensor and the P1
connector.
·P1:72 and all other terminals on the P1 connector Use the electronic service tool to clear all logged diagnostic
·P1:30 and all other terminals the P1 connector codes and verify that the repair eliminates the fault.
·P1:56 and all other terminals on the P1 connector
·P1:64 and all other terminals on the P1 connector Result: All resistance measurements are greater than 100
Ohms.

Proceed to Test Step 8.

7. Perform the “ Wiggle Test”” on the Electronic Service Tool No faults Result: No intermittent faults were found. The harness and
connectors appear to be OK.
A. Select the “Wiggle Test” from the diagnostic tests on the elec- Return the engine to service.
tronic service tool.
Result: At least one intermittent fault was indicated.
B. Choose the appropriate group of parameters to monitor.
Repair or replace the harness or connector.
C. Press the “Start” button. Wiggle the wiring harness in order to Use the electronic service tool to clear all logged diagnostic
reproduce intermittent faults. codes and verify that the repair eliminates the fault.
If an intermittent fault exists, the status will be highlighted and an
audible beep will be heard.

8. Check if a Replacement ECM Eliminates the Fault Fault Result: The fault is eliminated with the test ECM.
eliminated
A. Make sure that the latest flash file for the application is installed Reconnect the suspect ECM. If the fault returns with the
in the ECM. Refer to Troubleshooting, “Flash Programming”. suspect ECM, permanently install the replacement ECM.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Perkins Global Technical Support recommend the use of a Contact Perkins Global Technical Support.
test ECM, install a test ECM. Refer to Troubleshooting, “Replacing
the ECM”. If the procedure did not correct the issue, Contact Perkins
Global Technical Support.
D. Turn the keyswitch to the ON position. Use the electronic serv-
ice tool to verify that the repair eliminates the fault.

i05897517

Sensor Signal (Analog, Active)

- Test

This procedure covers the following diagnostic codes:

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UENR4469 435
Diagnostic Functional Tests

Table 274
Diagnostic Codes for the Active Analog Sensors

J1939 Code Code Description Comments

100-3 Engine Oil Pressure Sensor : Volt- The Electronic Control Module (ECM) detects the following conditions:
age Above Normal
The signal voltage from the engine oil pressure sensor is greater than 4.8 VDC for more
than 8 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The ECM will set
data for engine oil pressure to the default value. The default engine oil pressure is
600 kPa (87 psi). The electronic service tool will display “Voltage Above Normal” on the
status screens.
100-4 Engine Oil Pressure Sensor : Volt- The ECM detects the following conditions:
age Below Normal
The signal voltage from the engine oil pressure sensor is less than 0.2 VDC for more than
8 seconds.

The ECM has been powered for at least 2 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The ECM will set
data for the engine oil pressure to the default value. The default engine oil pressure is
600 kPa (87 psi). The electronic service tool will display “Voltage Below Normal” on the
status screens.
108-3 Barometric Pressure Sensor : Volt- The ECM detects the following conditions:
age Above Normal
The signal voltage for the barometric pressure sensor is greater than 4.8 VDC for at least
8 seconds.

The warning lamp will come on. The ECM will log the diagnostic code.

108-4 Barometric Pressure Sensor : Volt- The ECM detects the following conditions:
age Below Normal
The signal voltage for the barometric pressure sensor is less than 0.2 VDC for at least 8
seconds.

The warning lamp will come on. The ECM will log the diagnostic code.

157-3 Fuel Rail Pressure Sensor : Voltage The ECM detects the following conditions:
Above Normal
The signal voltage for the fuel rail pressure sensor is more than 4.7 VDC for 0.6 seconds.

The warning lamp will flash. The ECM will log the diagnostic code. The electronic service
tool will display “70000 kPa” next to “Desired Fuel Rail Pressure” and “Actual Fuel Rail
Pressure” on the status screens.
The engine will be derated.

157-4 Fuel Rail Pressure Sensor : Voltage The ECM detects the following conditions:
Below Normal
The signal voltage for the fuel rail pressure sensor is less than 0.67 VDC for 0.6 seconds.

The warning lamp will flash. The ECM will log the diagnostic code.
The electronic service tool will display “70000 kPa” next to “Desired Fuel Rail Pressure”
and “Actual Fuel Rail Pressure” on the status screens.
The engine will be derated.

411-3 EGR Differential Pressure Sensor : The ECM detects the following conditions:
Voltage Above Normal
The signal voltage for the NOx Reduction System (NRS) differential pressure sensor is
more than 4.8 VDC.

The ECM has been powered for at least 0.24 seconds.

The warning light will come on. The ECM will log the diagnostic code.

(continued)

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Diagnostic Functional Tests

(Table 274, contd)

Diagnostic Codes for the Active Analog Sensors

J1939 Code Code Description Comments

411-4 EGR Differential Pressure Sensor : The ECM detects the following conditions:
Voltage Below Normal
The signal voltage for the NRS differential pressure sensor is less than 0.2 VDC.

The ECM has been powered for at least 0.24 seconds.

The warning light will come on. The ECM will log the diagnostic code.

3358-3 EGR Intake Pressure Sensor : Volt- The ECM detects the following conditions:
age Above Normal
The signal voltage from the NRS inlet pressure sensor is more than 4.8 VDC for 0.12
seconds.

The ECM has been powered for 2 seconds.

The warning light will come on. The ECM will log the diagnostic code.
The ECM will set data for the NRS inlet pressure to the default value. The default value
for the NRS inlet pressure is 250 kPa (36.3 psi).

3358-4 EGR Intake Pressure Sensor : Volt- The ECM detects the following conditions:
age Below Normal
The signal voltage for the NRS inlet pressure sensor is less than 0.2 VDC for 0.12
seconds.

The ECM has been powered for 2 seconds.

The warning light will come on. The ECM will log the diagnostic code.
The ECM will set data for the NRS inlet pressure to the default value. The default value
for the NRS inlet pressure is 250 kPa (36.3 psi).

3563-3 Intake Manifold Pressure Sensor : The ECM detects the following conditions:
Voltage Above Normal
The signal voltage from the intake manifold pressure sensor is above 4.8 VDC for at least
8 seconds.

The ECM has been powered for 2 seconds.

The warning light will come on. The ECM will log the diagnostic code.
The data for the intake manifold pressure will be set to a maximum valid pressure for 2
seconds. The ECM will then flag the intake manifold pressure as being invalid. A default
value is then used for the intake manifold pressure.
The current for the wastegate regulator will be set to a default value while this code is ac-
tive. This condition will cause the engine to have poor acceleration. The default setting
will prevent any overpressure in the intake manifold which could be caused by an over-
speed of the turbocharger.

3563-4 Intake Manifold Pressure Sensor : The ECM detects the following conditions:
Voltage Below Normal
The signal voltage from the intake manifold pressure sensor is less than 0.2 VDC for at
least 8 seconds.

The ECM has been powered for 2 seconds.

The warning light will come on. The ECM will log the diagnostic code.
The data for the intake manifold pressure will be set to a maximum valid pressure for 2
seconds. The ECM will then flag the intake manifold pressure as being invalid. A default
value is then used for intake manifold pressure.
The current for the wastegate regulator will be set to a default value while this code is ac-
tive. This condition will cause the engine to have poor acceleration. The default setting
will prevent any overpressure in the intake manifold which could be caused by an over-
speed of the turbocharger.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

The following conditions must exist before any of the

above codes will become active:

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UENR4469 437
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• There are no active 3509 codes.

• There are no active 168 codes.

The following background information is related
to this procedure:
The 5 VDC sensor supply provides power to all 5
VDC sensors. The ECM supplies 5 VDC to terminal
“3” of the fuel rail pressure sensor connector and to
terminal “1” of all other active sensor connectors.
The sensor common from the ECM connector goes to
terminal “1” of the connector for the fuel rail pressure
sensor. The sensor common from the ECM connector
goes to terminal “2” of all other active sensor
connectors. The sensor supply is output short circuit
protected. A short circuit to the battery will not
damage the circuit inside the ECM.
The 8 VDC sensor supply provides power to the
exhaust outlet temperature sensor. The ECM
supplies 8 VDC to terminal “1” of the exhaust outlet
temperature sensor connector. The sensor common
from the ECM connector goes to terminal “2” of the
connector for the exhaust outlet temperature sensor.
The sensor supply is output short circuit protected. A
short circuit to the battery will not damage the circuit
inside the ECM.
Pull-up Voltage
The ECM continuously outputs a pull-up voltage on
the circuit for the sensor signal wire. The ECM uses
this pull-up voltage in order to detect an open in the
signal circuit. When the ECM detects a voltage above
a threshold on the signal circuit, an open circuit
diagnostic code (XXXX-3) is generated for the
sensor.
If the sensor is disconnected, pull-up voltage
indicates that the wires from the sensor connector to
the ECM are not open or shorted to ground. If the
sensor is disconnected, the absence of pull-up
voltage indicates an open in the signal wire or a short
to ground. If the sensor is disconnected and the
voltage is different from pull-up voltage, the signal
wire is shorted to another wire in the harness.

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Illustration 176 g03715179

Schematic for the active sensors on the ECM J2 connector

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Illustration 179 g01170310

Typical example of an engine pressure sensor
(1) 5 VDC Supply
(2) Ground
(3) Signal

Illustration 177 g03715180

Pin locations on the P2 connector for the active
sensors
(1) 5 VDC supply
(10) Sensor ground
(29) NRS differential pressure sensor signal
(37) Fuel rail pressure sensor signal
(45) Barometric pressure sensor signal
(46) NRS inlet pressure sensor signal
(53) Oil pressure sensor signal
(54) Intake manifold pressure sensor signal

Illustration 178 g03374231

Fuel rail pressure sensor
(1) Ground
(2) Signal
(3) 5 VDC Supply

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440 UENR4469
Diagnostic Functional Tests

Table 275
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the P2/J2 Repair any faulty connectors or replace the wiring har-
ECM connectors and the engine pressure sensors. ness. Ensure that all of the seals are properly in place
Refer to Troubleshooting, “Electrical Connectors - Inspect”. and ensure that the connectors are correctly coupled.
Use the electronic service tool to clear all logged diag-
B. Perform a 45 N (10 lb) pull test on each of the wires in the nostic codes and verify that the repair eliminates the
ECM connector and the sensor connectors that are associated fault.
with the active diagnostic code.
Result: All connectors, pins, and sockets are correctly
C. Check the screw for the ECM connector for the correct tor- coupled and/or inserted. The harness is free of corrosion,
que of 6 N·m (53 lb in). abrasion, and pinch points.

D. Check the harness for corrosion, abrasion, and pinch points Proceed to Test Step 2.
from the engine pressure sensors to the ECM.

2. Check For Active Diagnostic Codes Diagnostic codes Result: There are no active diagnostic codes for the ac-
tive sensors.
A. Turn the keyswitch to the OFF position.
If there are logged diagnostic codes for the active sen-
B. Connect the electronic service tool to the diagnostic sors, the fault may be intermittent.
connector. Refer to Troubleshooting, “Electrical Connectors - In-
spect” in order to identify intermittent faults.
C. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. Result: An XXXX-3 or an XXXX-4 diagnostic code is ac-
tive for one or more of the active sensors.
D. Verify if any of the diagnostic codes that are listed in Table
274 are active. Proceed to Test Step 3.

E. Turn the keyswitch to the OFF position.

3. Check the Supply Voltage at the Sensor Connector 4.8 VDC to 5.2 VDC Result: The voltage measurement is not within the ex-
pected range. The fault is in the supply wire or the ground
A. Turn the keyswitch to the OFF position. wire in the engine wiring harness.

B. Disconnect the connector for the suspect sensor. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diag-
C. Turn the keyswitch to the ON position. Do not start the nostic codes. Return the engine to service.
engine.
Result: The voltage measurement is within the expected
D. Measure the voltage between the 5 VDC supply terminal range. The correct supply voltage is reaching the sensor.
and the ground terminal on the harness connector for the sus-
pect sensor. The voltage measurement should be 5.0 ± 0.2 Proceed to Test Step 4.
VDC for all other active sensor.

E. Turn the keyswitch to the OFF position.

F. Reconnect the sensor.

(continued)

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(Table 275, contd)

Troubleshooting Test Steps Values Results

4. Check the Type of Diagnostic Code that is Active Diagnostic codes Result: An XXXX-4 diagnostic code is active for one or
more of the active sensors at this time.
A. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. Proceed to Test Step 5.

B. Use the electronic service tool to check for active diagnostic Result: An XXXX-3 diagnostic code is active for one or
codes. Record all active diagnostic codes. more of the active sensors at this time.

Proceed to Test Step 7.

Diagnostic codes
5. Create An Open Circuit at the Sensor Connector Result: An XXXX-4 diagnostic code was active before
disconnecting the sensor. An XXXX-3 diagnostic code
A. Turn the keyswitch to the OFF position. became active after disconnecting the sensor - the sen-
sor is faulty.
B. Disconnect the connector for the sensor with the XXXX-4 di-
agnostic code. Temporarily connect a new sensor to the harness, but do
not install the new sensor in the engine. Use the elec-
C. Turn the keyswitch to the ON position. Wait for at least 10 tronic service tool in order to verify that the repair elimi-
seconds for activation of the diagnostic codes. nates the fault and then permanently install the new
sensor.
D. Use the electronic service tool to check the “Active Diag- Use the electronic service tool to clear all logged diag-
nostic Code” screen. Check for an XXXX-3 diagnostic code. nostic codes and verify that the repair eliminates the
fault.

Result: The XXXX-4 diagnostic code is still active.

Proceed to Test Step 6.

6. Check the Signal Wire for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms. The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty connector or replace the faulty harness.
B. Disconnect the P2 connector and disconnect the connector Use the electronic service tool to verify that the repair
from the suspect sensor. eliminates the fault.

C. Use a multimeter to check for resistance between the appli- Result: All resistance measurements are greater than
cable signal terminal on the P2 connector and all other termi- 100 Ohms.
nals on the P2 connector.
Refer to Illustration 177 . Proceed to Test Step 9.

(continued)

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(Table 275, contd)

Troubleshooting Test Steps Values Results

7. Create a Short Circuit at the Sensor Connector Diagnostic codes Result: An XXXX-3 diagnostic code was active before in-
stalling the jumper. An XXXX-4 diagnostic code became
A. Turn the keyswitch to the OFF position. active with the jumper installed - the sensor may be
faulty.
B. Disconnect the connector for the suspect sensor.
Temporarily connect a new sensor to the harness, but do
C. Fabricate a jumper wire that is 150 mm (6 inch) long. Crimp not install the new sensor in the engine. Use the elec-
a terminal to both ends of the wire. tronic service tool in order to verify that the repair elimi-
nates the fault and then permanently install the new
D. Use the jumper to connect the sensor signal terminal to the sensor.
sensor ground terminal on the harness connector for the sus- Use the electronic service tool in order to clear all logged
pect sensor. diagnostic codes and verify that the repair eliminates the
fault.
E. Turn the keyswitch to the ON position. Do not start the
engine. Result: The XXXX-3 diagnostic code remains active
when the jumper is installed.
F. Access the “Active Diagnostic Codes” screen on the elec-
tronic service tool and check for an active XXXX-4 diagnostic Proceed to Test Step 8.
code for the suspect sensor.

G. Remove the jumper. Reconnect the sensor.

8. Check the Signal Wire for an Open Circuit Less than two Ohms. Result: The resistance measurement is greater than two
Ohms. The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect the P2 connector and disconnect the connector Use the electronic service tool to clear all logged diag-
from the suspect sensor. nostic codes and verify that the repair eliminates the
fault.
C. Use a multimeter to check for resistance between the appli-
cable signal terminal on the sensor connector and the applica- Result: The resistance measurement is less than two
ble terminal on the P2 connector. Refer to Illustration 176 . Ohms. The fault is in the ECM.

Proceed to Test Step 9.

9. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement
Note: This consultation can greatly reduce the repair time. ECM.

C. If Technical Support recommends the use of a test ECM, in- Do not use the replacement ECM.
stall a test ECM. Refer to Troubleshooting, “Replacing the If the procedure did not correct the fault, contact Perkins
ECM”. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05931612

This procedure covers the following diagnostic codes:

Sensor Signal (Analog,
Passive) - Test
(Sensors Connected to the DCU)

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Table 276
Diagnostic Trouble Codes for Analog Passive Sensors

J1939 Code Code Description Comments

The ECM detects the following conditions:

The signal voltage from the DPF inlet temperature sensor is greater than 4.95 VDC for
Aftertreatment #1 DPF Intake Gas more than 8 seconds.
3242-3 Temperature : Voltage Above
Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Above Normal” will be displayed next to the status for “DPF Inlet Temperature”
on the electronic service tool.
The ECM detects the following conditions:

The signal voltage from the DPF inlet temperature sensor is less than 0.2 VDC for more
Aftertreatment #1 DPF Intake Gas than 8 seconds.
3242-4 Temperature : Voltage Below
Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Below Normal” will be displayed next to the status for “DPF Inlet Temperature”
on the electronic service tool.
The ECM detects the following conditions:

The signal voltage from the SCR inlet temperature sensor is greater than 4.95 VDC for
Aftertreatment #1 SCR Catalyst In- more than 8 seconds.
4360-3 take Gas Temperature : Voltage
Above Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Above Normal” will be displayed next to the status for “SCR Inlet Temperature”
on the electronic service tool.
The ECM detects the following conditions:

The signal voltage from the SCR inlet temperature sensor is less than 0.2 VDC for more
Aftertreatment #1 SCR Catalyst In- than 8 seconds.
4360-4 take Gas Temperature : Voltage Be-
low Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Below Normal” will be displayed next to the status for “SCR Inlet Temperature”
on the electronic service tool.
The ECM detects the following conditions:

The SCR inlet temperature sensor has probably failed in range.

Aftertreatment #1 SCR Catalyst In-
4360-20 take Gas Temperature : Data
An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
Drifted High
logged if the engine has been operating for more than 7 minutes.
“Data Drifted High” will be displayed next to the status for “SCR Inlet Temperature” on
the electronic service tool.
The ECM detects the following conditions:

The signal voltage from the DOC inlet temperature sensor is greater than 4.95 VDC for
Aftertreatment #1 Diesel Oxidation more than 8 seconds.
4765-3 Catalyst Intake Gas Temperature :
Voltage Above Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Above Normal” will be displayed next to the status for “DOC Inlet Temperature”
on the electronic service tool.

(continued)

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444 UENR4469
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(Table 276, contd)

Diagnostic Trouble Codes for Analog Passive Sensors

J1939 Code Code Description Comments

The ECM detects the following conditions:

The signal voltage from the DOC inlet temperature sensor is less than 0.2 VDC for more
Aftertreatment #1 Diesel Oxidation than 8 seconds.
4765-4 Catalyst Intake Gas Temperature :
Voltage Below Normal An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Below Normal” will be displayed next to the status for “DOC Inlet Temperature”
on the electronic service tool.
Follow the troubleshooting procedure in order to identify the root cause of the fault.

This procedure covers temperature sensors that are If the sensor is disconnected, pull-up voltage at the
connected to the Dosing Control Unit (DCU). The connector indicates that the wires are not open or
DCU communicates any error conditions to the shorted to ground. If the sensor is disconnected, the
engine ECM over the CAN C data link. absence of pull-up voltage indicates an open in the
signal wire or a short to ground. If the sensor is
Note: The following conditions must exist before any disconnected and the voltage is different from pull-up
of the above codes will become active: voltage, the signal wire is shorted to another wire in
the harness.
• The ECM has been powered for at least 2
seconds.
• There are no active 168-X diagnostic codes.
The ECM will log the diagnostic code. If equipped, the
warning light will come on.
This procedure covers open circuit diagnostic codes
and short circuit diagnostic codes that are associated
with the following sensors that are connected to the
DCU:
• DOC inlet temperature sensor

• DPF inlet temperature sensor (if equipped)

• SCR inlet temperature sensor
The following background information is related
to this procedure:
The troubleshooting procedures for the diagnostic
codes of each temperature sensor are identical. The
temperature sensors have two terminals. The signal
line is connected to each sensor connector terminal
1. Terminal 2 is the return line. The signal voltage
from terminal 1 of each sensor is supplied to the
appropriate terminal in the DCU.
Pull-up Voltage
The DCU continuously outputs a pull-up voltage on
the circuit for the sensor signal wire. The DCU uses
this pull-up voltage in order to detect an open in the
signal circuit. When the DCU detects a voltage above
a threshold on a signal circuit, an open circuit
diagnostic code (XXX-3) is communicated to the
engine ECM.

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UENR4469 445
Diagnostic Functional Tests

Illustration 180 g03713995

Schematic for passive engine temperature sensors on the DCU connector

Illustration 181 g03714016 Illustration 182 g03714041

Pinouts on the 31 pin connector for the temperature Typical view of a CEM temperature sensor and
sensors mating connector
(8) SCR inlet temperature signal (1) Signal
(9) DOC inlet temperature signal (2) Ground
(10) DPF inlet temperature signal
(24) Temperature sensor ground

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446 UENR4469
Diagnostic Functional Tests

Table 277
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the ECM Repair any faulty connectors or replace the wiring har-
connectors and the engine temperature sensors. ness. Ensure that all of the seals are properly in place
Refer to Troubleshooting, “Electrical Connectors - Inspect”. and ensure that the connectors are correctly coupled.

B. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool to clear all logged diag-
DCU connector and the sensor connectors that are associated nostic codes and verify that the repair eliminates the
with the active diagnostic code. fault.

C. Check the harness for corrosion, abrasion, and pinch points Result: All connectors, pins, and sockets are correctly
from the engine temperature sensors to the ECM. coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.

Proceed to Test Step 2.

2. Check the Type of Diagnostic Code that is Active Diagnostic codes Result: An XXXX-4 or 4369-20 diagnostic code is active
for one or more of the temperature sensors at this time.
A. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. Proceed to Test Step 3.

B. Use the electronic service tool to check for active diagnostic Result: An XXXX-3 diagnostic code is active for one or
codes. Record all active diagnostic codes. more of the temperature sensors at this time.

Proceed to Test Step 5.

3. Create An Open Circuit at the Sensor Connector Open circuit Result: An XXXX-4 diagnostic code was active before
disconnecting the sensor. An XXXX-3 diagnostic code
A. Turn the keyswitch to the OFF position. became active after disconnecting the sensor - the sen-
sor is faulty.
B. Disconnect the connector for the sensor with the XXXX-4 di-
agnostic code. Temporarily connect a new sensor to the harness, but do
not install the new sensor in the engine. Use the elec-
C. Turn the keyswitch to the ON position. Wait for at least 10 tronic service tool in order to verify that the repair elimi-
seconds for activation of the diagnostic codes. nates the fault and then permanently install the new
sensor.
D. Use the electronic service tool to check the “Active Diag-
nostic Code” screen. Check for an XXXX-3 diagnostic code. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
fault.

Result: The XXXX-4 diagnostic code is still active.

Proceed to Test Step 4.

4. Check the Signal Wire for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty connector or replace the faulty harness.
B. Disconnect the 31 pin connector and disconnect the con- Use the electronic service tool to verify that the repair
nector from the suspect sensor. eliminates the fault.

C. Use a multimeter to check for resistance between the appli- Result: All resistance measurements are greater than
cable signal terminal on the 31 pin connector and all other ter- 100 Ohms.
minals on the 31 pin connector.
Refer to Illustration 181 . Proceed to Test Step 7.

(continued)

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UENR4469 447
Diagnostic Functional Tests

(Table 277, contd)

Troubleshooting Test Steps Values Results

5. Create a Short Circuit at the Sensor Connector Short circuit Result: An XXXX-3 diagnostic code was active before in-
stalling the jumper. An XXXX-4 diagnostic code became
A. Turn the keyswitch to the OFF position. active with the jumper installed - the sensor may be
faulty.
B. Disconnect the connector for the suspect sensor.
Temporarily connect a new sensor to the harness, but do
C. Fabricate a jumper wire that is 150 mm (6 inch) long. Crimp not install the new sensor in the engine. Use the elec-
a terminal to both ends of the wire. tronic service tool in order to verify that the repair elimi-
nates the fault and then permanently install the new
D. Use the jumper to connect the sensor signal terminal to the sensor.
sensor ground terminal on the harness connector for the sus-
pect sensor. Use the electronic service tool in order to clear all logged
diagnostic codes and verify that the repair eliminates the
E. Turn the keyswitch to the ON position. Do not start the fault.
engine.
Result: The XXXX-3 diagnostic code remains active
F. Access the “Active Diagnostic Codes” screen on the elec- when the jumper is installed.
tronic service tool and check for an active XXXX-4 diagnostic
code for the suspect sensor. Proceed to Test Step 6.

G. Remove the jumper. Reconnect the sensor.

6. Check the Signal Wire for an Open Circuit Less than two Ohms. Result: The resistance measurement is greater than two
Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect the 31 pin connector and disconnect the con-
nector from the suspect sensor. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Use a multimeter to check for resistance between the appli- fault.
cable signal terminal on the sensor connector and the applica-
ble terminal on the 31 pin connector. Refer to Illustration 180 . Result: The resistance measurement is less than two
Ohms. The fault is in the ECM.

Proceed to Test Step 7.

7. Check if a Replacement Pump and Electronics Unit Fault eliminated Result: The fault is eliminated with the test PEU.
(PEU) Eliminates the Fault
Reconnect the suspect PEU. If the fault returns with the
A. Make sure that the latest flash file for the application is in- suspect PEU, permanently install the replacement PEU.
stalled in the DCU. Refer to Troubleshooting, “Flash
Programming”. Result: The fault is still present with the replacement
PEU.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time. Do not use the replacement PEU.

C. If Technical Support recommend the use of a test PEU, in- If the procedure did not correct the issue, contact Perkins
stall a test PEU. Refer to Troubleshooting, “Replacing the Global Technical Support.
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05931618

Sensor Signal (Analog,

Passive) - Test
(Sensors Connected to the
Engine ECM)
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448 UENR4469
Diagnostic Functional Tests

This procedure covers the following diagnostic codes:

Table 278

Diagnostic Trouble Codes for Analog Passive Sensors

J1939 Code Code Description Comments

105-3 Intake Manifold Air Temperature The Electronic Control Module (ECM) detects the following conditions:
Sensor : Voltage Above Normal
The signal voltage from the intake manifold air temperature sensor is greater than 4.95
VDC for more than 8 seconds.

Engine coolant temperature is above −10 °C (15.0 °F).

The ECM will use the default value of 70 °C (158 °F) for the intake manifold air tempera-
ture. “Voltage High” will be displayed next to the status for “Intake Manifold Air Tempera-
ture” on the electronic service tool.
The engine may show the following symptoms:
Poor stability
Poor cold running
Poor acceleration under load
White smoke
105-4 Intake Manifold Air Temperature The ECM detects the following conditions:
Sensor : Voltage Below Normal
The signal voltage from the intake manifold air temperature sensor is less than 0.2 VDC
for more than 8 seconds.

The ECM will use the default value of 70 °C (158°F) for the intake manifold air tempera-
ture. “Voltage Low” will be displayed next to the status for “Intake Manifold Air Tempera-
ture” on the electronic service tool.
The engine may show the following symptoms:
Poor stability
Poor cold running
Poor acceleration under load
White smoke
110-3 Engine Coolant Temperature Sen- The ECM detects the following conditions:
sor : Voltage Above Normal
The signal voltage from the engine coolant temperature sensor is greater than 4.95 VDC
for more than 8 seconds.
An active diagnostic code will be generated after 8 seconds.
The ECM will default to 90 °C (194 °F) for engine coolant temperature. “Voltage Above
Normal” will be displayed next to the status for “Engine Coolant Temperature” on the
electronic service tool.
The engine may show the following symptoms:
Poor stability
Poor cold running
White smoke
110-4 Engine Coolant Temperature Sen- The ECM detects the following conditions:
sor : Voltage Below Normal
The signal voltage from the engine coolant temperature sensor is less than 0.2 VDC for
more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
The ECM will default to 90 °C (194 °F) for engine coolant temperature. “Voltage Below
Normal” will be displayed next to the status for “Engine Coolant Temperature” on the
electronic service tool.
The engine may show the following symptoms:
Poor stability
Poor cold running
White smoke

(continued)

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UENR4469 449
Diagnostic Functional Tests

(Table 278, contd)

Diagnostic Trouble Codes for Analog Passive Sensors

J1939 Code Code Description Comments

172-3 Air Inlet Temperature Sensor : Volt- The ECM detects the following conditions:
age Above Normal
The signal voltage from the air inlet temperature sensor is greater than 4.95 VDC for at
least 8 seconds.
172-4 Air Inlet Temperature Sensor : Volt- The ECM detects the following conditions:
age Below Normal
The signal voltage from the air inlet temperature sensor is less than 0.2 VDC for at least 8
seconds.
174-3 Fuel Temperature Sensor : Voltage The ECM detects the following conditions:
Above Normal
The signal voltage from the fuel temperature sensor is greater than 4.95 VDC for more
than 8 seconds.

The ECM will default to 40° C (104° F) for fuel temperature. “Voltage Above Normal” will
be displayed next to the status for “Engine Fuel Temperature” on the electronic service
tool.
174-4 Fuel Temperature Sensor : Voltage The ECM detects the following conditions:
Below Normal
The signal voltage from the fuel temperature sensor is less than 0.2 VDC for more than 8
seconds.

The ECM will default to 40° C (104° F) for fuel temperature. “Voltage Below Normal” will
be displayed next to the status for “Engine Fuel Temperature” on the electronic service
tool.
412-3 EGR Temperature Sensor : Voltage The ECM detects the following conditions:
Above Normal
The signal voltage from the Nox Reduction System (NRS) temperature sensor is greater
than 4.975 VDC for more than 8 seconds.
412-4 EGR Temperature Sensor : Voltage The ECM detects the following conditions:
Below Normal
The signal voltage from the NRS temperature sensor is less than 0.2 VDC for more than
8 seconds.
2630-3 Engine Charge Air Cooler Outlet The ECM detects the following conditions:
Temperature : Voltage Above
Normal The signal voltage from the ATAAC outlet temperature sensor is greater than 4.95 VDC
(If equipped) for more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Above Normal” will be displayed next to the status for “ATAAC Temperature”
on the electronic service tool.
2630-4 Engine Charge Air Cooler Outlet The ECM detects the following conditions:
Temperature : Voltage Below
Normal The signal voltage from the ATAAC outlet temperature sensor is less than 0.2 VDC for
(If equipped) more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Below Normal” will be displayed next to the status for “ATAAC Temperature”
on the electronic service tool.

(continued)

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450 UENR4469
Diagnostic Functional Tests

(Table 278, contd)

Diagnostic Trouble Codes for Analog Passive Sensors

J1939 Code Code Description Comments

7441-3 Aftertreatment #1 Ambient Air Tem- The ECM detects the following conditions:
perature : Voltage Above Normal
(If equipped) The signal voltage from the aftertreatment ambient air temperature sensor is greater than
4.95 VDC for more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Above Normal” will be displayed next to the status for “Aftertreatment Ambient
Air Temperature” on the electronic service tool.

7441-4 Aftertreatment #1 Ambient Air Tem- The ECM detects the following conditions:
perature : Voltage Below Normal
(If equipped) The signal voltage from the aftertreatment ambient air temperature sensor is less than
0.2 VDC for more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will be
logged if the engine has been operating for more than 7 minutes.
“Voltage Below Normal” will be displayed next to the status for “Aftertreatment Ambient
Air Temperature” on the electronic service tool.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Note: The following conditions must exist before any Pull-up Voltage
of the above codes will become active:
The ECM continuously outputs a pull-up voltage on
• The ECM has been powered for at least 2 the circuit for the sensor signal wire. The ECM uses
seconds. this pull-up voltage in order to detect an open in the
signal circuit. When the ECM detects a voltage above
• There are no active 168-X diagnostic codes. a threshold on the signal circuit, an open circuit
diagnostic code (XXX-3) is generated for the sensor.
The ECM will log the diagnostic code. If equipped, the
warning light will come on. If the sensor is disconnected, pull-up voltage at the
connector indicates that the wires are not open or
This procedure covers open circuit diagnostic codes shorted to ground. If the sensor is disconnected, the
and short circuit diagnostic codes that are associated absence of pull-up voltage indicates an open in the
with the following sensors: signal wire or a short to ground. If the sensor is
disconnected and the voltage is different from pull-up
• Coolant temperature sensor voltage, the signal wire is shorted to another wire in
the harness.
• Intake manifold air temperature sensor
• Fuel temperature sensor

• Air inlet temperature sensor

• ATAAC outlet temperature sensor

• NRS inlet temperature sensor

• Aftertreatment ambient air temperature sensor (if
equipped)
The following background information is related
to this procedure:
The troubleshooting procedures for the diagnostic
codes of each temperature sensor are identical. The
temperature sensors have two terminals. The signal
line is connected to each sensor connector terminal
1. Terminal 2 is the return line. The signal voltage
from terminal 1 of each sensor is supplied to the
appropriate terminal in the P2/J2 connector or the P1/
J1 connector.

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Illustration 183 g03713988

Schematic for passive engine temperature sensors on the P1 connector

Illustration 184 g03675493

Schematic for passive engine temperature sensors on the P2 connector

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452 UENR4469
Diagnostic Functional Tests

Illustration 187 g01170313

Typical view of an engine temperature sensor
(1) Signal
(2) Ground

Illustration 185 g03713992

P1 pin locations for the temperature sensors
(29) Temperature sensor ground
(34) Air inlet temperature sensor signal
(35) ATAAC outlet temperature sensor signal (if equipped)
(41) A/T ambient air temperature sensor signal (if equipped)

Illustration 186 g03146858

P2 pin locations for the temperature sensors
(11) Sensor ground
(50) Coolant temperature sensor signal
(52) NRS temperature sensor signal
(61) Fuel temperature sensor signal
(62) Intake manifold air temperature sensor signal

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UENR4469 453
Diagnostic Functional Tests

Table 279
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the ECM Repair any faulty connectors or replace the wiring har-
connectors and the engine temperature sensors. ness. Ensure that all of the seals are properly in place
Refer to Troubleshooting, “Electrical Connectors - Inspect”. and ensure that the connectors are correctly coupled.

B. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool to clear all logged diag-
ECM connector and the sensor connectors that are associated nostic codes and verify that the repair eliminates the
with the active diagnostic code. fault.

C. Check the screw for the ECM connector for the correct tor- Result: All connectors, pins, and sockets are correctly
que of 6 N·m (53 lb in). coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.
D. Check the harness for corrosion, abrasion, and pinch points
from the engine temperature sensors to the ECM. Proceed to Test Step 2.

2. Check the Type of Diagnostic Code that is Active Diagnostic codes Result: An XXXX-4 diagnostic code is active for one or
more of the temperature sensors at this time.
A. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. Proceed to Test Step 3.

B. Use the electronic service tool to check for active diagnostic Result: An XXXX-3 diagnostic code is active for one or
codes. Record all active diagnostic codes. more of the temperature sensors at this time.

Proceed to Test Step 5.

3. Create An Open Circuit at the Sensor Connector Open circuit Result: An XXXX-4 diagnostic code was active before
disconnecting the sensor. An XXXX-3 diagnostic code
A. Turn the keyswitch to the OFF position. became active after disconnecting the sensor - the sen-
sor is faulty.
B. Disconnect the connector for the sensor with the XXXX-4 di-
agnostic code. Temporarily connect a new sensor to the harness, but do
not install the new sensor in the engine. Use the elec-
C. Turn the keyswitch to the ON position. Wait for at least 10 tronic service tool in order to verify that the repair elimi-
seconds for activation of the diagnostic codes. nates the fault and then permanently install the new
sensor.
D. Use the electronic service tool to check the “Active Diag-
nostic Code” screen. Check for an XXXX-3 diagnostic code. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
fault.

Result: The XXXX-4 diagnostic code is still active.

Proceed to Test Step 4.

4. Check the Signal Wire for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty connector or replace the faulty harness.
B. Disconnect the P1 or P2 connector, as applicable, and dis- Use the electronic service tool to verify that the repair
connect the connector from the suspect sensor. eliminates the fault.

C. Use a multimeter to check for resistance between the appli- Result: All resistance measurements are greater than
cable signal terminal on the P1/P2 connector and all other ter- 100 Ohms.
minals on the P1/P2 connector.
Refer to Illustration 183 or Illustration 184 . Proceed to Test Step 7.

(continued)

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454 UENR4469
Diagnostic Functional Tests

(Table 279, contd)

Troubleshooting Test Steps Values Results

5. Create a Short Circuit at the Sensor Connector Short circuit Result: An XXXX-3 diagnostic code was active before in-
stalling the jumper. An XXXX-4 diagnostic code became
A. Turn the keyswitch to the OFF position. active with the jumper installed - the sensor may be
faulty.
B. Disconnect the connector for the suspect sensor.
Temporarily connect a new sensor to the harness, but do
C. Fabricate a jumper wire that is 150 mm (6 inch) long. Crimp not install the new sensor in the engine. Use the elec-
a terminal to both ends of the wire. tronic service tool in order to verify that the repair elimi-
nates the fault and then permanently install the new
D. Use the jumper to connect the sensor signal terminal to the sensor.
sensor ground terminal on the harness connector for the sus-
pect sensor. Use the electronic service tool in order to clear all logged
diagnostic codes and verify that the repair eliminates the
E. Turn the keyswitch to the ON position. Do not start the fault.
engine.
Result: The XXXX-3 diagnostic code remains active
F. Access the “Active Diagnostic Codes” screen on the elec- when the jumper is installed.
tronic service tool and check for an active XXXX-4 diagnostic
code for the suspect sensor. Proceed to Test Step 6.

G. Remove the jumper. Reconnect the sensor.

6. Check the Signal Wire for an Open Circuit Less than two Ohms. Result: The resistance measurement is greater than two
Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect the P1 or P2connector as applicable and discon-
nect the connector from the suspect sensor. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Use a multimeter to check for resistance between the appli- fault.
cable signal terminal on the sensor connector and the applica-
ble terminal on the P1/P2 connector. Refer to Illustration 185 Result: The resistance measurement is less than two
or 186 . Ohms. The fault is in the ECM.

Proceed to Test Step 7.

7. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommend the use of a test ECM, in-
stall a test ECM. Refer to Troubleshooting, “Replacing the If the procedure did not correct the issue, contact Perkins
ECM”. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05944895

This procedure covers the following diagnostic codes:

Solenoid Valve - Test
(Solenoid Valves that Connect to
the Dosing Control Unit (DCU))

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UENR4469 455
Diagnostic Functional Tests

Table 280
Diagnostic Codes for the Solenoid Valves

J1939 Code Code Description Comments

The ECM detects the following conditions:

A low current condition in the output from the DCU to the solenoid in the DEF injector

There are no active 168 diagnostic codes.

Aftertreatment #1 DEF Dosing Unit
3361-5 The ECM has been powered for at least 2 seconds.
: Current Below Normal
The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active.
This diagnostic code detects a fault in the circuit for the DEF injector that is most likely to
be an open circuit.

The ECM detects the following conditions:

A high current condition in the output from the DCU to the solenoid in the DEF injector.

There are no active 168 diagnostic codes.

Aftertreatment #1 DEF Dosing Unit
3361-6 The ECM has been powered for at least 2 seconds.
: Current Above Normal
The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active.
This diagnostic code detects a fault in the circuit for the DEF injector. This fault is most
likely to be caused by a high side short to ground or a low side short to power.

The ECM detects the following conditions:

A low current condition in the output from the DCU to the solenoid in the coolant diverter
valve.

There are no active 168 diagnostic codes.

Aftertreatment #1 DEF Tank Heater
3363-5
: Current Below Normal The ECM has been powered for at least 2 seconds.

The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active.
This diagnostic code detects a fault in the circuit for the coolant diverter valve that is most
likely to be an open circuit.

The ECM detects the following conditions:

A high current condition in the output from the DCU to the solenoid in the coolant diverter
valve.

There are no active 168 diagnostic codes.

Aftertreatment #1 DEF Tank Heater
3363-6
: Current Above Normal The ECM has been powered for at least 2 seconds.

The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active.
This diagnostic code detects a fault in the circuit for the coolant diverter valve. This fault
is most likely to be caused by a high side short to ground or a low side short to power.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

The following background information is related

to this procedure:

Coolant Diverter Valve

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Diagnostic Functional Tests

The coolant diverter valve controls the flow of coolant

to the heater in the Diesel Exhaust Fluid (DEF) tank.
When required, the valve is opened to allow hot
coolant to circulate through the DEF tank. This flow
allows the coolant to heat the DEF to a useable
temperature.
DEF Injector
The DEF injector controls the flow of DEF into the
exhaust stream in the Integrated Clean Emissions
Module (IGCEM). The DEF injector is controlled by
the Dosing Control Unit (DCU).

Illustration 188 g03733173

Schematic for the solenoid valves

Illustration 189 g03714644

Pin locations on the 31 pin connector for the solenoid
valves
(11) DEF injector return
(12) DEF injector signal
(17) Coolant diverter valve +
(19) Coolant diverter valve -

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UENR4469 457
Diagnostic Functional Tests

Illustration 190 g03714645

Coolant diverter valve

Illustration 191 g03714646

DEF injector

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458 UENR4469
Diagnostic Functional Tests

Table 281
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the 31 pin connector for the PETU. Re- Repair any faulty connectors or replace the wiring har-
fer to Troubleshooting, “Electrical Connectors - Inspect” for ness. Ensure that all of the seals are properly in place
details. and ensure that the connectors are correctly coupled.

B. Thoroughly inspect the connectors for the coolant diverter Use the electronic service tool to clear all logged diag-
valve and the DEF injector. Refer to Troubleshooting, “Electri- nostic codes and verify that the repair eliminates the
cal Connectors - Inspect” for details. fault.

C. Perform a 45 N (10 lb) pull test on each of the wires in the Result: All connectors, pins, and sockets are correctly
31 pin connector and the solenoid connectors that are associ- coupled and/or inserted. The harness is free of corrosion,
ated with the active diagnostic code. abrasion, and pinch points.

D. Check the screw for the ECM connector for the correct tor- Proceed to Test Step 2.
que of 6 N·m (53 lb in).

E. Check the harness for corrosion, abrasion, and pinch points

from the solenoids to the ECM.

2. Check for Active Diagnostic Codes Diagnostic codes Result: A 3361-5 or 3363-5 diagnostic code is active.

A. Turn the keyswitch to the OFF position. Proceed to Test Step 3.

B. Connect the electronic service tool to the diagnostic Result: A 3361-6 or 3363-6 diagnostic is active.
connector.
Proceed to Test Step 5.
C. Turn the keyswitch to the ON position. Wait at least 20 sec-
onds for activation of the diagnostic codes.

D. Verify if any of the diagnostic codes that are listed in Table

280 are active.

E. Turn the keyswitch to the OFF position.

3. Create a Short Circuit at the Harness Connector for the Open circuit Result: An XXXX-5 diagnostic code was active before in-
Solenoid stalling the jumper. An XXXX-6 diagnostic code is active
when the jumper is installed - There is a fault in the
A. Turn the keyswitch to the OFF position. solenoid.

B. Disconnect the connector for the suspect solenoid. Temporarily connect a replacement for the suspect valve
to the harness.
C. Fabricate a jumper wire that is 150 mm (6 inch) long.
Turn the keyswitch to the ON position. Use the electronic
D. Install the wire between the two pins on the harness connec- service tool in order to check for active diagnostic codes.
tor for the suspect solenoid in order to create a short circuit. Wait at least 30 seconds in order for the codes to be
displayed.
E. Turn the keyswitch to the ON position. Wait for 10 seconds.
Check for active diagnostic codes on the electronic service If the fault is eliminated, reconnect the suspect valve. If
tool. the fault returns, permanently install the replacement
valve. Refer to Disassembly and Assembly for the correct
F. Remove the jumper wire from the connector for the solenoid procedure.
valve.
Result: A 3361-5 or 3363-5 diagnostic code is still active
with the jumper installed.

Proceed to Test Step 4.

(continued)

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UENR4469 459
Diagnostic Functional Tests

(Table 281, contd)

Troubleshooting Test Steps Values Results

4. Check the Wiring for an Open Circuit Less than two Ohms Result: One of the measured resistances is greater than
two Ohms - There is a fault in the engine wiring harness
A. Turn the keyswitch to the OFF position.
Repair the engine wiring harness or replace the engine
B. Disconnect the 31 pin connector and the connector for the wiring harness.
suspect valve.
Use the electronic service tool to clear all logged diag-
C. Use a multimeter to check the resistance between the signal nostic codes and verify that the repair eliminates the
terminal on the 31 pin connector and the signal terminal on the fault.
valve connector.
Refer to Illustration 188 . Result: All measured resistances are less than two
Ohms.
D. Use a multimeter to check the resistance between the return
terminal on the 31 pin connector and the return terminal on the Proceed to Test Step 7.
valve connector.
Refer to Illustration 188 .

E. Reconnect the connectors.

5. Create an Open Circuit at the Solenoid Short circuit Result: An XXXX-6 diagnostic code was active before
disconnecting the valve. An XXXX-5 diagnostic code is
A. Turn the keyswitch to the OFF position. active with the valve disconnected.

B. Disconnect the connector for the suspect solenoid valve. Temporarily connect a replacement for the suspect valve
to the harness.
C. Turn the keyswitch to the ON position. Wait for 10 seconds.
Check for active diagnostic codes on the electronic service Turn the keyswitch to the ON position. Use the electronic
tool. service tool in order to check for active diagnostic codes.
Wait at least 30 seconds in order for the codes to be
displayed.

If the fault is eliminated, reconnect the suspect valve. If

the fault returns, permanently install the replacement
valve. Refer to Disassembly and Assembly for the correct
procedure.

Result: A 3361-6 or a 3363-6 diagnostic code is still ac-

tive with the valve disconnected.

Proceed to Test Step 6.

(continued)

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460 UENR4469
Diagnostic Functional Tests

(Table 281, contd)

Troubleshooting Test Steps Values Results

6. Check the Wiring for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty harness or replace the faulty harness.
B. Disconnect the 31 pin connector and the connector for the Use the electronic service tool to verify that the repair
suspect valve. eliminates the fault.

C. Use a multimeter to check the resistance between the sus- Result: All resistance measurements are greater than
pect signal terminal on the 31 pin connector all other terminals 100 Ohms.
on the connector. Refer to Illustration 188 .
Proceed to Test Step 7.
D. Use a multimeter to check the resistance between the sus-
pect return terminal on the 31 pin connector and all other termi-
nals on the connector. Refer to Illustration 189 .

E. Reconnect the connectors.

7. Check if a Replacement Pump and Electronics Unit DCU fault Result: The fault is eliminated with the test PEU.
(PEU) Eliminates the Fault
Reconnect the suspect PEU. If the fault returns with the
A. Make sure that the latest flash file for the application is in- suspect PEU, permanently install the replacement PEU.
stalled in the PEU. Refer to Troubleshooting, “Flash
Programming”. Result: The fault is still present with the replacement
PEU.
B. Contact Perkins Global Technical Support.
Note: This consultation can greatly reduce the repair time. Do not use the replacement PEU.

C. If Technical Support recommend the use of a test PEU, in- If the procedure did not correct the fault, contact Perkins
stall a test PEU. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05931645

Solenoid Valve - Test

(Solenoid Valves that Connect to
the Engine ECM)

This procedure covers the following diagnostic codes:

Table 282
Diagnostic Codes for the Solenoid Valves

J1939 Code Code Description Comments

The Electronic Control Module (ECM) detects the following conditions:

Low current in the output from the ECM to the fuel pump solenoid for 0.6 seconds
Engine Fuel Injection Pump Fuel
There are no active 168 diagnostic codes.
1076-5 Control Valve : Current Below
Normal
The ECM has been powered for at least 0.25 seconds.

The warning lamp will come on. The ECM will log the diagnostic code.
This diagnostic code detects a fault in the circuit for the fuel pump solenoid.

(continued)

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UENR4469 461
Diagnostic Functional Tests

(Table 282, contd)

Diagnostic Codes for the Solenoid Valves

J1939 Code Code Description Comments

The ECM detects the following conditions:

High current in the output from the ECM to the fuel pump solenoid for 0.6 seconds.

Engine Fuel Injection Pump Fuel There are no active 168 diagnostic codes.
1076-6 Control Valve : Current Above
Normal The ECM has been powered for at least 0.25 seconds.

The warning lamp will come on. The ECM will log the diagnostic code.
This diagnostic code detects a fault in the circuit for the fuel pump solenoid. This fault is
most likely to be caused by a high side short to ground or a low side short to power.

The ECM detects the following conditions:

A low current condition in the output from the ECM to the solenoid for the wastegate
regulator.

There are no active 168 diagnostic codes.

Engine Turbocharger 1 Wastegate The ECM has been powered for at least 2 seconds.
1188-5
Drive : Current Below Normal
The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active. After the engine derate
has been activated, the electronic service tool will indicate “Turbo Protection Derate Ac-
tive” .
This diagnostic code detects a fault in the wastegate regulator that is most likely to be an
open circuit.

The ECM detects the following conditions:

A high current condition in the output from the ECM to the solenoid in the wastegate
regulator

There are no active 168 diagnostic codes.

Engine Turbocharger 1 Wastegate The ECM has been powered for at least 2 seconds.
1188-6
Drive : Current Above Normal
The warning lamp will come on once the diagnostic code has been active for 30 seconds.
The diagnostic code will be logged.
The engine will be derated while this diagnostic code is active. After the engine derate
has been activated, the electronic service tool will indicate “Turbo Protection Derate Ac-
tive” .
This diagnostic code detects a fault in the circuit for the wastegate regulator. This fault is
most likely to be caused by a high side short to ground or a low side short to power.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

The following background information is related The required intake manifold pressure is calculated
to this procedure: by the software that is contained in the ECM. The
ECM uses the wastegate regulator to control the
wastegate in order to provide the precise value of
Electronically Controlled Wastegate intake manifold pressure. The solenoid in the
wastegate regulator is controlled by a PWM signal
The engine has a turbocharger with an electronically from the ECM.
controlled wastegate. Typically, the wastegate is a
mechanical valve that is used in the turbocharger in Suction Control Valve for the High-Pressure Fuel
order to regulate the intake manifold pressure to a set Pump
value.
The high-pressure fuel pump is equipped with a
The control system for the electronically controlled suction control valve. The suction control valve
wastegate precisely regulates the intake manifold precisely controls the amount of fuel that enters the
pressure by using a wastegate regulator to control the high-pressure fuel pump.
wastegate.

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462 UENR4469
Diagnostic Functional Tests

The amount of fuel that is required is calculated by

the software that is contained in the ECM. The
solenoid in the suction control valve is controlled by a
PWM signal from the ECM.

Illustration 192 g03714200

Schematic for the solenoid valves

Illustration 193 g03714214 Illustration 194 g03714641

Pin locations on the P2 connector for the solenoid (1) Wastegate regulator
valves
(16) Wastegate regulator PWM signal
(24) Wastegate regulator return
(69) High pressure fuel pump suction control valve return
(77) High pressure fuel pump suction control valve PWM signal

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UENR4469 463
Diagnostic Functional Tests

Illustration 195 g03714642

Typical example of the high-pressure fuel pump
(2) Solenoid for the Suction Control Valve (SCV)

Illustration 196 g01971875

Connector for the wastegate regulator
(1) Signal
(2) Return

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464 UENR4469
Diagnostic Functional Tests

Table 283
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the P2/J2 Repair any faulty connectors or replace the wiring har-
ECM connector and the solenoids. Refer to Troubleshooting, ness. Ensure that all of the seals are properly in place
“Electrical Connectors - Inspect”. and ensure that the connectors are correctly coupled.
B. Perform a 45 N (10 lb) pull test on each of the wires in the
ECM connector and the solenoid connectors that are associ- Use the electronic service tool to clear all logged diag-
ated with the active diagnostic code. nostic codes and verify that the repair eliminates the
fault.
C. Check the screw for the ECM connector for the correct tor-
que of 6 N·m (53 lb in). Result: All connectors, pins, and sockets are correctly
coupled and/or inserted. The harness is free of corrosion,
D. Check the harness for corrosion, abrasion, and pinch points abrasion, and pinch points.
from the solenoids to the ECM.
Proceed to Test Step 2.

2. Check for Active Diagnostic Codes Diagnostic codes Result: A 1076-5 or 1188-5 diagnostic code is active.

A. Turn the keyswitch to the OFF position. Proceed to Test Step 3.

B. Connect the electronic service tool to the diagnostic Result: A 1076-6 or 1188-6 diagnostic is active.
connector.
Proceed to Test Step 5.
C. Turn the keyswitch to the ON position. Wait at least 20 sec-
onds for activation of the diagnostic codes.

D. Verify if any of the diagnostic codes that are listed in Table

282 are active.

E. Turn the keyswitch to the OFF position.

3. Create a Short Circuit at the Harness Connector for the Open circuit Result: An XXXX-5 diagnostic code was active before in-
Solenoid stalling the jumper. An XXXX-6 diagnostic code is active
when the jumper is installed - There is a fault in the
A. Turn the keyswitch to the OFF position. solenoid.

B. Disconnect the connector for the suspect solenoid. Temporarily connect a replacement for the suspect valve
to the harness.
C. Fabricate a jumper wire that is 150 mm (6 inch) long.
Turn the keyswitch to the ON position. Use the electronic
D. Install the wire between the two pins on the harness connec- service tool in order to check for active diagnostic codes.
tor for the suspect solenoid in order to create a short circuit. Wait at least 30 seconds in order for the codes to be
displayed.
E. Turn the keyswitch to the ON position. Wait for 10 seconds.
Check for active diagnostic codes on the electronic service If the fault is eliminated, reconnect the suspect valve. If
tool. the fault returns, permanently install the replacement
valve. Refer to Disassembly and Assembly for the correct
F. Remove the jumper wire from the connector for the solenoid procedure.
valve.
Result: A 1076-5 or 1188-5 diagnostic code is still active
with the jumper installed.

Proceed to Test Step 4.

(continued)

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UENR4469 465
Diagnostic Functional Tests

(Table 283, contd)

Troubleshooting Test Steps Values Results

4. Check the Wiring for an Open Circuit Less than two Ohms Result: One of the measured resistances is greater than
two Ohms - There is a fault in the engine wiring harness
A. Turn the keyswitch to the OFF position.
Repair the engine wiring harness or replace the engine
B. Disconnect the P2 connector and the connector for the sus- wiring harness.
pect valve.
Use the electronic service tool to clear all logged diag-
C. Use a multimeter to check the resistance between the signal nostic codes and verify that the repair eliminates the
terminal on P2 and the signal terminal on the valve connector. fault.
Refer to Illustration 192 .
Result: All measured resistances are less than two
D. Use a multimeter to check the resistance between the return Ohms.
terminal on P2 and the return terminal on the valve connector.
Refer to Illustration 192 . Proceed to Test Step 7.

E. Reconnect the connectors.

5. Create an Open Circuit at the Solenoid Short circuit Result: An XXXX-6 diagnostic code was active before
disconnecting the valve. An XXXX-5 diagnostic code is
A. Turn the keyswitch to the OFF position. active with the valve disconnected.

B. Disconnect the connector for the suspect solenoid valve. Temporarily connect a replacement for the suspect valve
to the harness.
C. Turn the keyswitch to the ON position. Wait for 10 seconds.
Check for active diagnostic codes on the electronic service Turn the keyswitch to the ON position. Use the electronic
tool. service tool in order to check for active diagnostic codes.
Wait at least 30 seconds in order for the codes to be
displayed.

If the fault is eliminated, reconnect the suspect valve. If

the fault returns, permanently install the replacement
valve. Refer to Disassembly and Assembly for the correct
procedure.

Result: A 1076-6 or a 1188-6 diagnostic code is still ac-

tive with the valve disconnected.

Proceed to Test Step 6.

(continued)

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466 UENR4469
Diagnostic Functional Tests

(Table 283, contd)

Troubleshooting Test Steps Values Results

6. Check the Wiring for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - The fault is in the engine harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty harness or replace the faulty harness.
B. Disconnect the P2 connector and the connector for the sus- Use the electronic service tool to verify that the repair
pect valve. eliminates the fault.

C. Use a multimeter to check the resistance between the sus- Result: All resistance measurements are greater than
pect signal terminal on P2 all other terminals on P2. Refer to Il- 100 Ohms.
lustration 193 .
Proceed to Test Step 7.
D. Use a multimeter to check the resistance between the sus-
pect return terminal on P2 and all other terminals on P2. Refer
to Illustration 193 .

E. Reconnect the connectors.

7. Check if a Replacement ECM Eliminates the Fault ECM fault Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommend the use of a test ECM, in-
stall a test ECM. Refer to Troubleshooting, “Replacing the If the procedure did not correct the fault, contact Perkins
ECM”. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05951747

Soot Sensor - Test

Use this procedure to troubleshoot a fault with a

pressure sensor calibration. Also, use this procedure
if the diagnostic code in Table 284 is active or easily
repeated.
Table 284
Diagnostic Codes Table for Soot Sensor Test

J1939 Code Code Description Comments

(continued)

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UENR4469 467
Diagnostic Functional Tests

(Table 284, contd)

The Electronic Control Module (ECM) detects the following
conditions:

The signal voltage for the soot sensor is greater than 32 VDC for 60
DPF #1 Mean Soot Signal : Voltage Above
4783-3 seconds.
Normal
The warning lamp will come on. The ECM will log the diagnostic
code.
The EBPR may close as a precaution.

The Electronic Control Module (ECM) detects the following

conditions:

The signal voltage for the soot sensor is less than 9 VDC for 60
DPF #1 Mean Soot Signal : Voltage Below
4783-4 seconds.
Normal
The warning lamp will come on. The ECM will log the diagnostic
code.
The EBPR may close as a precaution.

The ECM detects the following conditions:

The soot sensor has failed.

4783-12 DPF #1 Mean Soot Signal : Failure
The warning lamp will come on and the ECM will log the diagnostic
code.
The ECM detects the following conditions:

The soot sensor has not received a valid signal from the soot antenna
4783-21 DPF #1 Mean Soot Signal : Data Drifted Low for at least 60 seconds.

The warning lamp will come on and the ECM will log the diagnostic
code.

Table 285
Required Tools

Tool Part Number Part Description Qty

A T400025 Attenuator 1

The following conditions must exist before any of the

preceding codes will become active:
• The ECM has been powered for at least 60
seconds.

• There are no active 168 codes.

The following background information is related
to this procedure:
The soot sensor is powered from the switched battery
voltage. A signal is sent by the soot sensor to one
soot antenna. The signal that is received by the other
antenna is sent back to the soot sensor. The signal is
attenuated by the soot in the Diesel Particulate Filter
(DPF). The soot sensor calculates the soot load in the
DPF by measuring the attenuation of the signal.

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468 UENR4469
Diagnostic Functional Tests

Illustration 197 g03676547

Schematic diagram for the soot sensor circuit

Illustration 198 g03177537

View of the pin locations on the P1 connector for the
soot sensor
(17) CAN C +
(18) CAN C -

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UENR4469 469
Diagnostic Functional Tests

Table 286
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Inspect the connectors for the speed/timing sensors. Refer and ensure that the connectors are correctly coupled.
to Troubleshooting, “Electrical Connectors - Inspect”. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Perform a 45 N (10 lb) pull test on each of the wires in the fault.
suspect sensor connector and the sensor connections at the
ECM. Result: All connectors, pins, and sockets are correctly
coupled and/or inserted. The harness is free of corrosion,
D. Check the screw for the ECM connector for the correct tor- abrasion, and pinch points.
que of 6 N·m (53 lb in).
There may be an intermittent fault. Use the electronic
E. Check the ground connection on the ECM for abrasions and service tool to perform a Wiggle Test. If no fault is
pinch points. identified

F. Check the harness for abrasion and pinch points from the If no fault is identified, proceed to Test Step 2.
suspect sensor to the ECM.

G. Check that the suspect sensor is installed correctly. Check

that the suspect sensor is fully seated into the engine.

2. Check For Active Diagnostic Codes Diagnostic codes Result: Diagnostic code 4783-3 is active.

A. Turn the keyswitch to the OFF position. Proceed to Test Step 3.

B. Connect the electronic service tool to the diagnostic Result: Diagnostic code 4783-4 is active.
connector.
Proceed to Test Step 4.
C. Turn the keyswitch to the ON position. Download the “Prod-
uct Summary Report” from the engine ECM before performing Result: Diagnostic code 4783-12 is active.
any troubleshooting or clearing diagnostic trouble codes.
Proceed to Test Step 5.
D. Use the electronic service tool in order to monitor active di-
agnostic codes or recently logged diagnostic codes. Look for Result: Diagnostic code 4783-21 is active.
an active or logged code.
Proceed to Test Step 6.
E. Turn the keyswitch to the OFF position.

3. Check for a High Voltage at the Soot Sensor Greater than 32 VDC Result: The supply voltage is within the acceptable
range for the soot sensor.
A. Turn the keyswitch to the ON position.
Return the unit to service
B. Measure the voltage across pins 1 and 2 on the soot sensor.
Result: The supply voltage is above the acceptable
C. Turn the keyswitch to the OFF position. range for the soot sensor.

Investigate the cause of the high voltage. Refer to Sys-

tems Operation, Testing and Adjusting, “Charging Sys-
tem - Inspect”.

(continued)

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470 UENR4469
Diagnostic Functional Tests

(Table 286, contd)

Troubleshooting Test Steps Values Results

4. Check for a Low Voltage at the Soot Sensor Less than 9 VDC Result: The supply voltage is within the acceptable
range for the soot sensor.
A. Turn the keyswitch to the ON position.
B. Measure the voltage across pins 1 and 2 on the soot sensor. Return the unit to service.

C. Turn the keyswitch to the OFF position. Result: The supply voltage is below the acceptable
range for the soot sensor.

Make sure that any in-line fuses are intact. Replace any
blown fuses.

Check that the supply voltage is adequate. Refer to Sys-

tems Operation, Testing and Adjusting, “Charging Sys-
tem - Inspect”.

If the supply voltage is satisfactory, inspect the wiring and

the connectors. Refer to Troubleshooting, “Ignition Key-
switch Circuit and Battery Supply Circuit - Test”.

5. Diagnostic Code 4783-12 is Active Faulty sensor Result: Diagnostic code 4783-12 is active.

A. If diagnostic code 4783-12 is active, the soot sensor has a There is a fault in the soot sensor. Replace the soot
fault. sensor.

6. Check the Soot Antennas Faulty soot antenna Result: The “DPF Soot Loading Sensor Functional Test”
is successful. The fault is in a soot antenna.
Note: If diagnostic code 4783-21 is active, the soot sensor is
not receiving a signal from the soot antennas. Remove the two soot antennas from the DPF. Refer to
Disassembly and Assembly, “Soot Antenna - Remove
Note: If any corrective action is performed, allow a period of 60 and Install”.
seconds for the diagnostic code to disappear.
Inspect the soot antennas for damaged or bent probes.
A. Inspect the coaxial cable. Check each connection for dirt or Replace a damaged antenna. If no damage is found, re-
water ingress. All connectors must be clean and dry before place both antennas.
connections are made. Verify that all of the connectors are se-
curely connected. Install the two soot antennas. Refer to Disassembly and
Assembly, “Soot Antenna - Remove and Install”. Ensure
B. Torque all coaxial connectors to 1.2 N·m (10.6 lb in). that the antenna connectors are tightened to a torque of
1.2 N·m (10.6 lb in).
C. After 60 seconds, check for diagnostic code 4783-21.
After 60 seconds, confirm that diagnostic code 4783-21
D. If diagnostic code 4783-21 is still active, continue with this is no longer active.
procedure.
Result: The “DPF Soot Loading Sensor Functional Test”
E. Disconnect the coaxial cables from the antennas. is not successful. The fault is in the soot sensor or a co-
axial cable.
F. Connect the ends of the coaxial cables to Tooling (A).
Replace the soot sensor. Ensure that the antenna con-
G. Perform the “DPF Soot Loading Sensor Functional Test” nectors are tightened to a torque of 1.2 N·m (10.6 lb in).
on the electronic service tool by selecting the following menus:
Repeat the “DPF Soot Loading Sensor Functional Test”
· “Diagnostics” and confirm that the test is successful.
· “Diagnostic Tests”
· “DPF Soot Loading Sensor Functional Test” If the fault has not been eliminated, contact Perkins
Global Technical Support.
H. Disconnect the coaxial cables from the attenuator.

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UENR4469 471
Diagnostic Functional Tests

i05931726

Speed Control (Analog) - Test

This procedure covers the following diagnostic codes:

Table 287
Diagnostic Trouble Codes for Analog Throttles

J1939 Code Code Description Comments

Accelerator Pedal Position 1 : Volt- The Electronic Control Module (ECM) detects one of the following conditions:
91-3
age Above Normal
The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 2: Volt- 3509 codes are not active.

29-3
age Above Normal
The setting for the upper diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

Accelerator Pedal Position 1 : Volt- The ECM detects one of the following conditions:
91-4
age Below Normal
The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 2: Volt- 3510 codes are not active.

29-4
age Below Normal
The setting for the lower diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

If a fault occurs with the primary throttle with The diagnostic codes above relate to an analog
secondary throttle is installed, the secondary throttle sensor. Use this procedure only if the analog sensor
will be used until the fault is repaired. uses an output from a variable resistor.
If a fault occurs with the secondary throttle, the The sensor is most likely to be mounted on a throttle
engine will use the primary throttle until the fault is pedal. The sensor is attached directly to the throttle
repaired. assembly. The sensor provides an output voltage to
the ECM. The sensor output voltage will vary with the
If a functional throttle is not available, the following position of the throttle. Foot operated or hand
conditions will occur: operated throttle assemblies are available.
• The engine will default to the limp home speed. The sensor receives +5 VDC power from the ECM.
The sensor will produce a raw signal voltage that will
• If the engine speed is higher than the limp home alter between low idle and high idle. The voltage is
speed, the engine will decelerate to the limp home changed into a throttle position within the range 0% to
speed. 100% by the ECM.

• If the engine speed is lower than the limp home The sensor senses the speed requirement from the
speed, the engine speed will remain at the current throttle position. A second sensor may override this
speed. speed requirement from the first sensor. This override
will be subject to an input from a secondary throttle or
• The engine will remain at this speed while the from the SAE J1939 (CAN) data link or from a PTO
diagnostic code remains active. control.
Use the electronic service tool in order to check the
• All inputs from the faulty throttle are ignored by the input status.
ECM until the fault is repaired.
Note: The identification letters for the terminals in the
• All inputs from the repaired throttle will be ignored connectors may vary dependent on the manufacturer
by the ECM until the keyswitch has been cycled. of the throttle pedal.

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Diagnostic Functional Tests

Illustration 199 g03714648

Schematic for analog throttles

Illustration 200 g03714649

Typical example of the P1 pin locations for the analog
throttle position sensor
(30) Analog throttle position sensor ground
(72) Analog throttle position sensor 5 VDC supply
(79) Analog throttle position sensor 1 signal
(80) Analog throttle position sensor 2 signal

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UENR4469 473
Diagnostic Functional Tests

Table 288
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the P1/J1 Repair any faulty connectors or replace the wiring har-
ECM connector and the analog throttle position sensors. ness. Ensure that all of the seals are properly in place
Refer to Troubleshooting, “Electrical Connector - Inspect”. and ensure that the connectors are correctly coupled.

B. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool to clear all logged diag-
ECM connector and the analog throttle position sensor connec- nostic codes and verify that the repair eliminates the
tors that are associated with the active diagnostic code. fault.

C. Check the screw for the ECM connector for the correct tor- Result: All connectors, pins, and sockets are correctly
que of 6 N·m (53 lb in). coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.
D. Check the harness for corrosion, abrasion, and pinch points
from the analog throttle position sensors to the ECM. Proceed to Test Step 2.

2. Check for Active Diagnostic Codes Diagnostic codes Result: There are no active diagnostic codes for the ana-
log throttle position sensors.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 3.
B. Connect the electronic service tool to the diagnostic
connector. Result: One or more of the diagnostic codes listed in Ta-
ble 287 is active.
C. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. Proceed to Test Step 5.

D. Verify if any of the diagnostic codes that are listed in Table

287 are active.

E. Turn the keyswitch to the OFF position.

3. Check the Throttle Position with the Electronic Service 20 percent to 27 per- Result: Not OK - The ECM is not receiving the correct
Tool cent at low idle. signal from the sensor.

A. Connect the electronic service tool to the diagnostic 80 percent to 87 per- Use the electronic service tool to verify that the throttle
connector. cent at high idle has been configured correctly before continuing with this
procedure. For information on the parameters that can be
B. Turn the keyswitch to the ON position. Do not start the configured, refer to Troubleshooting, “Throttle Setup”.
engine.
If the fault is still present after the throttle has been con-
C. Observe the throttle position reading on the electronic serv- figured correctly, replace the analog throttle position
ice tool. sensor.

D. Operate the throttle over the full range of movement. Result: OK - The sensor is operating correctly.

Proceed to Test Step 4.

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474 UENR4469
Diagnostic Functional Tests

(Table 288, contd)

Troubleshooting Test Steps Values Results

4. Check the Throttle Selection Status with the Electronic Throttle 1 has control Result: OK - The throttle section switch is operating
Service Tool when status is “OFF” correctly.
.
A. Check the status of the throttle selection switch (if Return the engine to service.
equipped). Use the electronic service tool in order to check the Throttle 2 has control
status of the throttle selection switch. when status is ON. If an intermittent fault exists, refer to Troubleshooting,
“Electrical Connector - Inspect”

Result: Not OK - The wrong throttle is selected.

Switch to the other throttle. There may be a fault with the

selector switch input.

Check the connections between the throttle selection

switch and the P1 connector. Refer to Troubleshooting,
“Electrical Connector - Inspect”.

5. Check the Sensor Supply Voltage 4.84 VDC to 5.16 Result: Not OK - The correct supply voltage is not reach-
VDC ing the sensor.
A. Turn the keyswitch to the OFF position.
The fault is in the 5 VDC supply wire or the ground wire
B. Disconnect the connector for the suspect throttle position between the suspect throttle position sensor and the P1
sensor. connector.

C. Turn the keyswitch to the ON position. Repair the faulty wiring or replace the faulty wiring.

D. Measure the voltage between the 5 VDC terminal and the Use the electronic service tool to clear all logged diag-
ground terminal on the harness connector for the sensor. nostic codes and verify that the repair eliminates the
fault.

Result: OK - The supply voltage is reaching the sensor.

Proceed to Test Step 6.

6. Verify the Type of Active Diagnostic Code Diagnostic codes Result: A 29-3 or 91-3 diagnostic code is active.

A. Turn the keyswitch to the ON position. Wait at least 10 sec- Proceed to Test Step 7.
onds for activation of the diagnostic codes.
Result: A 29-4 or 91-4 diagnostic code is active.
B. Use the electronic service tool to check for active diagnostic
codes. Record all active diagnostic codes. Proceed to Test Step 9.

Result: There are no active diagnostic codes for the

throttle position sensors - The fault may be intermittent.

Refer to Troubleshooting, “Electrical Connector -

Inspect”.

(continued)

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UENR4469 475
Diagnostic Functional Tests

(Table 288, contd)

Troubleshooting Test Steps Values Results

7. Create a Short Circuit at the Sensor Connector Diagnostic codes Result: An XX-3 diagnostic code was active before the
jumper was installed. An XX-4 diagnostic code is active
A. Turn the keyswitch to the OFF position. with the jumper installed.

B. Disconnect the throttle position sensor with the XX-3 diag- Install a replacement analog throttle position sensor.
nostic code.
Use the electronic service tool to clear all logged diag-
C. Fabricate a jumper wire. Install the jumper wire between the nostic codes and verify that the repair eliminates the
sensor signal terminal and the ground terminal on the harness fault.
connector for the throttle position sensor.
Result: The XX-3 diagnostic code remains active with
D. Turn the keyswitch to the ON position. the jumper installed.

E. Access the “Active Diagnostic Codes” screen on the elec- Proceed to Test Step 8.
tronic service tool. Look for an active XX-4 diagnostic code for
the suspect sensor.

F. Turn the keyswitch to the OFF position.

G. Remove the jumper wire.

8. Check the Sensor Signal Wire for an Open Circuit Less than two Ohms Result: The resistance measurement is greater than two
Ohms - There is an open circuit or high resistance in the
A. Turn the keyswitch to the OFF position. sensor signal wire.

B. Disconnect the suspect throttle position sensor. Disconnect Repair the faulty wiring or replace the faulty wiring.
the P1 connector from the ECM.
Use the electronic service tool to clear all logged diag-
C. Measure the resistance between the sensor signal terminal nostic codes and verify that the repair eliminates the
on the harness connector for the suspect sensor and the ap- fault.
propriate sensor signal terminal on P1. Refer to Illustration 199
. Result: The resistance measurement is less than two
Ohms.

Proceed to Test Step 11.

9. Create an Open Circuit at the Sensor Connector Diagnostic codes Result: An XX-4 diagnostic code was active before dis-
connecting the sensor. An XX-3 diagnostic code is active
A. Turn the keyswitch to the OFF position. with the sensor disconnected.

B. Disconnect the throttle position sensor with the XX-4 diag- Install a replacement analog throttle position sensor.
nostic code.
Use the electronic service tool to clear all logged diag-
C. Turn the keyswitch to the ON position. Wait for at least 10 nostic codes and verify that the repair eliminates the
seconds for activation of the diagnostic codes. fault.

D. Use the electronic service tool to check the “Active Diag- Result: The XX-4 diagnostic code is still active with the
nostic Codes” screen on the electronic service tool. Check for sensor disconnected.
an XX-3 diagnostic code.
Proceed to Test Step 10.
E. Turn the keyswitch to the OFF position.

(continued)

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476 UENR4469
Diagnostic Functional Tests

(Table 288, contd)

Troubleshooting Test Steps Values Results

10. Check the Sensor Signal Wire for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - There is a short in the wiring
A. Turn the keyswitch to the OFF position. harness.

B. Disconnect the suspect throttle position sensor. Disconnect Repair the faulty wiring or replace the faulty wiring.
the P1 connector from the ECM.
Result: All resistance measurements are greater than
C. Use a multimeter to measure the resistance between the 100 Ohms.
suspect sensor signal terminal on the P1 connector and all oth-
er terminals on P1. Proceed to Test Step 11.

11. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM. Contact Perkins
C. If Technical Support recommends the use of a test ECM, in- Global Technical Support.
stall a test ECM. Refer to Troubleshooting, “Replacing the
ECM”. If the procedure did not correct the issue, contact Perkins
Global Technical Support.
D. Turn the keyswitch to the ON position. Use the electronic
service tool to verify that the repair eliminates the fault.

i05931801

Speed Control (PWM) - Test

This procedure covers the following diagnostic codes:

Table 289
Diagnostic Trouble Codes for the Digital Throttles

J1939 Code Code Description Comments

The Electronic Control Module (ECM) detects the following conditions:

The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 2 : Volt-
29-3
age Above Normal
There are no active 678 codes.

The setting for the upper diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

(continued)

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UENR4469 477
Diagnostic Functional Tests

(Table 289, contd)

Diagnostic Trouble Codes for the Digital Throttles

J1939 Code Code Description Comments

The ECM detects the following conditions:

The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 2 : Volt-
29-4
age Below Normal
There are no active 678 codes.

The setting for the lower diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

The ECM detects the following conditions:

The signal frequency from the digital throttle position sensor is equal to 0% or 100% for
more than 2 seconds.

The ECM has been powered for at least 3 seconds.

Accelerator Pedal Position 2 : Ab-
29-8 normal Frequency, Pulse Width or
Diagnostic codes 29-3 and 29-4 are not active.
Period
There are no active 678 codes.

The ECM sets the Throttle Position to “0%” .

If equipped, the warning lamp will come on. The diagnostic code will be logged if the en-
gine is running. The diagnostic code will not be logged if the engine is cranking.

The Electronic Control Module (ECM) detects the following conditions:

The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 1 : Volt-
91-3
age Above Normal
There are no active 678 codes.

The setting for the upper diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

The ECM detects the following conditions:

The ECM has been powered for 3 seconds.

Diagnostic code 168-4 is not active.

Accelerator Pedal Position 1 : Volt-
91-4
age Below Normal
There are no active 678 codes.

The setting for the lower diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

(continued)

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478 UENR4469
Diagnostic Functional Tests

(Table 289, contd)

Diagnostic Trouble Codes for the Digital Throttles

J1939 Code Code Description Comments

The ECM detects the following conditions:

The signal frequency from the digital throttle position sensor is equal to 0% or 100% for
more than 2 seconds.

The ECM has been powered for at least 3 seconds.

Accelerator Pedal Position 1 : Ab-
91-8 normal Frequency, Pulse Width or
Diagnostic codes 91-3 and 91-4 are not active.
Period
There are no active 678 codes.

The ECM sets the Throttle Position to “0%” .

If equipped, the warning lamp will come on. The diagnostic code will be logged if the en-
gine is running. The diagnostic code will not be logged if the engine is cranking.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Also, use this procedure if the digital throttle position The digital throttle position sensor is most likely to be
sensor is suspected of incorrect operation. attached directly to the throttle assembly. The digital
throttle position sensor requires no adjustment.
If a fault occurs with the primary throttle, the engine
will use the secondary throttle until the fault is The duty cycle at low idle and the duty cycle at high
repaired. idle can vary depending on the application. The
percent of duty cycle is translated in the ECM into a
If a fault occurs with the secondary throttle, the throttle position of 3 to 100 percent.
engine will use the primary throttle until the fault is
repaired. The digital throttle position sensors are powered by
+8 VDC from the ECM. The supply voltage is from J1:
If a functional throttle is not available, the following to the digital throttle position sensor connector.
conditions will occur:
If the application is using the ECM dedicated PTO
• The engine will default to the limp home speed. functions, the digital throttle position sensor will be
ignored while the engine is in PTO mode.
• If the engine speed is higher than the limp home
speed, the engine will decelerate to the limp home The ECM is in PTO mode if the PTO ON/OFF Switch
speed. is ON. This status can be checked with the electronic
service tool. Refer to Troubleshooting, “Power Take-
• If the engine speed is lower than the limp home Off - Test” for testing if the PTO is being used.
speed, the engine speed will remain at the current
Note: The identification letters for the terminals in the
speed.
connectors may vary dependent on the manufacturer
• The engine will remain at this speed while the of the throttle pedal.
diagnostic code remains active.

• All inputs from the faulty throttle are ignored by the

ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been cycled.
Digital Throttle Position Sensor
The digital throttle position sensor is used to provide
a digital throttle position signal to the ECM. The
sensor output is a constant frequency signal with a
pulse width that varies with the throttle position. This
output signal is referred to as either a duty cycle or a
pulse width modulated signal (PWM). This output
signal is expressed as a percentage between 0 and
100 percent.

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UENR4469 479
Diagnostic Functional Tests

Illustration 201 g03714666

Typical schematic of the digital throttle position sensors

Illustration 202 g03714671

Typical example of the pin locations on connector P1
(64) Sensor return
(56) Sensor supply (+8 VDC)
(79) PWM throttle 1 signal
(80) PWM throttle 2 signal

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480 UENR4469
Diagnostic Functional Tests

Table 290
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Thoroughly inspect the terminal connections on the P1/J1 Repair any faulty connectors or replace the wiring har-
ECM connector and the PWM throttle position sensors. ness. Ensure that all of the seals are properly in place
Refer to Troubleshooting, “Electrical Connector - Inspect”. and ensure that the connectors are correctly coupled.

B. Perform a 45 N (10 lb) pull test on each of the wires in the Use the electronic service tool to clear all logged diag-
ECM connector and the PWM throttle position sensor nostic codes and verify that the repair eliminates the
connector. fault.

C. Check the screw for the ECM connector for the correct tor- Result: All connectors, pins, and sockets are correctly
que of 6 N·m (53 lb in). coupled and/or inserted. The harness is free of corrosion,
abrasion, and pinch points.
D. Check the harness for corrosion, abrasion, and pinch points
from the PWM throttle position sensor to the ECM. Proceed to Test Step 2.

2. Check for Active Diagnostic Codes Diagnostic codes Result: At least one of the diagnostic codes listed in Ta-
ble 289 is active.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 4.
B. Connect the electronic service tool to the diagnostic
connector. Result: None of the preceding diagnostic codes are ac-
tive or recently logged - There may be an intermittent
C. Turn the keyswitch to the ON position. Wait at least 10 sec- fault.
onds for activation of the diagnostic codes.
Refer to Troubleshooting, “Electrical Connector - Inspect”
D. Verify if any of the diagnostic codes that are listed in Table in order to identify intermittent faults.
289 are active. If the fault is still present, proceed to Test Step 3.
Note: When the ECM calibrates new duty cycle values for the
low and the high idle throttle position, the ECM assumes the in-
itial lower position for the duty cycle at low idle and the initial
upper position for the duty cycle at high idle. The initial lower
position and the initial upper position can be obtained by ac-
cessing the following screens on the electronic service tool:
· Service
· Throttle Configuration
· “Throttle# 1”
As a result, the throttle position status may reach 100 percent
well before the throttle pedal is fully depressed. This situation
is normal. Cycle the throttle to the high idle position several
times for the ECM to adjust the calibration automatically. Dur-
ing normal operation, more movement of the throttle can be re-
quired for the throttle position status to increase above 3
percent. The status may reach the 100 percent value prior to
the limit of the high idle position. This process is done to ensure
that the throttle reaches these two critical points for engine
operation.

E. Turn the keyswitch to the OFF position.

(continued)

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UENR4469 481
Diagnostic Functional Tests

(Table 290, contd)

Troubleshooting Test Steps Values Results

3. Check the Duty Cycle of the Digital Throttle Position Duty cycle above Result: OK - The digital throttle position sensor is operat-
Sensor lower diagnostic limit ing correctly.
at low idle
A. Access the following screens on the electronic service tool Return the engine to service.
in order to check the upper and the lower diagnostic limit of the Duty cycle below
throttle position sensors: upper diagnostic limit Result: Not OK - The digital throttle position sensor cir-
· “Service” at high idle cuit is not operating correctly.
· “Throttle Configuration”
· “Throttle# 1” Proceed to Test Step 4.

B. Make a note of the lower diagnostic limit and the upper diag-
nostic limit.

C. Verify that the keyswitch is in the ON position.

D. Access the following screens on the electronic service tool

in order to monitor the duty cycle of the throttle position:
· “Status”
· “Throttles”

E. Monitor the duty cycle of the throttle at the “low idle” posi-
tion and the “high idle” position.

4. Check the Supply Voltage at the Digital Throttle Position 7.5 VDC to 8.5 VDC Result: The sensor supply voltage is not within the ex-
Sensor pected range. The fault is in the sensor supply wiring or
the ground wiring between the sensor and the ECM.
A. Turn the keyswitch to the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Install a breakout “T” with three terminals at the suspect
digital throttle position sensor connector. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Turn the keyswitch to the ON position. fault.

D. Measure the voltage between the +8 VDC terminal and the Result: The sensor supply voltage is within the expected
sensor return terminal. range.

Proceed to Test Step 5.

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482 UENR4469
Diagnostic Functional Tests

(Table 290, contd)

Troubleshooting Test Steps Values Results

5. Check the Duty Cycle of the Throttle Position Sensor at Duty cycle above Result: Not OK.
the Sensor lower diagnostic limit
at low idle Replace the suspect digital throttle position sensor.
Note: Performing certain steps within this procedure requires
the use of a multimeter that can measure a PWM duty cycle. Duty cycle below Use the electronic service tool to clear all logged diag-
upper diagnostic limit nostic codes and verify that the repair eliminates the
A. Access the following screens on the electronic service tool at high idle fault.
to check the upper and the lower diagnostic limit of the suspect
throttle position sensors: Result: OK.
· “Service”
· “Throttle Configuration” Proceed to Test Step 6.
· “Throttle# 1”

B. Make a note of the lower diagnostic limit and the upper diag-
nostic limit.

C. Turn the keyswitch to the OFF position.

D. Remove the signal wire for the suspect digital throttle posi-
tion sensor from the connector. Refer to illustration 201 .

E. Install a breakout “T” with three terminals at the digital throt-

tle position sensor connector.

F. Connect the multimeter probes to the sensor signal terminal

and the sensor ground terminal of the breakout T.

G. Turn the keyswitch to the ON position.

H. While the duty cycle is being monitored on the multimeter,

operate the throttle through the full range of movement.

6. Bypass the Signal Wire Duty cycle above Result: OK - The throttle operates correctly with the by-
lower diagnostic limit pass installed. The fault is in the sensor signal wiring.
at low idle
A. Turn the keyswitch to the OFF position. Repair the faulty wiring or replace the faulty wiring.
Duty cycle below
B. Disconnect the suspect digital throttle position sensor con- upper diagnostic limit Use the electronic service tool to clear all logged diag-
nector. Disconnect the P1 connector from the ECM. at high idle nostic codes and verify that the repair eliminates the
fault.
C. Remove the sensor signal wire from the connector for the
suspect digital throttle position sensor. Remove the applicable Result: Not OK
signal wire from P1.
Recheck the wiring, the ECM connectors, and the digital
D. Install the jumper wire between P1 and the signal terminal throttle position sensor connector.
on the suspect throttle sensor connector. If no faults are found, proceed to Test Step 7.

E. Access the following screens on the electronic service tool

to check the upper and the lower diagnostic limit of the throttle
position sensor:
· “Service”
· “Throttle Configuration”
· “Throttle# 1”

F. Make a note of the lower diagnostic limit and the upper diag-
nostic limit.

G. Turn the keyswitch to the ON position.

(continued)

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UENR4469 483
Diagnostic Functional Tests

(Table 290, contd)

Troubleshooting Test Steps Values Results
H. Check the duty cycle of the position sensor on the electronic
service tool while the digital throttle is being moved over the full
range.

7. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM. Contact Perkins
C. If Technical Support recommend the use of a test ECM, in- Global Technical Support.
stall a test ECM. Refer to Troubleshooting, “Replacing the
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05933279

Speed/Timing - Test

This procedure covers the following diagnostic codes:

Table 291
Diagnostic Codes for the Speed/Timing Sensors

J1939 Code Code Description Comments

190-8 Engine Speed : Abnormal Fre- The Electronic Control Module (ECM) detects the following conditions:
quency, Pulse Width, or Period
An intermittent loss of signal or a complete loss of signal from the primary speed/timing
sensor for 2 seconds

The engine has been running for more than 3 seconds.

678 diagnostic trouble codes are not active.

The warning light will come on and the diagnostic code will be logged.
The ECM will use the signal from the secondary speed/timing sensor.
The engine will be derated. If the signal from the secondary speed/timing sensor is also
lost, the engine will shut down.

723-8 Engine Speed Sensor #2 : Abnor- The Electronic Control Module (ECM) detects the following conditions:
mal Frequency, Pulse Width or
Period A loss of signal from the secondary speed/timing sensor for 2 seconds while the signal
from the primary speed/timing sensor remained valid

The engine has been running for more than 3 seconds.

678 diagnostic trouble codes are not active.

The warning lamp will come on and the diagnostic code will be logged.
The loss of signal from the secondary speed/timing sensor will prevent the engine from
starting.

(continued)

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484 UENR4469
Diagnostic Functional Tests

(Table 291, contd)

Diagnostic Codes for the Speed/Timing Sensors

J1939 Code Code Description Comments

637-11 Engine Timing Sensor : Other Fail- The Electronic Control Module (ECM) detects the following conditions:
ure Mode
The outputs from the primary speed/timing sensor and the secondary speed/timing sen-
sor differ by more than 8 degrees of crankshaft rotation.

The engine has been running for more than 5 seconds.

Diagnostic code 190-8 is not active.

678 diagnostic codes are not active.

The warning light will come on. This code will not be logged.

3512-3 Sensor Supply Voltage 4 : Voltage The ECM detects the following conditions:
Above Normal
The 8 VDC supply is more than 8.8 VDC for more than one second.

The ECM has been powered for more than 3 seconds.

Diagnostic code 168-4 is not active.

The ECM will log the diagnostic code and the warning lamp will illuminate while this diag-
nostic code is active.
The engine may be limited to low idle.

3512-4 Sensor Supply Voltage 4 : Voltage The ECM detects the following conditions:
Below Normal
The 8 VDC supply is less than 7.2 VDC for more than one second.

The ECM has been powered for more than 3 seconds.

Diagnostic code 168-4 is not active.

The ECM will log the diagnostic code and the warning lamp will illuminate while this diag-
nostic code is active.

The engine may be limited to low idle.

An active diagnostic code may not cause any noticeable effect on engine response un-
less the voltage drops below 6.5 VDC.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

Use this procedure when the engine will not start and The secondary speed/timing sensor is located on the
the electronic service tool indicates a faulty sensor by right-hand side of the cylinder block toward the rear of
displaying “Not Detected” against the faulty sensor the engine. The secondary speed/timing sensor
on the “No Start Parameter” screen. generates a signal that is related to the camshaft
position. The secondary speed/timing sensor detects
The engine uses two engine speed/timing sensors. the movement of the teeth on the timing ring for the
The primary speed/timing sensor is located on the camshaft. The signal that is generated by the speed/
left-hand side of the cylinder block close to the timing sensor is transmitted to the ECM. The ECM
flywheel housing. The primary speed/timing sensor calculates the speed and the rotational position of the
generates a signal by detecting the movement of the engine by using the signal. The secondary speed/
teeth that are located on the crankshaft timing ring. timing sensor is required for starting purposes.
The signal that is generated by the speed/timing
sensor is transmitted to the ECM. The ECM uses the During normal operation, the secondary speed/timing
signal from the speed/timing sensor to calculate the sensor is used to determine the cycle that the engine
position of the crankshaft. The signal is also used to is on. When the timing has been established, the
determine the engine speed. primary speed/timing sensor is then used to
determine the engine speed and the angular position.
The loss of signal to the primary sensor and/or the
secondary sensor will result in one of the following
faults:

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UENR4469 485
Diagnostic Functional Tests

• The engine will continue to run when only one

sensor signal is present from either the primary
sensor or the secondary sensor.
• Loss of signal both sensors during operation of the
engine will cause fuel injection to be terminated
and the engine will stop.
The primary sensor and the secondary sensor are
interchangeable components. If a sensor is suspect,
the sensors can be exchanged in order to eliminate a
fault. If a secondary sensor is suspect and a
replacement secondary sensor is not available, then
the primary sensor and the secondary sensor can be
exchanged. This exchange will allow testing to
determine if the secondary sensor is faulty.

Illustration 203 g03714692

Schematic for the speed/timing sensors

Illustration 204 g03144196

Pin locations for the speed/timing sensor on the P2
connector
(18) Supply for the speed/timing sensor (8 VDC)
(27) Signal for the primary speed/timing sensor
(28) Signal for the secondary speed/timing sensor

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Diagnostic Functional Tests

Illustration 205 g03714694

View of the sensor locations
(1) Primary speed/timing sensor (2) Secondary speed/timing sensor

Illustration 206 g03379946

Speed/timing sensor
(1) 8 VDC Supply
(2) Signal

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UENR4469 487
Diagnostic Functional Tests

Table 292
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Inspect the connectors for the speed/timing sensors. Refer and ensure that the connectors are correctly coupled.
to Troubleshooting, “Electrical Connectors - Inspect”.
Use the electronic service tool to clear all logged diag-
C. Perform a 45 N (10 lb) pull test on each of the wires in the nostic codes and verify that the repair eliminates the
suspect sensor connector and the sensor connections at the fault.
ECM.
Result: All connectors, pins, and sockets are correctly
D. Check the screw for the ECM connector for the correct tor- coupled and/or inserted. The harness is free of corrosion,
que of 6 N·m (53 lb in). abrasion, and pinch points.

E. Check the ground connection on the ECM for abrasions and Proceed to Test Step 2.
pinch points.

F. Check the harness for abrasion and pinch points from the
suspect sensor to the ECM.

G. Check that the suspect sensor is installed correctly. Check

that the suspect sensor is fully seated into the engine.

2. Check For Active Diagnostic Codes Diagnostic codes Result: Diagnostic code 637-11 is active or recently
logged.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 3.
B. Connect the electronic service tool to the diagnostic
connector. Result: Diagnostic code 190-8 or 723-8 is active or re-
cently logged.
C. Turn the keyswitch to the ON position. If the engine will start,
then run the engine. Proceed to Test Step 5.

D. Use the electronic service tool in order to monitor active di- Result: Diagnostic code 3512-3 or 3512-4 is active or re-
agnostic codes or recently logged diagnostic codes. cently logged.

E. Turn the keyswitch to the OFF position. Proceed to Test Step 9.

3. Inspect the Sensors Faulty sensor Result: A 637-11 diagnostic code is no longer active.

A. Ensure that the speed/timing sensors are correctly seated in Use the electronic service tool to clear all logged diag-
the cylinder block and that the retaining bolts are tightened to a nostic codes. Return the engine to service.
torque of 22 N·m (16 lb ft). Ensure that the speed/timing sen-
sors are not damaged. Result: A 637-11 diagnostic code is still active.
Replace any damaged sensors. Refer to Disassembly and As-
sembly, “Crankshaft Position Sensor - Remove and Install” or Proceed to Test Step 4.
refer to Disassembly and Assembly, “Camshaft Position Sen-
sor - Remove and Install”.

B. Turn the keyswitch to the ON position. If the engine will run,

then run the engine.

C. Use the electronic service tool to check if the 637-11 diag-

nostic code is still active.

(continued)

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488 UENR4469
Diagnostic Functional Tests

(Table 292, contd)

Troubleshooting Test Steps Values Results

4. Check the Crankshaft Timing Ring and the Timing Ring Loose timing ring or Result: Fault identified with the crankshaft timing ring or
on the Camshaft damaged teeth the timing ring on the camshaft.

A. Remove the primary speed/timing sensor and the secondary If necessary, replace the camshaft. Refer to Disassembly
speed/timing sensor. Refer to Disassembly and Assembly, and Assembly, “Camshaft - Remove” and refer to Disas-
“Crankshaft Position Sensor - Remove and Install” or refer to sembly and Assembly, “Camshaft - Install”.
Disassembly and Assembly, “Camshaft Position Sensor - Re-
move and Install”. If necessary, replace the crankshaft timing ring. Refer to
Disassembly and Assembly, “Crankshaft Timing Ring -
B. Use a flashlight in order to check the timing ring on the cam- Remove and Install”.
shaft through the camshaft timing hole for damage.
Use the electronic service tool in order to clear all logged
C. Use a flashlight in order to check the crankshaft timing ring diagnostic codes and then verify that the repair has elimi-
for damaged teeth or missing teeth. Ensure that the crankshaft nated the fault.
timing ring has not been displaced from the crankshaft.
Result: No faults found.

Repeat this procedure from Test Step 3.

5. Measure the Supply Voltage at the Sensor Connector 7.5 VDC to 8.5 VDC Result: The sensor supply voltage is not within the ex-
pected range - The fault is in the sensor supply wiring be-
A. Turn the keyswitch to the OFF position. tween the sensor and the ECM.

B. Disconnect the speed/timing sensor with the active diagnos- Repair the faulty wiring or replace the faulty wiring.
tic code.
Use the electronic service tool to clear all logged diag-
C. Turn the keyswitch to the ON position. nostic codes and verify that the repair eliminates the
fault.
D. Measure the voltage from terminal 1 on the sensor connec-
tor to engine ground. Result: The sensor supply voltage is correct.

Proceed to Test Step 6.

6. Exchange the Sensors A 190-8 diagnostic Result: The active diagnostic code is now for the other
code was previously speed/timing sensor.
A. Turn the keyswitch to the OFF position. active. A 723-8 diag-
nostic code is now Turn the keyswitch to the OFF position.
B. Exchange the primary speed/timing sensor with the secon- active.
dary speed/timing sensor. Refer to Disassembly and Assem- OR Disconnect the suspect sensor and remove the suspect
bly, “Crankshaft Position Sensor - Remove and Install” and A 723-8 diagnostic sensor from the engine.
refer to Disassembly and Assembly, “Camshaft Position Sen- code was previously
sor - Remove and Install”. active. A 190-8 diag- Install a replacement sensor. Refer to Disassembly and
nostic code is now Assembly, “Crankshaft Position Sensor - Remove and In-
C. Turn the keyswitch to the ON position. active. stall” or refer to Disassembly and Assembly, “Camshaft
Position Sensor - Remove and Install”.
D. Start the engine.
Turn the keyswitch to the ON position and start the
E. Use the electronic service tool to check for active diagnostic engine.
codes. Wait for 30 seconds in order for diagnostic codes to be-
come active. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
fault.

Result: The diagnostic code that was previously active is

still active.

Proceed to Test Step 7.

(continued)

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UENR4469 489
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(Table 292, contd)

Troubleshooting Test Steps Values Results

7. Check the Signal Wire for an Open Circuit Less than two Ohms Result: The resistance is greater than two Ohms - There
is an open circuit or high resistance in the signal wire.
A. Turn the keyswitch to the OFF position.
Repair the faulty wiring or replace the faulty wiring.
B. Disconnect the P2 connector. Disconnect the connector for
the suspect speed/timing sensor. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Use a multimeter to check the resistance between terminal fault.
2 on the harness connector for the sensor and the appropriate
terminal on the P2 connector. Refer to Illustration 203 . Result: The resistance is less than two Ohms.

Proceed to Test Step 8.

8. Check the Signal Wire for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms - The fault is in the sensor signal
A. Turn the keyswitch to the OFF position. wiring.

B. Disconnect the P2 connector. Disconnect the connector for Repair the faulty wiring or replace the faulty wiring.
the suspect speed/timing sensor.
Use the electronic service tool to clear all logged diag-
C. Use a multimeter to check the resistance between the sus- nostic codes and verify that the repair eliminates the
pect sensor signal terminal on the P2 connector and all other fault.
terminals on the P2 connector. Refer to Illustration 204 .
Result: All resistance measurements are greater than
100 Ohms.

Proceed to Test Step 9.

9. Disconnect the Sensors One at a Time Greater than 100 Result: The 3512-X diagnostic code is not active when
Ohms all of the sensors are disconnected.
A. Turn the keyswitch to the OFF position.
Replace the suspect sensor.
B. Disconnect the engine speed/timing sensors one at a time.
Wait 30 seconds after each sensor is disconnected. Use the Use the electronic service tool to clear all logged diag-
electronic service tool to monitor the diagnostic codes. nostic codes and verify that the repair eliminates the
fault.
Note: The 3512-X diagnostic code will become inactive when
the sensor that caused the 8 VDC diagnostic code is Result: The 3512-X diagnostic code is still active.
disconnected.
Proceed to Test Step 10.

(continued)

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490 UENR4469
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(Table 292, contd)

Troubleshooting Test Steps Values Results

10. Check the 8 VDC Supply from the ECM 7.5 to 8.5 VDC Result: The 8 VDC supply voltage from the ECM is with-
in specification. The fault is in the harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty connectors or replace the harness. Re-
B. Disconnect the P2 connector from the ECM. connect all sensor and ECM connectors. Ensure that all
of the seals are correctly in place. Ensure that all connec-
C. Turn the keyswitch to the ON position. tors are correctly coupled.

D. Measure the voltage from J2:18 on the ECM to a suitable Use the electronic service tool to clear all logged diag-
ground. nostic codes and verify that the repair eliminates the
fault.

Result: The 8 VDC supply voltage from the ECM is out-

side the specified limits. The fault is in the ECM.

Proceed to Test Step 11.

11. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If the Technical Support recommends the use of a test ECM,
install a test ECM. Refer to Troubleshooting, “Replacing the If the procedure did not correct the issue, contact Perkins
ECM”. Global Technical Support.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05944897

Switch Circuits - Test

This procedure covers the following diagnostic codes:

Table 293
Diagnostic Trouble Codes for Throttle Switches

J1939 Code Code Description Comments

Accelerator Pedal Position 2 : Er- The Electronic Control Module (ECM) detects the following condition:
29-2
ratic, Intermittent or Incorrect
There is an invalid combination of positions for the multi-position switches.
Accelerator Pedal Position 1 : Er-
91-2
ratic, Intermittent or Incorrect If equipped, the warning light will come on. The ECM will log the diagnostic code.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

If the application is equipped with two throttles, the

engine will use the second throttle until the fault is
repaired.
If a second throttle is not installed or if the second
throttle has a fault, the following conditions will occur:

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UENR4469 491
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• The engine will default to the limp home speed.

• If the engine speed is higher than the limp home

speed, the engine will decelerate to the limp home
speed.

• If the engine speed is lower than the limp home

speed, the engine speed will remain at the current
speed.

• The engine will remain at this speed while the

diagnostic code remains active.

• All inputs from the faulty throttle are ignored by the

ECM until the fault is repaired.
• All inputs from the repaired throttle will be ignored
by the ECM until the keyswitch has been cycled.
Check that the software configuration in the ECM is
correct for a multi-position throttle.
If the engine has an analog throttle with an Idle
Validation Switch (IVS), then refer to Troubleshooting,
“Idle Validation - Test”.
The throttle switch provides the operator with the
ability to select the desired engine speed. The throttle
switch configuration may be selected between 0 to 4
switches. A multi-position rotary switch may be used.
The throttle switch is typically connected to the four
throttle inputs of the ECM. Each position generates a
specific ON/OFF pattern on the throttle inputs. A
diagnostic code is generated if a pattern that does not
correspond with any of the switch positions is
detected.
Once a diagnostic code is generated, the ECM
ignores the throttle input signals. The desired engine
speed is set to low idle if no alternative throttle is
detected.
Voltage at the throttle inputs to the ECM should be
13.8 ± 0.5 VDC when the throttle inputs are open.
The voltage should be less than 0.5 VDC when the
throttle inputs are closed.

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Illustration 207 g03733175

Schematic diagram for the circuit for the throttle switch

Illustration 208 g03714731

Pin locations on the P1 connector for the throttle
switch
(36) Switch return
(43) Throttle position switch 4
(51) Throttle position switch 2
(52) Throttle position switch 3
(67) Throttle position switch 1

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UENR4469 493
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Table 294
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Thoroughly inspect the P1 connector and any other connec- and ensure that the connectors are correctly coupled.
tors that are included in the application for this throttle switch. Use the electronic service tool to clear all logged diag-
Refer to Troubleshooting, “Electrical Connectors - Inspect” for nostic codes and verify that the repair eliminates the
details. fault.

C. Perform a 45 N (10 lb) pull test on each of the wires in the Result: All connectors, pins, and sockets are correctly
switch connector and the ECM connector that are associated coupled and/or inserted. The harness is free of corrosion,
with the active diagnostic code. abrasion, and pinch points.

D. Check the screw for the ECM connector for the correct tor- Proceed to Test Step 2.
que of 6 N·m (53 lb in).

E. Check the ground connection on the ECM for abrasions and

pinch points.

F. Check the harness for abrasion and pinch points from the
suspect sensor to the ECM.

2. Check Throttle Cab Switch Position on the Electronic Throttle switch status Result: OK - The throttle switch is functioning correctly.
Service Tool changes on the elec-
tronic service tool If there are logged diagnostic codes for the throttle
A. Connect the electronic service tool to the diagnostic switch, the fault may be intermittent.
connector. Refer to Troubleshooting, “Electrical Connectors - In-
spect” in order to identify intermittent faults.
B. Turn the keyswitch to the ON position.
Result: Not OK - Record the suspect input.
C. Observe the status of the throttle switch and the throttle in-
puts on the electronic service tool while moving the throttle Proceed to Test Step 3.
switch in each position.

3. Install a Jumper at the Throttle Switch Connector Status is ON with Result: OK - The fault is in the throttle switch.
jumper installed
A. Disconnect the connector for the throttle switch. Status is OFF with Install a replacement throttle switch.
jumper removed Use the electronic service tool to clear all logged diag-
B. Observe the status of the suspect throttle input on the elec- nostic codes and verify that the repair eliminates the
tronic service tool. fault.

C. Connect a suitable jumper wire between terminal 1 on the Result: Not OK

throttle switch connector and the terminal for the suspect throt-
tle input. Proceed to Test Step 4.

D. Observe the status of the suspect throttle input on the elec-

tronic service tool.

E. Remove the jumper wire.

(continued)

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494 UENR4469
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(Table 294, contd)

Troubleshooting Test Steps Values Results

4. Check the Harness for an Open Circuit Less than two Ohms Result: At least one of the resistance measurements is
greater than two Ohms.
A. Turn the keyswitch to the OFF position.
The fault is in the wiring between the throttle switch and
B. Disconnect the P1 connector and the connector for the throt- the P1 connector
tle switch. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool in order to clear all logged
C. Measure the resistance between each of the throttle switch diagnostic codes and then verify that the repair has elimi-
inputs and the appropriate terminal on the P1 connector. nated the fault.
Measure the resistance between the return terminal on the
throttle switch and P1:36. Result: All resistance measurements are less than two
Refer to Illustration 208 . Ohms.

Proceed to Test Step 5.

5. Check the Harness for a Short Circuit Greater than 100 Result: At least one of the resistance measurements is
Ohms less than 100 Ohms. There is a short in the harness be-
A. Turn the keyswitch to the OFF position. tween the throttle switch connector and the P1
connector.
B. Disconnect the P1 connector and the connector for the throt-
tle switch. Repair the faulty wiring or replace the faulty wiring.
Use the electronic service tool to clear all logged diag-
C. Measure the resistance between the suspect input terminal nostic codes and verify that the repair eliminates the
on the P1 connector and all other terminals on the P1 fault.
connector.
Refer to Illustration 208 . Result: All resistance measurements are greater than
100 Ohms.
D. Measure the resistance between P1:36 and all other termi-
nals on the P1 connector. Proceed to Test Step 6.

6. Check if a Replacement ECM Eliminates the Fault Fault eliminated Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.

B. Contact Perkins Global Technical Support. Result: The fault is still present with the replacement
Note: This consultation can greatly reduce the repair time. ECM.

C. If Technical Support recommends the use of a test ECM, in- Do not use the replacement ECM.
stall a test ECM. Refer to Troubleshooting, “Replacing the Contact Perkins Global Technical Support.
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05944901

Valve Position - Test

This procedure covers the following diagnostic codes:

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Table 295
Diagnostic Codes for the Valve Position Sensors

J1939 Code Code Description Comments

27-3 EGR #1 Valve Position : Voltage The Electronic Control Module (ECM) detects the following conditions:
Above Normal
The signal voltage from the position sensor on the NOx Reduction System (NRS) valve is
greater than 4.8 VDC for 0.1 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The NRS valve will
be fully closed while the code is active.
The engine will be derated.

27-4 EGR #1 Valve Position : Voltage The ECM detects the following conditions:
Below Normal
The signal voltage from the NRS valve position sensor is less than 0.2 VDC for 0.1
seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The NRS valve will
be fully closed while the code is active.
The engine will be derated.

5625-3 Engine Exhaust Back Pressure The ECM detects the following conditions:
Regulator Position : Voltage Above
Normal The signal voltage from the position sensor on the exhaust back pressure regulator is
greater than 4.8 VDC for 0.1 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The engine ex-
haust back pressure regulator will be fully open while the code is active.
The engine will be derated.

5625-4 Engine Exhaust Back Pressure The ECM detects the following conditions:
Regulator Position : Voltage Below
Normal The signal voltage from the position sensor on the exhaust back pressure regulator is
less than 0.2 VDC for 0.1 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. The exhaust back
pressure regulator will be fully open while the code is active.
The engine will be derated.

Follow the troubleshooting procedure in order to identify the root cause of the fault.

The following conditions must exist before any of the The troubleshooting procedures for the diagnostic
preceding codes will become active: codes of each position sensor are identical. The 5
VDC sensor supply provides power to all 5 VDC
• The ECM has been powered for at least 2 sensors. The ECM supplies 5.0 VDC to terminal “1”
seconds. of both valve connectors. The sensor common from
the ECM connector goes to terminal “2” of both valve
• There are no active 168 codes. connectors. The sensor supply is output short circuit
protected. A short circuit to the battery will not
• There are no active 3509 codes. damage the circuit inside the ECM. The signal
voltage from terminal “3” of both valves is supplied to
Use this procedure in order to troubleshoot the the appropriate terminal at the P2 ECM connector.
position sensors for the following valves:
Pull-up Voltage
• NRS valve
The ECM continuously outputs a pull-up voltage on
• Exhaust back pressure regulator the circuit for the sensor signal wire. The ECM uses
this pull-up voltage in order to detect an open in the
Each position sensor is integral in the associated signal circuit. When the ECM detects a voltage above
valve. If the following procedure indicates a fault with a threshold, the ECM generates an open circuit
the position sensor, then the entire valve must be diagnostic code (XXXX-3).
replaced.
If the sensor is disconnected, pull-up voltage
The following background information is related indicates that the wires are not open or shorted to
to this procedure: ground. The absence of pull-up voltage indicates an
open in the signal wire or a short to ground. If the
voltage is different from pull-up voltage, the signal
wire is shorted to another wire in the harness.

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Illustration 209 g03733176

Schematic diagram for the valve position sensors

Illustration 211 g03177615

Connector for the NRS valve
(1) 5 VDC supply
(2) Position sensor ground
(3) Position sensor signal

Illustration 210 g03715140

Pin locations on the P2 connector for the valve
position sensors
(1) Valve position sensor 5 VDC supply
(10) EBPR valve position sensors ground
(19) NRS valve position sensor ground
(30) EBPR valve position sensor signal
(38) NRS valve position sensor signal

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Illustration 212 g03177636

Connector for the exhaust back pressure regulator
(1) 5 VDC supply
(2) Position sensor ground
(3) Position sensor signal

Table 296
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Inspect the connectors for the valve position sensors. Refer and ensure that the connectors are correctly coupled.
to Troubleshooting, “Electrical Connectors - Inspect”. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Perform a 45 N (10 lb) pull test on each of the wires in the fault.
suspect sensor connector and the sensor connections at the
ECM. Result: All connectors, pins, and sockets are correctly
coupled and/or inserted. The harness is free of corrosion,
D. Check the screw for the J2 ECM connector for the correct abrasion, and pinch points.
torque of 6 N·m (53 lb in).
Proceed to Test Step 2.
E. Check the ground connection on the ECM for abrasions and
pinch points.

F. Check the harness for abrasion and pinch points from the
suspect sensor to the ECM.

2. Check For Active Diagnostic Codes Diagnostic codes Result: One or more of the preceding diagnostic codes
are active or recently logged.
A. Turn the keyswitch to the OFF position.
Proceed to Test Step 3.
B. Connect the electronic service tool to the diagnostic
connector. Result: None of the preceding diagnostic codes are ac-
tive or recently logged.
C. Turn the keyswitch to the ON position. Wait at least 10 sec-
onds for activation of the diagnostic codes. The fault may be intermittent. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.
D. Use the electronic service tool in order to monitor active di-
agnostic codes or recently logged diagnostic codes. Perform a “Wiggle Test” by using the electronic service
tool in order to identify intermittent connections.
E. Turn the keyswitch to the OFF position.

(continued)

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498 UENR4469
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(Table 296, contd)

Troubleshooting Test Steps Values Results

3. Measure the Supply Voltage at the Valve Connector 4.84 to 5.16 VDC Result: The sensor supply voltage is out of the nominal
range. The fault is in the engine harness between the
A. Turn the keyswitch to the OFF position. valve connector and the ECM.
B. Disconnect the suspect valve from the harness.
Repair the faulty valve connector or replace the faulty
C. Turn the keyswitch to the ON position. harness.

D. Measure the voltage between terminals 1 and 2 at the con- Use the electronic service tool to clear all logged diag-
nector for the valve. nostic codes and verify that the repair eliminates the
fault.
E. Reconnect the valve to the harness.
Result: The sensor supply voltage is correct.

Proceed to Test Step 4.

4. Verify that the Diagnostic Code is Still Active Diagnostic codes Result: An XXXX-4 diagnostic code is active at this time.

A. Turn the keyswitch to the ON position. Wait at least 10 sec- Proceed to Test Step 5.
onds for activation of the diagnostic codes.
Result: An XXXX-3 diagnostic code is active at this time.
B. Use the electronic service tool to check for active diagnostic
codes. Record all active diagnostic codes. Proceed to Test Step 7.

Result: No diagnostic codes are active at this time. An

intermittent fault may exist.

Use the electronic service tool to perform a “Wiggle Test”

. If faults are indicated, then go to the appropriate
procedure.

5. Create an Open Circuit at the Valve Connector Open circuit Result: An XXXX-4 diagnostic code was active before
removing the signal wire. An XXXX-3 diagnostic code be-
A. Turn the keyswitch to the OFF position. came active after removing the signal wire.

B. Disconnect the connector for the valve with the XXXX-4 di- Disconnect the connector for the valve.
agnostic code.
Reconnect the signal wire for the position sensor. Recon-
C. Remove the wire for the position sensor signal from the har- nect the connector for the valve.
ness connector for the valve.
Turn the keyswitch to the ON position. Use the electronic
D. Reconnect the connector for the valve. service tool to check for active diagnostic codes. If the
XXXX-4 diagnostic code returns, there is a short in the
E. Turn the keyswitch to the ON position. Wait for at least 10 valve.
seconds for activation of the diagnostic codes.
Install a replacement valve. Refer to Disassembly and
F. Use the electronic service tool to check the “Active Diagnos- Assembly for the correct procedure.
tic Code” screen. Check for an XXXX-3 diagnostic code.
Use the electronic service tool to clear all logged diag-
G. Turn the keyswitch to the OFF position. nostic codes and verify that the repair eliminates the
fault.

Result: There is still an XXXX-4 diagnostic code active

with the signal wire removed. The valve position sensor
is OK.

Return all wires to the original configuration. Proceed to

Test Step 6.

(continued)

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UENR4469 499
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(Table 296, contd)

Troubleshooting Test Steps Values Results

6. Check the Harness for a Short Circuit Greater than 100 Result: The measured resistance is less than 100 Ohms.
Ohms There is a short circuit in the harness.
A. Turn the keyswitch to the OFF position.
Repair the valve connector or replace the harness.
B. Disconnect the P2 connector and the connector for the sus-
pect valve. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. For a suspect NRS valve position sensor, use a multimeter fault.
to measure the resistance between P2:38 and all other termi-
nals on P2. Result: The measured resistance is greater than 100
Ohms. The fault is in the ECM.
D. For a suspect EBPR position sensor, use a multimeter to
measure the resistance between P2:30 and all other terminals Proceed to Test Step 9.
on P2.

E. Install the removed connectors.

7. Create a Short Circuit at the Valve Connector Less than two Ohms Result: An XXXX-3 diagnostic code was active before
the jumper was installed. An XXXX-4 diagnostic code is
A. Turn the keyswitch to the OFF position. active when the jumper is installed.

B. Disconnect the connector for the valve with the XXXX-3 di- Reconnect the connector for the suspect valve.
agnostic code.
Turn the keyswitch to the ON position. Use the electronic
C. Fabricate a jumper wire that is 150 mm (6 inch) long. service tool to check for active diagnostic codes. If the
XXXX-3 diagnostic code returns, there is an open circuit
D. Insert one end of the jumper wire into terminal 3 on the har- in the valve.
ness connector for the suspect valve. Insert the other end of
the jumper into terminal 2. Install a replacement valve. Refer to Disassembly and
Assembly for the correct procedure.
E. Turn the keyswitch to the ON position.
Use the electronic service tool to clear all logged diag-
F. Access the “Active Diagnostic Codes” screen on the elec- nostic codes and verify that the repair eliminates the
tronic service tool and check for an active XXXX-4 diagnostic fault.
code for the suspect sensor.
Result: An XXXX-3 diagnostic code remains active when
G. Remove the jumper. the jumper is installed. The valve is OK.

Proceed to Test Step 8.

(continued)

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500 UENR4469
Diagnostic Functional Tests

(Table 296, contd)

Troubleshooting Test Steps Values Results

8. Check the Wiring Harness for an Open Circuit Less than two Ohms Result: The measured resistance is greater than two
Ohms. There is an open circuit in the harness.
A. Turn the keyswitch to the OFF position.
Repair the valve connector or replace the harness.
B. Disconnect the P2 connector and the connector for the sus-
pect valve. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. For a suspect NRS valve, use a multimeter to check the re- fault.
sistance between terminal 3 on the valve connector and P2:38.
Result: The measured resistance is less than two Ohms.
D. For a suspect exhaust back pressure regulator, use a multi- There is a fault in the ECM.
meter to check the resistance between terminal 3 on the valve
connector and P2:30. Proceed to Test Step 9.

E. Install the removed connectors.

9. Check if a Replacement ECM Eliminates the Fault Faulty ECM Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommends the use of a test ECM, in- If the procedure did not correct the issue, contact Perkins
stall a test ECM. Refer to Troubleshooting, “Replacing the Global Technical Support.
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

i05944907

Water in Fuel - Test

For a 97-15 or 97-16 code, refer to Troubleshooting,

“Fuel Contains Water” before returning to this
procedure.
Use this procedure when the water-in-fuel sensor is
suspect. This procedure also covers the following
diagnostic code:
Table 297
Diagnostic Trouble Code for the Water-in-Fuel Sensor

J1939 Code Description Comments

Code
97-3 Water In Fuel Indicator : Voltage The ECM detects the following conditions:
Above Normal
An open circuit in the Water-In-Fuel (WIF) sensor circuit.

The ECM has been powered for less than 5 seconds.

The warning lamp will stay on when the “indicator lamp self check” has been completed. The
ECM will disable the function to detect water in fuel while the code is active.

Water-in-Fuel Sensor Operation

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UENR4469 501
Diagnostic Functional Tests

The WIF sensor is a normally open sensor. During

normal operation, there will be no signal sent from the
WIF sensor to the ECM. If water is detected in the
fuel, the sensor will send a signal to the ECM. If the
signal remains constant for 45 seconds, an E232-1
diagnostic code will become active. If the signal
remains constant for 1 hour, an E232-2 diagnostic
code will become active. These diagnostic codes can
also be caused by a short in the WIF sensor circuit.

Illustration 213 g03733187

Schematic for the WIF sensor

Illustration 214 g03733189 Illustration 215 g03733191

Pin location on the P1 connector for the WIF sensor Connector for the WIF sensor
(69) WIF sensor power (A) Signal
(76) WIF sensor signal (B) Battery -
(C) Switched battery +

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502 UENR4469
Diagnostic Functional Tests

Table 298
Troubleshooting Test Steps Values Results

1. Inspect Electrical Connectors and Wiring Loose connection or Result: There is a fault in a connector or the wiring.
damaged wire
A. Turn the keyswitch to the OFF position. Repair any faulty connectors or replace the wiring har-
ness. Ensure that all of the seals are properly in place
B. Thoroughly inspect the connector for the WIF sensor and and ensure that the connectors are correctly coupled.
the P1/J1 ECM connector. Refer to Troubleshooting, “Electrical Use the electronic service tool to clear all logged diag-
Connectors - Inspect”. nostic codes and verify that the repair eliminates the
fault.
C. Perform a 45 N (10 lb) pull test on each of the wires that are
associated with the WIF sensor. Result: All connectors, pins, and sockets are correctly
coupled and/or inserted. The harness is free of corrosion,
D. Check the screw for the ECM connector for the correct tor- abrasion, and pinch points.
que of 6 N·m (53 lb in).
Proceed to Test Step 2.
E. Check the harness for abrasions, for pinch points, and for
corrosion.

2. Check For Active Diagnostic Codes Diagnostic codes Result: There are no active diagnostic codes for the WIF
sensor.
A. Turn the keyswitch to the OFF position.
There may be an intermittent fault.
B. Connect the electronic service tool to the diagnostic Refer to Troubleshooting, “Electrical Connectors - In-
connector. spect” in order to identify intermittent faults.

C. Turn the keyswitch to the ON position. If the engine will start, Result: A 97-15 or 97-16 diagnostic code is active.
then run the engine.
Refer to Troubleshooting, “Fuel Contains Water” before
D. Wait for at least 1 minute. continuing with this procedure.

E. Monitor the active diagnostic code screen on the electronic Proceed to Test Step 3.
service tool. Check and record any active diagnostic codes.
Result: A 97-3 diagnostic code is active.

Proceed to Test Step 3.

3. Check the Supply Voltage at the Sensor Connector Between 11 VDC and Result: The voltage is not within the expected range.
13 VDC for a 12 VDC The fault is in the battery voltage supply wire or the return
A. Turn the keyswitch to the OFF position. system. wire .
Between 22 VDC and
B. Disconnect the WIF sensor connector. 26 VDC for a 24 VDC Repair the faulty sensor connector or replace the faulty
system. harness.
C. Turn the keyswitch to the ON position. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
D. Measure the voltage between terminals B and C on the har- fault.
ness connector for the WIF sensor.
Result: The voltage is within the expected range.
E. Turn the keyswitch to the OFF position.
Reconnect the WIF sensor to the harness. Proceed to
Test Step 4.

(continued)

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UENR4469 503
Diagnostic Functional Tests

(Table 298, contd)

Troubleshooting Test Steps Values Results

4. Check that the Diagnostic Code is Still Active Diagnostic code Result: A 97-3 diagnostic code is active.

A. Turn the keyswitch to the OFF position. Proceed to Test Step 5.

B. Connect the electronic service tool to the diagnostic Result: A 97-15 diagnostic code is active.
connector.
Proceed to Test Step 6.
C. Turn the keyswitch to the ON position. Wait for at least 1
minute. Result: No diagnostic code is active.

D. Monitor the active diagnostic code screen on the electronic Return the unit to service.
service tool. Check and record any active diagnostic codes.

5. Create a Short Circuit at the Sensor Connector Open circuit Result: A 97-3 diagnostic code was active before instal-
ling the jumper. A 97-15 code was active with the jumper
A. Turn the keyswitch to the OFF position. installed. There is an open circuit in the WIF sensor.

B. Disconnect the WIF sensor from the harness. Install a replacement sensor. Refer to Disassembly and
Assembly, “Water Separator and Fuel Filter (Primary) -
C. Fabricate a jumper wire that is 150 mm (6 inch) long. Remove and Install” for the correct procedure.

D. Use the jumper to connect terminal A to terminal B on the Use the electronic service tool to clear all logged diag-
harness connector for the WIF sensor. nostic codes and verify that the repair eliminates the
fault.
E. Turn the keyswitch to the ON position. Wait for at least 1
minute. Result: There is still an active 97-3 diagnostic code with
the jumper installed. The sensor is OK.
F. Monitor the active diagnostic code screen on the electronic
service tool. Check and record any active diagnostic codes. Proceed to Test Step 7.

6. Check the Harness for an Open Circuit Less than two Ohms. Result: The measured resistances are greater than two
Ohms. There is an open circuit in the harness.
A. Turn the keyswitch to the OFF position.
Repair the sensor connector or replace the harness.
B. Disconnect the connector for the water-in-fuel sensor and
P1 connector. Use the electronic service tool to clear all logged diag-
nostic codes and verify that the repair eliminates the
C. Use a multimeter to check the resistance between terminal fault.
A on the sensor connector and P1:76.
Result: The measured resistance is less than two Ohms.
D. Use a multimeter to check the resistance between terminal There may be a short circuit in the harness.
C on the sensor connector and P1:69.
Proceed to Test Step 7.
E. Install the removed connectors.

(continued)

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504 UENR4469
Diagnostic Functional Tests

(Table 298, contd)

Troubleshooting Test Steps Values Results

7. Create an Open Circuit at the Sensor Connector Short circuit Result: A 97-15 diagnostic code remains active with the
WIF sensor connected. A 97-3 diagnostic code was ac-
A. Turn the keyswitch to the OFF position. tive after disconnecting the WIF sensor. There is a short
in the WIF sensor.
B. Disconnect the WIF sensor from the harness.
Install a replacement sensor. Refer to Disassembly and
C. Turn the keyswitch to the ON position. Wait for at least 1 Assembly, “Water Separator and Fuel Filter (Primary) -
minute. Remove and Install” for the correct procedure.

D. Monitor the active diagnostic code screen on the electronic Use the electronic service tool to clear all logged diag-
service tool. Check and record any active diagnostic codes. nostic codes and verify that the repair eliminates the
fault.

Result: The 97-15 diagnostic code is still active with the

WIF sensor disconnected. The WIF sensor is OK.

Proceed to Test Step 8.

8. Check the Harness for a Short Circuit Greater than 100 Result: The measured resistances are less than 100
Ohms Ohms. There is a short in the harness.
A. Turn the keyswitch to the OFF position.
Repair the faulty sensor connector or replace the faulty
B. Disconnect the WIF sensor from the harness. Disconnect harness.
the P1 connector.
Use the electronic service tool to clear all logged diag-
C. Use a multimeter to measure the resistance between P1:76 nostic codes and verify that the repair eliminates the
and all other terminals on P1. fault.

D. Use a multimeter to measure the resistance between P1:69 Result: The measured resistance is greater than 100
and all other terminals on P1. Ohms. There is a fault in the ECM.

E. Reconnect the WIF sensor to the harness. Reconnect the Proceed to Test Step 9.
P1 connector.

9. Check if a Replacement ECM Eliminates the Fault Faulty ECM Result: The fault is eliminated with the test ECM.

A. Make sure that the latest flash file for the application is in- Reconnect the suspect ECM. If the fault returns with the
stalled in the ECM. Refer to Troubleshooting, “Flash suspect ECM, permanently install the replacement ECM.
Programming”.
Result: The fault is still present with the replacement
B. Contact Perkins Global Technical Support. ECM.
Note: This consultation can greatly reduce the repair time.
Do not use the replacement ECM.
C. If Technical Support recommends the use of a test ECM, in- If the procedure did not correct the issue, contact Perkins
stall a test ECM. Refer to Troubleshooting, “Replacing the Global Technical Support.
ECM”.

D. Turn the keyswitch to the ON position. Use the electronic

service tool to verify that the repair eliminates the fault.

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UENR4469 505
Index Section

Index
A Air Shutoff .................................................... 93
Configurable Inputs...................................... 97
Acceleration Is Poor or Throttle Response
ECM Identification Parameter...................... 92
Is Poor...........................................................110
Engine Configuration Parameters................ 92
Probable Causes ........................................110
Engine Idle Shutdown.................................. 92
Recommended Actions...............................110
Engine Rating Parameter............................. 92
Alternator Is Noisy ..........................................117
J1939 Continuous Fault Handling................ 98
Probable Causes ........................................117
Miscellaneous .............................................. 95
Recommended Actions...............................117
Multiple Engines on J1939........................... 94
Alternator Problem..........................................119
Passwords ................................................... 98
Probable Causes ........................................119
PTO and Throttle Lock Parameters ............. 94
Recommended Actions...............................119
Security Access Parameters........................ 98
Speed Control.............................................. 92
B System Settings........................................... 98
Customer Specified Parameters Table ............ 99
Battery Problem............................................. 120
Customer Specified Parameters Worksheet
Probable Causes ....................................... 120
..................................................................... 104
Recommended Actions.............................. 120
Cylinder Is Noisy............................................ 134
Probable Causes ....................................... 134
C Recommended Actions.............................. 134
CAN Data Link - Test ..................................... 309
Clean Emissions Module Has High Oxygen D
Level ............................................................ 121
Data Link - Test.............................................. 316
Codes that Inhibit Operation of
Data Link Configuration Status - Test ............ 325
Aftertreatment System ................................... 81
DEF Concentration Is Incorrect ..................... 136
Diagnostic Trouble Codes that Affect the
DEF Control Module Power - Test ................. 327
Aftertreatment System and the Conditions for
DEF Line Heater - Test .................................. 335
Clearing the Code ...................................... 81
DEF Module Does Not Respond ................... 139
Coolant Contains Oil...................................... 122
DEF Pressure Is High .................................... 145
Probable Causes ....................................... 122
DEF Pressure Is Low..................................... 147
Recommended Actions.............................. 122
DEF Pump - Test ........................................... 340
Coolant Level - Test ....................................... 313
DEF Pump Pressure Sensor - Test................ 341
Coolant Level Is Low ..................................... 124
DEF Pump Sensor Supply - Test................... 342
Coolant Temperature Is High......................... 124
DEF Tank Level Is Low .................................. 150
Probable Causes ....................................... 125
DEF Tank Sensor - Test................................. 343
Recommended Actions.............................. 125
DEF Tank Temperature Is High...................... 152
Coolant Temperature Is Low.......................... 128
DEF Tank Temperature Is Low ...................... 155
Probable Causes ....................................... 128
Diagnostic Code Cross Reference ................ 300
Recommended Actions.............................. 128
Diagnostic Functional Tests........................... 309
Crankcase Breather Ejects Oil ...................... 129
Diagnostic Trouble Codes ............................. 292
Probable Causes ....................................... 130
Diesel Oxidation Catalyst Has Incorrect
Recommended Actions.............................. 130
Inlet Temperature......................................... 158
Crankcase Fumes Disposal Tube Has Oil
Diesel Oxidation Catalyst Has Low
Draining ....................................................... 131
Conversion Efficiency .................................. 161
Probable Causes ....................................... 131
Diesel Particulate Filter Collects Excessive
Recommended Actions.............................. 131
Soot (If Equipped)........................................ 162
Customer Specified Parameters...................... 92
Diesel Particulate Filter Identification Signal
Aftertreatment Configuration........................ 93
- Test ............................................................ 345

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506 UENR4469
Index Section

Diesel Particulate Filter Temperature Is Low Engine Speed Does Not Change .................. 199
(If Equipped) ................................................ 166 Probable Causes ....................................... 199
Recommended Repairs ............................. 199
Engine Stalls at Low RPM ............................. 200
E Probable Causes ....................................... 200
ECM Does Not Communicate with Other Recommended Actions.............................. 200
Modules ....................................................... 168 Engine Top Speed Is Not Obtained ............... 203
Probable Causes ....................................... 168 Probable Causes ....................................... 203
Recommended Actions.............................. 168 Recommended Actions.............................. 203
ECM Harness Connector Terminals ................ 38 Engine Vibration Is Excessive ....................... 209
ECM Memory - Test ....................................... 349 Probable Causes ....................................... 209
Recommended Actions.............................. 350 Recommended Actions.............................. 209
ECM Will Not Accept Factory Passwords...... 168 Engine Wiring Information ............................... 31
Probable Causes ....................................... 168 Harness Wire Identification.......................... 31
Recommended Actions.............................. 168 Schematic Diagrams.................................... 32
Electrical Connector - Inspect........................ 350 Ether Starting Aid - Test................................. 360
Electrical Power Supply - Test ....................... 354 Event Codes .................................................. 307
Electronic Service Tool Does Not Active Event Codes.................................... 307
Communicate............................................... 168 Clearing Event Codes ................................ 308
Probable Causes ....................................... 168 Logged Event Codes ................................. 308
Recommended Actions.............................. 168 Troubleshooting ......................................... 308
Electronic Service Tools .................................. 19 Exhaust Has Excessive Black Smoke............211
Optional Service Tools ................................. 20 Probable Causes ........................................211
Perkins Electronic Service Tool................... 20 Recommended Actions...............................211
Required Service Tools ................................ 19 Exhaust Has Excessive White Smoke .......... 215
Electronic Troubleshooting................................ 5 Probable Causes ....................................... 215
Engine Cranks but Does Not Start................. 171 Recommended Actions.............................. 215
Probable Causes ....................................... 171 Exhaust System Contains Oil ........................ 219
Recommended Actions.............................. 171 Probable Causes ....................................... 219
Engine Does Not Crank................................. 179
Probable Causes ....................................... 179
Recommended Repairs ............................. 179
F
Engine Has Early Wear ................................. 181 Factory Passwords.......................................... 84
Probable Causes ....................................... 181 Flash Programming ......................................... 85
Recommended Actions.............................. 181 Flash Programming a Flash File .................. 85
Engine Has Mechanical Noise (Knock) ......... 183 Fuel Consumption Is Excessive .................... 222
Probable Causes ....................................... 183 Probable Causes ....................................... 222
Recommended Actions.............................. 183 Recommended Actions.............................. 222
Engine Misfires, Runs Rough or Is Unstable Fuel Contains Water ...................................... 225
..................................................................... 186 Recommended Actions.............................. 226
Probable Causes ....................................... 186 Fuel Rail Pressure Problem........................... 227
Recommended Actions.............................. 186 Probable Causes ....................................... 228
Engine Overspeeds....................................... 193 Recommended Actions.............................. 228
Probable Causes ....................................... 194 Fuel Temperature Is High .............................. 238
Recommended Actions.............................. 194 Probable causes ........................................ 239
Engine Shutdown Occurrence....................... 196 Fuel Transfer Pump - Test ............................. 364
Probable Causes ....................................... 196
Recommended Actions.............................. 196
Engine Shutdown Occurs Intermittently ........ 197 G
Probable Causes ....................................... 197 Glossary .......................................................... 15
Recommended Actions.............................. 197 Glow Plug Starting Aid - Test ......................... 372

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UENR4469 507
Index Section

I N
Idle Validation - Test....................................... 379 NOx Conversion Is Low................................. 250
Important Safety Information ............................. 2 NOx Sensor - Test ..........................................411
Indicator Lamp - Test ..................................... 387 NRS Exhaust Gas Temperature Is High ........ 253
Indicator Lamps ............................................... 21 Probable Causes ....................................... 254
Color of Lamps............................................. 22 Recommended Actions.............................. 254
Functions of the Lamps................................ 21 NRS Mass Flow Rate Problem...................... 255
Indicator Lamps ........................................... 21 Probable Causes ....................................... 257
Operation of the Indicator Lamps................. 23 Recommended Actions.............................. 257
Injector Code - Calibrate.................................. 86
Injector Data Incorrect - Test.......................... 390
Injector Solenoid - Test .................................. 392 O
Inlet Air Is Restricted...................................... 240 Oil Consumption Is Excessive ....................... 260
Inlet Air Temperature Is High ......................... 241 Probable Causes ....................................... 260
Probable Causes ....................................... 241 Recommended Actions.............................. 260
Recommended Actions.............................. 241 Oil Contains Coolant...................................... 263
Intake Manifold Air Pressure Is High ............. 243 Probable Causes ....................................... 263
Probable Causes ....................................... 243 Recommended Actions.............................. 263
Recommended Actions.............................. 243 Oil Contains Fuel ........................................... 264
Intake Manifold Air Pressure Is Low .............. 244 Measuring Fuel Dilution ............................. 264
Probable Causes ....................................... 245 Probable Causes ....................................... 265
Recommended Actions.............................. 245 Recommended Actions.............................. 265
Intake Manifold Air Temperature Is High........ 246 Oil Level Is Low ............................................. 266
Probable Causes ....................................... 247 Probable Causes ....................................... 267
Recommended Actions.............................. 247 Recommended Actions.............................. 267
Oil Pressure Is Low........................................ 268
Probable Causes ....................................... 269
M Recommended Actions.............................. 269
Mode Selection - Test .................................... 399
Mode Switch Setup.......................................... 87
Engine High Idle Speed (RPM).................... 88 P
Governor Type ............................................. 88 Power Is Intermittently Low or Power Cutout
High Idle Speed ........................................... 87 Is Intermittent ............................................... 272
Mode Selection Number .............................. 87 Probable Causes ....................................... 272
Mode Selection Switch Input 2 and Mode Recommended Actions.............................. 272
Selection Switch Input 1............................. 87 Power Take-Off - Test .................................... 414
Number of Switch Inputs.............................. 87 Programming Parameters ............................... 84
Rated Speed (RPM)..................................... 87
Rating Enabled ............................................ 87
Rating Number............................................. 87 R
Throttle 1 Droop Percentage........................ 88 Replacing the ECM.......................................... 24
Throttle 2 Droop Percentage........................ 88
TSC1 Droop Percentage.............................. 88
Motorized Valve - Test ................................... 404 S
Multiposition Switch Setup............................... 91 SCR Catalyst Has Incorrect Inlet
Engine Speed (in RPM) ............................... 91 Temperature................................................. 278
Input 4, Input 3, Input 2, Input 1 ................... 91 SCR Warning System Problem ..................... 280
Logical Position............................................ 91 Associated Codes...................................... 281
Number of Switch Inputs.............................. 91 DEF Tank Level Inducement...................... 284
Physical Position.......................................... 91 NRS Inducement........................................ 288
Physical Position Enabled ........................... 91

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508 UENR4469
Index Section

Operator Level Inducement ....................... 280 DPF #1 Soot Loading Sensing System
Tampering/Dosing Interruption................... 286 Configuration Code .................................. 108
Self-Diagnostics............................................... 25 “ECM Software Release Date” .................. 109
Sensor (Data Link Type) - Test ...................... 417 “Engine Serial Number” ............................. 108
Sensor Calibration Required - Test................ 422 Factory Installed Aftertreatment #1
Sensor Signal (Analog, Active) - Test ............ 434 Identification Number ............................... 108
Sensor Signal (Analog, Passive) - Test “Full Load Setting” ..................................... 108
(Sensors Connected to the DCU) ................ 442 “Full Torque Setting” .................................. 108
Sensor Signal (Analog, Passive) - Test Limp Home Engine Speed ......................... 108
(Sensors Connected to the Engine ECM).... 447 Limp Home Engine Speed Ramp Rate...... 108
Sensor Supply - Test...................................... 426 “Rating” ..................................................... 108
Sensors and Electrical Connectors ................. 25 System Overview............................................... 5
Service Tool Error Identifiers............................ 69 Block Diagrams............................................ 10
Service Tool Features...................................... 38 ECM Lifetime Totals ..................................... 14
Active Diagnostic Codes.............................. 40 Electronic Control Circuit Diagram................. 7
Active Event Codes...................................... 40 Other ECM Functions for Performance........ 14
Aftertreatment Ambient Temperature Sensor Passwords ................................................... 15
Configuration.............................................. 68 Programmable Parameters.......................... 15
Aftertreatment History .................................. 47 System Operation ........................................ 13
Calibrations.................................................. 44
Diagnostic Tests........................................... 41
DPF Replacement Reset ............................. 58 T
Dyno Mode................................................... 44 Table of Contents............................................... 3
Engine Operating Mode Configuration......... 65 Test ECM Mode ............................................... 84
Histogram Screens ...................................... 53 Throttle Setup .................................................. 88
Logged Diagnostic Codes............................ 40 Idle Validation............................................... 89
Logged Event Codes ................................... 41 Idle Validation Maximum On (Closed)
Maintenance Indicator.................................. 66 Threshold ................................................... 90
Operator Inducement Emergency Override Idle Validation Minimum Off (Open) Threshold
Configuration.............................................. 67 ................................................................... 89
Operator Inducement Emergency Override Initial Lower Position Limit............................ 89
Timer Reset................................................ 59 Initial Upper Position Limit............................ 90
Override Parameters.................................... 38 Lower Dead Zone ........................................ 90
Service Procedures...................................... 45 Lower Diagnostic Limit................................. 89
Service Tool Error Identifiers........................ 47 Lower Position Limit..................................... 89
System Communication Status.................... 58 Upper Dead Zone ........................................ 90
System Troubleshooting Settings ................ 40 Upper Diagnostic Limit................................. 91
Throttle Mode Configuration ........................ 60 Upper Position Limit..................................... 90
Solenoid Valve - Test (Solenoid Valves that Troubleshooting Section.................................... 5
Connect to the Dosing Control Unit (DCU)) Troubleshooting with a Diagnostic Code ....... 292
..................................................................... 454 Troubleshooting with an Event Code............. 307
Solenoid Valve - Test (Solenoid Valves that
Connect to the Engine ECM) ....................... 460
Soot Sensor - Test ......................................... 466 V
Speed Control (Analog) - Test ....................... 471 Valve Lash Is Excessive ................................ 290
Speed Control (PWM) - Test.......................... 476 Probable Causes ....................................... 290
Speed/Timing - Test....................................... 483 Recommended Actions.............................. 290
Switch Circuits - Test ..................................... 490 Valve Position - Test ...................................... 494
Symptom Troubleshooting..............................110
System Configuration Parameters................. 108

This document was printed from SPI2. NOT FOR RESALE

UENR4469 509
Index Section

W
Water in Fuel - Test........................................ 500
Welding Precaution ........................................... 5

This document was printed from SPI2. NOT FOR RESALE

©2014 Perkins Engines Company Limited
All Rights Reserved

This document was printed from SPI2. NOT FOR RESALE